EP2095456A2 - High-rate rechargeable battery - Google Patents

High-rate rechargeable battery

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Publication number
EP2095456A2
EP2095456A2 EP06837758A EP06837758A EP2095456A2 EP 2095456 A2 EP2095456 A2 EP 2095456A2 EP 06837758 A EP06837758 A EP 06837758A EP 06837758 A EP06837758 A EP 06837758A EP 2095456 A2 EP2095456 A2 EP 2095456A2
Authority
EP
European Patent Office
Prior art keywords
cell
film
anode
cathode
rechargeable battery
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP06837758A
Other languages
German (de)
French (fr)
Other versions
EP2095456A4 (en
Inventor
Wilhelm Kullberg
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2095456A2 publication Critical patent/EP2095456A2/en
Publication of EP2095456A4 publication Critical patent/EP2095456A4/en
Withdrawn legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/05—Accumulators with non-aqueous electrolyte
    • H01M10/058—Construction or manufacture
    • H01M10/0587—Construction or manufacture of accumulators having only wound construction elements, i.e. wound positive electrodes, wound negative electrodes and wound separators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/249—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders specially adapted for aircraft or vehicles, e.g. cars or trains
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/04—Construction or manufacture in general
    • H01M10/0413—Large-sized flat cells or batteries for motive or stationary systems with plate-like electrodes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/04—Construction or manufacture in general
    • H01M10/0445—Multimode batteries, e.g. containing auxiliary cells or electrodes switchable in parallel or series connections
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/654—Means for temperature control structurally associated with the cells located inside the innermost case of the cells, e.g. mandrels, electrodes or electrolytes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/204—Racks, modules or packs for multiple batteries or multiple cells
    • H01M50/207—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape
    • H01M50/211—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape adapted for pouch cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/269—Mechanical means for varying the arrangement of batteries or cells for different uses, e.g. for changing the number of batteries or for switching between series and parallel wiring
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/50—Current conducting connections for cells or batteries
    • H01M50/543—Terminals
    • H01M50/547—Terminals characterised by the disposition of the terminals on the cells
    • H01M50/548—Terminals characterised by the disposition of the terminals on the cells on opposite sides of the cell
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/50—Current conducting connections for cells or batteries
    • H01M50/543—Terminals
    • H01M50/552—Terminals characterised by their shape
    • H01M50/553—Terminals adapted for prismatic, pouch or rectangular cells
    • H01M50/557—Plate-shaped terminals
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/50—Current conducting connections for cells or batteries
    • H01M50/572—Means for preventing undesired use or discharge
    • H01M50/574—Devices or arrangements for the interruption of current
    • H01M50/579—Devices or arrangements for the interruption of current in response to shock
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M6/00—Primary cells; Manufacture thereof
    • H01M6/42—Grouping of primary cells into batteries
    • H01M6/425—Multimode batteries, batteries with "reserve cells"
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P70/00—Climate change mitigation technologies in the production process for final industrial or consumer products
    • Y02P70/50—Manufacturing or production processes characterised by the final manufactured product

Definitions

  • the present invention is directed to a rechargeable battery; comprising multiple electrochemical cells, relays and a battery controller, generating high- rate capacity for powering an electrical motor in a modern mid-size automobile 1500km.
  • the battery can be recharged 500 times.
  • the state of the art electrochemistry does not include an efficient method of releasing stored electrical energy in an electrolysis process.
  • the proton exchange membrane fuel cell is one of the most promising technologies. For few but very serious reasons, it is unlikely that the PEMFC technology will find its way to the market place.
  • the required operational lifetime for the PEMFC is 5,000 hours. Electrochemical corrosion of the metallic components in the fuel cell occurs at a far earlier stage than 5,000 operating hours. Low corrosion resistance precludes most uncoated metals from use. Ionization is too low when using most coated metals. Corrosion resistant alloy coatings and polymer coatings for bipolar PEMFC plates have not reached a level where any developments can be commercialized. Some scientists claim to have developed a reliable process, but there are still quite many unanswered questions.
  • Battery powered electrical automobiles have a very high efficiency.
  • the battery is about 90 percent efficient and the electrical motor/inverter is ⁇ about 80, percent efficient. This gives an overall efficiency of about 72 percent, which is outstanding in comparison with any other alternative.
  • sulfuric acid H 2 SO 4
  • water H 2 O
  • Several different chemical reactions take place during the lead-acid electrolysis discharge process. Corrosion between the lead/lead oxide and the paste is believed by many to be one of the more important chemical reactions.
  • the efficiency of the gasoline driven automobile with a combustion engine is very low, only 20 percent. That is, only about 20 percent of the thermal- energy content of the gasoline is converted into mechanical work.
  • the combustion engine can be considered practical and economical for lack of a better alternative. From an environmental point view, the combustion engine is devastating to the global environment. From a human health view point, the combustion engine is eventually the most serious man-made health concern in modern times. Automobiles with combustion engines makes life much easier for many individuals and are, perhaps, the reason why the environment and health problems have been overshadowed for so long a time. The air has been heavily polluted in many worldwide metropolitan areas for a very long period of time. As a result of the high level air pollution, many individuals have serious life time health problems.
  • Lithium-ion battery with multi anode and cathode layers faces following problems: i) heat develops between the many different anode and cathode layers, and it might be an impossible engineering task reducing thermal development; ii) Lithium has a low mp (180 0 C) which most likely will result in that Lithium melts and comes in contact with the anode, causing a harmful chemical reaction; iii) each Lithium-ion (Li-ion) cell needs to be recharged separately and' disconnected close before fully recharged, because the manufacturing process does not allow production of two cells with same charge value. A very low number of cells will overheat and need to be switched out of the serial arrangement.
  • Drop in voltage is another method of determine if a cell needs to be switched out of the serial arrangement. Determine which cells needs to be switched out of the serial arrangement, and the time for it, is impossible without a battery cell management controller. At the time point of occurrence, the cell has to be switched out of the serial arrangement before remaining serial arranged cells can continue to operate reliably.
  • Disconnecting any single cell option of the 80 serial connected Lithium-ion (Li-ion) cells involves at least 3 electromagnetic relays per cell, an enormous relay box with about 275 separate electromagnetic relays, connected by a large network separate heavy wires. Disconnecting series of cells is not an option. Alternatively, some of the 275 electromagnetic relays could be eliminated if the cell is rewired every time one cell breaks down, which is not very practical.
  • Such a power unit will be too spacious, too heavy and it will be a too complex engineering task, which might not be feasible.
  • 80 silicon based multi-circuit transistor arrangement elements (logic) is one option.
  • 2-port electromagnetic logic relays have been selected for economical reasons. The logic relay is a necessity.
  • ZEV zero emission vehicles
  • Li-ion Due to light weight, high energy storage density, low self-discharge rate, large number of recycles (500 recycles) and a rapid recharge cycle time (50-60 minutes), the lithium-ion (Li-ion) cell is the most promising cell alternative for the present inventions.
  • Li-ion Large area lithium-ion (Li-ion) cells having internally cooled cell geometry with multiple cross oriented conductors will prolong the cells lifetime and combined with logic relay management, according to the present invention, is a safe and reliable method of generating the required high-rate capacity, controlling thermal development in the cell, eliminating harmful chemical reactions.
  • the current invention is specifically designed for coiled thin layered cells with large surface area and low maintenance in mind.
  • the 3.7V lithium-ion cell generates 6mA/cm 2 .
  • the calculated cell area for powering a mid-size modern automobile 1500km is about 800m 2 .
  • Each cell comprising; a 12 ⁇ m Carbon on Copper (CCu) anode film layer, a 15 ⁇ m co-extruded Polyethylene/Polypropylene (PE+PP) micro porous membrane immersed in an inorganic Lithium Hexafluoro- phosphate (LiPF 6 ) solution (electrolyte) and a 12 ⁇ m Lithium Cobalt Oxide (LiCoO 2 ) cathode film layer.
  • LiPF 6 Lithium Hexafluoro- phosphate
  • LiCoO 2 Lithium Cobalt Oxide
  • a 15 ⁇ m non-permeable ionic Polypropylene (PP) film barrier is oriented between the cells anode and cathode film electrodes.
  • the cell is wound about a thin-walled multi-passage alloy tube structure (core) with internal air-cooling bars.
  • core multi-passage alloy tube structure
  • the air flow entering the front grille (supported by a fan when needed) is branched via a manifold to ali core tube structure passages, cooling every multi-laminate cell.
  • anode and cathode current collector film strips oriented across the entire cell webs width, contacting the anode film layer, the cathode film layer and oriented with equal cell distance between each current collector at different coil winding locations, collecting the current.
  • Multiple current collector strips protruding the cells edge/end (anode strips on one side and cathode strips on the other side of the cell), compressed between the core structure and the separate anode and a cathode current collector elements, collecting the anode and the cathode current separately from each side of the cell.
  • An alternative current collector solution eliminates the current collector strips.
  • an electrode film barrier part overlaps the anode film layer edge
  • an electrode film barrier part overlaps the cathode film layer edge, in order to keep the anode and the cathode separated, preventing a harmful chemical reaction.
  • Each cell area 10m 2 , width 400mm, length 25meter, wound into a coil-.
  • the cell structure is wound about an extruded alloy tube structure and encased hermetically between two panel walls with both ends in a sealed engagement.
  • a 2-circuit relay collects the current from each cells anode and cathode.
  • First relay circuit integrates a single cell in a serial arrangement.
  • Second relay circuit switch the single cell out of the serial cell arrangement; when same single cell needs to be recharged, the cell temperature increases to a predetermined level, the voltage drops to a predetermined level or if the automobile enter a high-impact collision.
  • All cells are serial arranged via respective cells relay.
  • the relay could either be a 2-circuit electromagnetic relay, or a 2-circuit solid state relay. Battery cell management control by using series of voltage dividers networks and each of these networks will have a node that is connected to the individual cells positive terminal. Serial or parallel arranged.
  • the cell When the cell reaches a too high predetermined temperature level, it will send a control signal to the controller, which will switch the cell out of the serial cell arrangement. When the cells voltage drops to a predetermined level, it will send a control signal to the controller, which will switch the cell out of the serial or parallel cell arrangement.
  • An acceler ⁇ meter built into a micro chip tells a sensor to send a signal to the controller, which will switch all cells out of the serial cell arrangement, if the automobile turn into a high-impact collision. As most automobiles already have an accelerometer built into a micro chip for the air- bag, this signal could eventually be used as a signal to the controller,
  • the plan is to recharge the battery by connecting a recharge unit to a power outlet in a regular family house (100-200Amp) without upgrading existing power lines. It takes about 50-60 minutes to recharge a separate Lithium-ion (Li-ion) cell. By recharging 10 cells separately at the same time, the estimated time for recharging a battery with 80 cells, is about 7 hours. When recharging 10 cells, power supply needed for 1 a recharging unit should be sufficient as the power consumption in a household during nighttime is low. After recharging one group of 10 cells, the controller disconnects the recharged cell group of 10, and next group of 10 cells will be connected and recharged. Most likely it will be practical to have a recharge unit installed in the automobile owners garage.
  • a recharge unit in the automobile trunk (eventually a removable recharge unit) for plug-in to external power outlets at different locations.
  • a battery according to the present invention is used in a Hybrid automobile, it is also a possibility to recharge the battery by a generative brake generator and/or by a generator powered by the combustion engine.
  • Recharging the multi laminate cell structure 500 times, once every 1500km (preliminary calculated estimates at this stage only) will provide a midsize modern automobile with a driving distance of 750,000 km. All components used in the container, relay and the cell structure, can be recycled.
  • Figure I 1 is a side view of the new battery installed between the rear wheel-cases, in proportional scale 1: 1, of a modern automobiles body profile.
  • Figure 2 is an electrical diagram, comprising a 2-circuit electromagnetic relay with a single cell integrated in a serial cell arrangement.
  • Figure 3 is an electrical diagram, comprising a 2-circ ⁇ it electromagnetic relay with a single cell switched out of a serial cell arrangement and single cell recharging.
  • Figure 4 is an isometric view of the Lithium-ion (Li-ion) cell, comprising a cell (coil), partially encased in a container with the anode film current collectors compressed against the anode current collector element outside the coil.
  • Li-ion Lithium-ion
  • Figure 5 is an isometric view of a Lithium-ion (Li-ion) cell, comprising a cell (coil) with the compressed anode stack protruding one cell edge and the compressed cathode stack protruding the other cell edge (collecting the current).
  • Li-ion Lithium-ion
  • the relay integrate single cell 7 in serial arranged discharge mode.
  • Ref. #2 is single cell serial anode connection.
  • Ref. #8 is single ceil serial cathode connection.
  • coil 12 pulls ferromagnetic iron rod plunger 11 connected to armature 5
  • armature 5 pivot about 30° and single cell 7 is switched out of the serial cell arrangement according to Figure 3.
  • ref. #14 is single cell serial anode bypass connection.
  • single cell 21 is bypassed by the internal armature connection 16 between armature contact 15 and 17.
  • the controller connects a recharge unit to lines 20 and 22 for recharging single bypassed cell 21.
  • a multi-laminate cell structure length 25m, comprising; a 12 ⁇ m Carbon on Copper (CCu) anode film layer, a 15 ⁇ m co- extruded Polyethylene/Polypropylene (PE+PP) micro porous membrane immersed in an inorganic Lithium Hexafluoro-phosphate (LiPF 6 ) solution (electrolyte), a 12 ⁇ m Lithium Cobalt Oxide (LiCoOa) cathode film layer with a 15 ⁇ m non permeable ionic Polypropylene (PP) film barrier oriented between the cell's anode and cathode film electrodes. All cell layers wound about tube core structure 25, forming coil (cell) 33.
  • Cooled air 24 is pumped through multi- passage tube core structure 25, for cooling purposes of coil (entire cell) 33.
  • Multiple anode current collector film strips 31 oriented across the entire cell web and in between the anode film layer and the electrolyte film membrane layer at different coil windings locations 34, collecting the anode current from the cell by multiple anode current collector film strips 31, and distributing the current via multiple compressed anode current collector film strips area 29 to anode film strip compression element 30, and furthermore to the anode current outlet 28.
  • Cathode current collector film strips, cathode current film strip compression element and cathode current outlet are oriented on the opposite side of the flat cell structure.
  • the cells two opposed container panel walls 35 are sealed hermetically along container edge 32, with the containers both ends in a closed engagement (female 3D configuration around the male current collectors) and furthermore sealed off hermetically by O-ring 27 oriented in between tube core structure 25 and container panel walls 26. If material with an active site is used in the core, an insulation film layer is inserted between the core and the cell.
  • this cell design has an alternative current collector, eliminating the current collector strips by a part of the stacked anode film layers 36 protruding one cell (coil) end edge 38, and a part of the cathode film layers 41 protruding the other cell (coil) end edge 39, both electrode stacks compressed separately by polarity, collecting the positive and negative current from the cell.
  • electrode film barrier layer 37 overlaps the anode film layer edge
  • electrode film barrier layer 40 overlaps the cathode film layer edge, in order to keep the anode and the cathode separated, preventing a harmful chemical reaction.

Abstract

A battery consisting of multiple electrochemical cells, serial arranged via multiple 2-circuit relays and controlled by a battery management controller, generating high-rate capacity for powering an electrical motor. The invention has application in a modern automobile for powering a mid-size automobile for a distance of up to 1500km. The new electrochemical cell system can be recharged 500 times (every 1500km), and eliminates air pollution and solves many of the other environmental problems associated with the internal combustion engine.

Description

HIGH-KATE RECHARGEABLE BATTERY
BACKGROUND OF THE INVENTION
The present invention is directed to a rechargeable battery; comprising multiple electrochemical cells, relays and a battery controller, generating high- rate capacity for powering an electrical motor in a modern mid-size automobile 1500km. The battery can be recharged 500 times. The state of the art electrochemistry does not include an efficient method of releasing stored electrical energy in an electrolysis process.
The proton exchange membrane fuel cell (PEMFC) is one of the most promising technologies. For few but very serious reasons, it is unlikely that the PEMFC technology will find its way to the market place. The required operational lifetime for the PEMFC is 5,000 hours. Electrochemical corrosion of the metallic components in the fuel cell occurs at a far earlier stage than 5,000 operating hours. Low corrosion resistance precludes most uncoated metals from use. Ionization is too low when using most coated metals. Corrosion resistant alloy coatings and polymer coatings for bipolar PEMFC plates have not reached a level where any developments can be commercialized. Some scientists claim to have developed a reliable process, but there are still quite many unanswered questions. From what is known thus far, there are still corrosion and electrochemical material property requirements needed in the electrolysis process which have not been fully resolved. However, the most serious problem is the danger of an explosion. 5000psi hydrogen (some companies are designing and plan manufacturing hydrogen tanks for lOOOOpsi), which is highly explosive, difficult to store/distribute, and can be very dangerous. If used, it is only a matter of time before the first PEMFC powered automobile will explode in a high- impact collision, with the result that one or more individuals will die instantaneously. This situation cannot be prevented, no matter how many safety precautions engineered into the PEMFC powered automobile. When the public learns of the first accident, the consumers will decide not to purchase further PEMFC powered automobiles. If a gasoline tank in a traditional automobile starts burning as a result of a high-impact collision, the driver and the passengers have in most cases a short time to get out of the automobile before a fire blast , eventually occurs. Metal Hydrides is a far too complicated chemical process for integration in regular automobiles. Other known storage methods for Hydrogen have insufficient storage capacity. The PEMFC powered automobile will also be far too expensive for the average consumer. The PEMFC cell requires hydrogen which is not readily available. Using a reformer to turn hydrocarbons or alcohol into hydrogen produces heat and other gases, which will pollute the environment. The overall efficiency of the PEMFC, powering an electrical motor in an automobile, is only about 25 to 31 percent, which is very low. The PEMFC receives far too much incorrect public media attention. This information does not clarify the high energy consumption for producing hydrogen, the high cost, public safety, and how such a conversion process will pollute the environment.
Battery powered electrical automobiles (BEA) have a very high efficiency. The battery is about 90 percent efficient and the electrical motor/inverter is ■about 80, percent efficient. This gives an overall efficiency of about 72 percent, which is outstanding in comparison with any other alternative. In a traditional lead-acid battery design with vertical oriented stacked anode and cathode plates, sulfuric acid (H2SO4) concentrates at the top region while water (H2O) build up at the bottom region of the battery case, resulting in different cell performances at different horizontal cell levels. Several different chemical reactions take place during the lead-acid electrolysis discharge process. Corrosion between the lead/lead oxide and the paste is believed by many to be one of the more important chemical reactions. In general, heavy plate gauge favors deep-cycle capacity, narrow plate gauge combined with large plate area surface increases high-rate capacity. As a cell discharges, lead sulfate (PbSO4) builds up on both grids, and water builds up in the acid. During discharge, the cell capacity decreases rapidly. The reason why the state of the art lead-acid battery has not been integrated in the automobile is that this cell type has insufficient capacity for the modem automobile.
The efficiency of the gasoline driven automobile with a combustion engine is very low, only 20 percent. That is, only about 20 percent of the thermal- energy content of the gasoline is converted into mechanical work. However, the combustion engine can be considered practical and economical for lack of a better alternative. From an environmental point view, the combustion engine is devastating to the global environment. From a human health view point, the combustion engine is eventually the most serious man-made health concern in modern times. Automobiles with combustion engines makes life much easier for many individuals and are, perhaps, the reason why the environment and health problems have been overshadowed for so long a time. The air has been heavily polluted in many worldwide metropolitan areas for a very long period of time. As a result of the high level air pollution, many individuals have serious life time health problems. High concentrations of carbon monoxide (CO) in cities where automobiles operate at high density means that the human heart has to work harder for the oxygen displaced from the blood's hemoglobin by carbon monoxide (CO). It is more complex to prove that carbon monoxide (CO) causes the disease asthma. Several different medical diagnosis points at asthma. In the United States alone, 17 million people including 4 million children have been diagnosed with the serious disease asthma. 50% of the total US population currently lives in areas with too high air pollution values. The sheer quantity of carbon dioxide (CO2) emitted in the combustion engine process is increasing the concentration of carbon dioxide (CO2) in the atmosphere and enhancing the greenhouse effect. The fact that global warming could bring the global ecosystem out of balance and accelerating global heat-development could become irreversible, is fearful. Polluted air has also caused several other health and environmental problems.
It is well known among electrochemists that the Cobalt based Lithium-ion cell has the unique potential of powering a modern automobile, but thermal runaway causing a harmful chemical reaction is a very serious problem, which has not been resolved for any state of the art Lithium-ion battery. Lithium-ion cells comprising other materials, faces thermal runaway problems at different temperature levels. Any state of the art Lithium-ion battery with multi anode and cathode layers faces following problems: i) heat develops between the many different anode and cathode layers, and it might be an impossible engineering task reducing thermal development; ii) Lithium has a low mp (1800C) which most likely will result in that Lithium melts and comes in contact with the anode, causing a harmful chemical reaction; iii) each Lithium-ion (Li-ion) cell needs to be recharged separately and' disconnected close before fully recharged, because the manufacturing process does not allow production of two cells with same charge value. A very low number of cells will overheat and need to be switched out of the serial arrangement. Drop in voltage is another method of determine if a cell needs to be switched out of the serial arrangement. Determine which cells needs to be switched out of the serial arrangement, and the time for it, is impossible without a battery cell management controller. At the time point of occurrence, the cell has to be switched out of the serial arrangement before remaining serial arranged cells can continue to operate reliably. Disconnecting any single cell option of the 80 serial connected Lithium-ion (Li-ion) cells, involves at least 3 electromagnetic relays per cell, an enormous relay box with about 275 separate electromagnetic relays, connected by a large network separate heavy wires. Disconnecting series of cells is not an option. Alternatively, some of the 275 electromagnetic relays could be eliminated if the cell is rewired every time one cell breaks down, which is not very practical. Such a power unit will be too spacious, too heavy and it will be a too complex engineering task, which might not be feasible. 80 silicon based multi-circuit transistor arrangement elements (logic) is one option. 2-port electromagnetic logic relays have been selected for economical reasons. The logic relay is a necessity.
Automobiles with an electrical motor powered by lithium-ion (Li-ion) cells are considered to be zero emission vehicles (ZEV). The ZEV will be a major factor in restoring the environment and provide generations to corne with better health.
Due to light weight, high energy storage density, low self-discharge rate, large number of recycles (500 recycles) and a rapid recharge cycle time (50-60 minutes), the lithium-ion (Li-ion) cell is the most promising cell alternative for the present inventions.
Large area lithium-ion (Li-ion) cells having internally cooled cell geometry with multiple cross oriented conductors will prolong the cells lifetime and combined with logic relay management, according to the present invention, is a safe and reliable method of generating the required high-rate capacity, controlling thermal development in the cell, eliminating harmful chemical reactions.
SUMMARY OF THE INVENTION
Accordingly, it is an object of the present invention to obviate the above- noted shortcomings and disadvantages of electrochemical power-units, known in prior art.
It is another object of the present invention to provide a battery, which will be more economical.
It is another object of the present invention to provide a battery, which will preserve the environment in a better way.
It is another object of the present invention to provide a battery, which will be safer for the public.
It is still further object of the present invention to provide a battery, which will reduce human health concerns.
It is another objective of the present invention to provide a battery, which will reduce consumption of natural resources.
The current invention is specifically designed for coiled thin layered cells with large surface area and low maintenance in mind. The 3.7V lithium-ion cell generates 6mA/cm2. The calculated cell area for powering a mid-size modern automobile 1500km is about 800m2. Each cell comprising; a 12μm Carbon on Copper (CCu) anode film layer, a 15μm co-extruded Polyethylene/Polypropylene (PE+PP) micro porous membrane immersed in an inorganic Lithium Hexafluoro- phosphate (LiPF6) solution (electrolyte) and a 12μm Lithium Cobalt Oxide (LiCoO2) cathode film layer. A 15μm non-permeable ionic Polypropylene (PP) film barrier is oriented between the cells anode and cathode film electrodes. The cell is wound about a thin-walled multi-passage alloy tube structure (core) with internal air-cooling bars. As the automobile moves forward, the air flow entering the front grille (supported by a fan when needed) is branched via a manifold to ali core tube structure passages, cooling every multi-laminate cell.
Multiple anode and cathode current collector film strips oriented across the entire cell webs width, contacting the anode film layer, the cathode film layer and oriented with equal cell distance between each current collector at different coil winding locations, collecting the current. Multiple current collector strips protruding the cells edge/end (anode strips on one side and cathode strips on the other side of the cell), compressed between the core structure and the separate anode and a cathode current collector elements, collecting the anode and the cathode current separately from each side of the cell. An alternative current collector solution eliminates the current collector strips. A part of the stacked anode film layers protruding one coil end and a part of the stacked cathode film layers protruding the other coil end, both electrode stacks compressed separately by polarity, collecting the positive and negative current from the cell. At one cell side (each cell layer) an electrode film barrier part overlaps the anode film layer edge, and at the other cell'side (each cell layer) an electrode film barrier part overlaps the cathode film layer edge, in order to keep the anode and the cathode separated, preventing a harmful chemical reaction. Using a multi-axis CiMC water-jet for cutting the multiple cell layers edge, including the protruding anode and cathode current collectors precisely, will prevent damage to the cell layers. By using internal air pressure during cell core installment, the cell slides easily onto the tube core structure.
About 80 serial arranged cells will be needed for accumulating the required voltage. 80 singles cells arranged in series, generating 300V DC. Each cell area: 10m2, width 400mm, length 25meter, wound into a coil-. The cell structure is wound about an extruded alloy tube structure and encased hermetically between two panel walls with both ends in a sealed engagement.
A 2-circuit relay collects the current from each cells anode and cathode. First relay circuit, integrates a single cell in a serial arrangement. Second relay circuit switch the single cell out of the serial cell arrangement; when same single cell needs to be recharged, the cell temperature increases to a predetermined level, the voltage drops to a predetermined level or if the automobile enter a high-impact collision. All cells are serial arranged via respective cells relay. The relay could either be a 2-circuit electromagnetic relay, or a 2-circuit solid state relay. Battery cell management control by using series of voltage dividers networks and each of these networks will have a node that is connected to the individual cells positive terminal. Serial or parallel arranged. When the cell reaches a too high predetermined temperature level, it will send a control signal to the controller, which will switch the cell out of the serial cell arrangement. When the cells voltage drops to a predetermined level, it will send a control signal to the controller, which will switch the cell out of the serial or parallel cell arrangement. An accelerόmeter built into a micro chip tells a sensor to send a signal to the controller, which will switch all cells out of the serial cell arrangement, if the automobile turn into a high-impact collision. As most automobiles already have an accelerometer built into a micro chip for the air- bag, this signal could eventually be used as a signal to the controller,
The plan is to recharge the battery by connecting a recharge unit to a power outlet in a regular family house (100-200Amp) without upgrading existing power lines. It takes about 50-60 minutes to recharge a separate Lithium-ion (Li-ion) cell. By recharging 10 cells separately at the same time, the estimated time for recharging a battery with 80 cells, is about 7 hours. When recharging 10 cells, power supply needed for1 a recharging unit should be sufficient as the power consumption in a household during nighttime is low. After recharging one group of 10 cells, the controller disconnects the recharged cell group of 10, and next group of 10 cells will be connected and recharged. Most likely it will be practical to have a recharge unit installed in the automobile owners garage. In some situations, it could be an alternative installing a recharge unit in the automobile trunk (eventually a removable recharge unit) for plug-in to external power outlets at different locations. If a battery according to the present invention is used in a Hybrid automobile, it is also a possibility to recharge the battery by a generative brake generator and/or by a generator powered by the combustion engine.
Recharging the multi laminate cell structure 500 times, once every 1500km (preliminary calculated estimates at this stage only) will provide a midsize modern automobile with a driving distance of 750,000 km. All components used in the container, relay and the cell structure, can be recycled.
BRIEF DESCRIPTION OF THE DRAWING
Figure I 1 is a side view of the new battery installed between the rear wheel-cases, in proportional scale 1: 1, of a modern automobiles body profile.
Figure 2 is an electrical diagram, comprising a 2-circuit electromagnetic relay with a single cell integrated in a serial cell arrangement.
Figure 3 is an electrical diagram, comprising a 2-circύit electromagnetic relay with a single cell switched out of a serial cell arrangement and single cell recharging.
Figure 4 is an isometric view of the Lithium-ion (Li-ion) cell, comprising a cell (coil), partially encased in a container with the anode film current collectors compressed against the anode current collector element outside the coil.
Figure 5 is an isometric view of a Lithium-ion (Li-ion) cell, comprising a cell (coil) with the compressed anode stack protruding one cell edge and the compressed cathode stack protruding the other cell edge (collecting the current).
DESCRIPTION OF THE PREFERRED EMBODIMENT
According to figure 2, the relay integrate single cell 7 in serial arranged discharge mode. Ref. #2 is single cell serial anode connection. By bridging serial anode contact 3 and cell anode contact 4 by contact 13 of armature 5, the circuit/current has access to one electrode side of single cell 7. Ref. #8 is single ceil serial cathode connection. By bridging serial cathode contact 9 and cell cathode contact 10 single by contact 6 of armature 5, the circuit/current nasi access to the other electrode side of single cell 7. When coil 12 pulls ferromagnetic iron rod plunger 11 connected to armature 5, armature 5 pivot about 30° and single cell 7 is switched out of the serial cell arrangement according to Figure 3.
According to figure 3, ref. #14 is single cell serial anode bypass connection. By engaging single cell serial anode bypass contact 18 with armature contact 15 and engaging serial cathode bypass contact 19 with armature contact 17, single cell 21 is bypassed by the internal armature connection 16 between armature contact 15 and 17. The controller connects a recharge unit to lines 20 and 22 for recharging single bypassed cell 21. ; According to figure 4, a multi-laminate cell structure, length 25m, comprising; a 12μm Carbon on Copper (CCu) anode film layer, a 15μm co- extruded Polyethylene/Polypropylene (PE+PP) micro porous membrane immersed in an inorganic Lithium Hexafluoro-phosphate (LiPF6) solution (electrolyte), a 12μm Lithium Cobalt Oxide (LiCoOa) cathode film layer with a 15μm non permeable ionic Polypropylene (PP) film barrier oriented between the cell's anode and cathode film electrodes. All cell layers wound about tube core structure 25, forming coil (cell) 33. Cooled air 24 is pumped through multi- passage tube core structure 25, for cooling purposes of coil (entire cell) 33. Multiple anode current collector film strips 31 oriented across the entire cell web and in between the anode film layer and the electrolyte film membrane layer at different coil windings locations 34, collecting the anode current from the cell by multiple anode current collector film strips 31, and distributing the current via multiple compressed anode current collector film strips area 29 to anode film strip compression element 30, and furthermore to the anode current outlet 28. Cathode current collector film strips, cathode current film strip compression element and cathode current outlet are oriented on the opposite side of the flat cell structure. The cells two opposed container panel walls 35 are sealed hermetically along container edge 32, with the containers both ends in a closed engagement (female 3D configuration around the male current collectors) and furthermore sealed off hermetically by O-ring 27 oriented in between tube core structure 25 and container panel walls 26. If material with an active site is used in the core, an insulation film layer is inserted between the core and the cell. According to figure 5, this cell design has an alternative current collector, eliminating the current collector strips by a part of the stacked anode film layers 36 protruding one cell (coil) end edge 38, and a part of the cathode film layers 41 protruding the other cell (coil) end edge 39, both electrode stacks compressed separately by polarity, collecting the positive and negative current from the cell. For cell (coil) edge 38, electrode film barrier layer 37 overlaps the anode film layer edge, and for cell (coil) edge 39, electrode film barrier layer 40 overlaps the cathode film layer edge, in order to keep the anode and the cathode separated, preventing a harmful chemical reaction.
The present invention should not be considered limited to the particular examples described above, but rather should be understood to cover all aspects equivalent methods and processes, as well as numerous cell materials and structures to which the . present invention may be applicable, will be readily apparent to those of skill in the art to which the present invention is directed upon review of the instant specification.

Claims

Claims:
1. A rechargeable battery cell, comprising an anode film layer, a film membrane layer immersed in an electrolyte, a cathode film layer and at least one barrier film layer between said anode and cathode film layer, the cell wound into a coil having multiple integrated anode current collector film layers oriented between said anode film layer and said electrolyte film membrane layer at different coil winding locations, and multiple integrated cathode current collector film layers oriented between said cathode film layer and said electrolyte film membrane layer at different coil winding locations, said multiple anode film current collectors, each contacting at least 10% area of 1 coil winding of the cells anode film, said multiple cathode film current collectors, each contacting at least 10% area of 1 coil winding of the cells cathode film, said multiple anode current collector film layers and said multiple cathode current collector film layers separated by polarity, stacked and compressed outside the coil.
2. A rechargeable battery cell, comprising an anode film layer, a film membrane layer immersed in an electrolyte, a cathode film layer and at least one barrier film layer between said anode and cathode film layers, the cell wound into a coil having multiple integrated anode current collector film layers contacting the anode film layers at different coil winding locations, and multiple integrated cathode current collector film layers contacting the cathode film layers at different coil winding locations, said multiple anode current collector film layers and said multiple cathode current collector film layers separated by polarity, stacked and compressed outside the coil.
3. A rechargeable battery ceil, comprising an anode film layer, a film membrane layer immersed in an electrolyte, a cathode film layer and at least one barrier film layer between said anode and cathode film layer, the cell wound into a coil with a stacked part of the anode film layers protruding one cell side, and with a stacked part of the cathode film layers protruding the other cell side, said protruding electrodes separated by polarity, stacked and compressed, collecting the current from the cell.
4. A rechargeable battery cell according to claims 1 - 3, wherein the cell (coil) has a flat tube core structure with multiple internal air-cooling bars oriented between both extended panel walls of said flat core structure.
5. A rechargeable battery cell according to claims 1 - 4, wherein the cell core structure consist of at least two conductive cross sections with at least one insulation element oriented between each said two conductive cross sections, one core structure section connected to the anode current collectors and the other core structure section connected to the cathode current collectors.
6. A rechargeable battery cell according to claims 1 - 6, wherein at least one compressed stack anode film current collectors, generally oriented on one cell side, and at least one compressed stack cathode film current collectors, generally oriented on the opposite cell side.
7. A rechargeable battery cell according to claims 1 - 7, wherein at least one anode film current collector stack, generally parallel oriented to the first opposed extended panel wall of the generally rectangular cell cores cross section profile, and at least one cathode film current collector stack, generally parallel oriented to the second opposed extended panel wall of the generally rectangular cell cores cross section profile.
8. A rechargeable cell according to claims 1 - 7, wherein at least one multiple anode film current collector stack, generally having a matching cross section profile with the cell cross section profile of the anode in the film current collector area, and at least one multiple cathode film current collector stack, generally having a matching cross section profile with the cell cross section profile of the cathode in the film current collector area.
9. A rechargeable battery cell according to claims 1, 2, 4, 5, .6, 7, 8, wherein the cell length is generally equal between each current collector.
10. A rechargeable cell according to claims 1 - 9, wherein at least one anode and at least cathode current collector stack, may be .orientated in any position, including on any side, inside or outside the cell container.
11. A rechargeable battery cell to claims 1 - 10, wherein at least one insulation layer is oriented between the cell core and each compressed cell stack.
12. A rechargeable battery cell according to claims 1 - 11, wherein at least one cell container panel wall is wrapped around the cell core in a closed engagement.
13. A rechargeable battery cell according to claims 1 - 12, wherein a cell container end area having a hermetic seal oriented between the container panel wall and the cell core structure.
14. A rechargeable battery cell according to claims 1 - 13, wherein at least one cell container panel end wall area is contour formed.
15. A rechargeable battery cell according to claims 1 - 14, wherein the cell is encased in a hermetic sealed container.
16. A rechargeable battery cell according to claims 1 - 15, wherein the cell is air cooled; by velocity as the automobile forward, or by a fan.
17. A rechargeable battery cell according to claims 1 - 16, wherein the cells tube core structure has a generally rectangular cross section profile.
18. A rechargeable battery cell according to claim 3, wherein parts of the electrode film barrier layer overlaps both coil edge sides.
19. A rechargeable battery cell according to claims 3 & 18, wherein at one cell side the film barrier overlaps the anode film layer edge and at the other cell side the film barrier overlaps the cathode film layer edge.
20. A rechargeable battery cell according to claims 3, 18 & 19, wherein the battery cell having at least one anode stack, and at least one cathode stack.
21. A rechargeable battery cell according to claims 1 - 20, wherein the stacked current collectors are welded together.
22. A rechargeable battery cell according to claims 1 - 21, wherein an air tunnel manifold has an air tunnel branch to each cell core tube structure passage, cooling each multi-laminate cell as the automobile moves forward.
23. A rechargeable battery cell according to claims 1 - 22, wherein a plurality of serial and/or parallel arranged cells power an electrical motor in an automobile, including a Hybrid alternative automobile type.
24. A 2-circuit electromagnetic relay, wherein said electromagnetic relay; make single cell integration in a serial cell arrangement, break single cell bypass in a serial cell arrangement.
25. A 2-circuit electromagnetic relay, wherein said electromagnetic relay; make single cell bypass in a cell arrangement, brake single cell integration in a serial cell arrangement.
26. An electromagnetic relay, wherein an armature arrange a first circuit between a set of first circuit contacts, in a second position said armature arrange a second circuit between a second set circuit contacts, at least one first circuit contact connected with at least one second circuit contact outside the armature.
27. An electromagnetic relay, wherein an armature arrange a first circuit between a set of first set circuit contacts, said armature pivot and arranging a second circuit between a second set circuit contacts, said armature contacts for each circuit oriented on opposite armature side of the armature pivoting point, at least one first circuit contact connected with at least one second circuit contact outside the armature.
28. An electromagnetic relay, wherein an armature arrange a first circuit between a set of first circuit contacts, said armature move linearly and turn around its own axis arranging a second circuit between a second set circuit contacts, said armature turn back and forth, at least one first , circuit contact connected with at least one second circuit contact outside the armature.
29 An electromagnetic relay according to claims 23 - 28, in combination with a plurality of rechargeable battery cells according to any one of claims 1 - 23, wherein said relays are each arranged between at least two cells in series.
30. An arrangement of circuit elements (logic), wherein at least one relay, contactor or any switch type combinations execute said arrangement of circuit elements (logic). according to claims 23 - 28.
31. An arrangement of circuit elements (logic) according; to claim 29, wherein at least one relay, contactor or any switch is controlled by a computer.
32. A battery management method, wheresn a cell reaches a too high predetermined temperature level, it will send a control signal to the controller, which will switch said cell out of the serial or parallel cell arrangement.
33. A battery management method, wherein a cell reaches a too high predetermined temperature level within a predetermined time, it will send a control signal to the controller, which will switch said cell out of the serial or parallel cell arrangement.
34. A battery management method, wherein a cell reaches a too high predetermined temperature level compared with a predetermined average temperature of the other cells, it will. send a signal to the controller, which will switch said cell out of the serial or parallel cell arrangement.
35. A battery management method, wherein a cells voltage drops to a predetermined level, it will send a control signal to the controller, which will switch said cell out of the serial or parallel cell arrangement.
36. A battery management method, wherein a cells voltage drops to a predetermined level within a predetermined time, it will send a control signal to the controller, which will switch said cell out of the serial or parallel cell arrangement.
37. A battery management method, wherein a cell voltage increases to a predetermined level, it will send a control signal to the controller, which will switch said cell out of the serial or parallel cell arrangement.
38. A battery management method, wherein a cells voltage increases to a predetermined level within a predetermined time, it will send a control signal to the controller, which will switch said cell out of the serial or parallel cell arrangement.
39. A battery management method, wherein an accelerometer built into a micro chip tells the sensor to send a signal to the controller, which will switch at least one cell out of the serial or parallel cell arrangement, if the automobile turn into a high-impact collision.
40. A battery management method, wherein an accelerometer built into a micro chip tells the sensor to send a signal to the controller, which will switch all cells out of the serial or parallel cell arrangement, if the automobile turn into a high-impact collision.
EP06837758A 2005-11-16 2006-11-16 High-rate rechargeable battery Withdrawn EP2095456A4 (en)

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US73846405P 2005-11-19 2005-11-19
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US84559706P 2006-09-19 2006-09-19
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