Identification and Quantification of Decomposition Mechanisms in Lithium-Ion Batteries; Input to Heat Flow Simulation for Modeling Thermal Runaway.

The risks and possible accidents related to the normal use of lithium-ion batteries remain a serious concern. In order to get a better understanding of thermal runaway (TR), the exothermic decomposition reactions in anode and cathode were studied, using a Simultaneous Thermal Analysis (STA)/Gas Chromatography-Mass Spectrometry (GC-MS)/Fourier Transform Infrared (FTIR) spectrometer system. These techniques allowed the identification of the reaction mechanisms in each electrode, owing to the analysis of evolved gaseous species, the amount of heat released and mass loss. These results provided insight into the thermal events happening within a broader temperature range than covered in previously published models. This allowed the formulation of an improved thermal model to depict TR. The heat of reaction, activation energy, and frequency factor (thermal triplets) for each major exothermic process at material level were investigated in a Lithium Nickel-Manganese-Cobalt-Oxide (NMC (111))-Graphite battery cell. The results were analyzed, and their kinetics were derived. These data can be used to successfully simulate the experimental heat flow.

Fuzzy Surrogate Safety Metrics for real-time assessment of rear-end collision risk. A study based on empirical observations.

The present paper discusses two fuzzy Surrogate Safety Metrics (SSMs) for rear-end collision, the Proactive Fuzzy SSM (PFS) and Critical Fuzzy SSM (CFS). The objective is to investigate their applicability for evaluating the real-time rear-end risk of collision of vehicles to support the operations of advanced driver assistance and automated vehicle functionalities (from driving assistance systems to fully automated vehicles). The proposed Fuzzy SSMs are evaluated and compared to other traditional metrics on the basis of empirical observations. To achieve this goal, an experimental campaign was organized in the AstaZero proving ground in Sweden. The campaign consisted of two main parts: a car-following experiment with five vehicles solely driven by Adaptive Cruise Control (ACC) systems and a safety critical experiment, testing the response of the Autonomous Emergency Braking (AEB) system to avoid collisions on a static target. The proposed PFS is compared with the safe distance defined by the well-known Responsibility Sensitive Safety (RSS) model, showing that it can produce meaningful results in assessing safety conditions also without the use of crisp safety thresholds (like in the case of RSS). The CFS outperformed the well-known Time-To-Collision (TTC) SSM in the a-priori identification of the cases, where the tested vehicles were not able to avoid the collision with the static target. Moreover, results show that CFS at the time of the first deceleration is correlated with the velocity of the vehicle at the time of collisions with the target.

The Effect of Charging and Discharging Lithium Iron Phosphate-graphite Cells at Different Temperatures on Degradation.

The effect of charging and discharging lithium iron phosphate-graphite cells at different temperatures on their degradation is evaluated systematically. The degradation of the cells is assessed by using 10 charging and discharging temperature permutations ranging from -20 °C to 30 °C. This allows an analysis of the effect of charge and discharge temperatures on aging, and their associations. A total of 100 charge/discharge cycles were carried out. Every 25 cycles a reference cycle was performed to assess the reversible and irreversible capacity degradation. A multi-factor analysis of variance was used, and the experimental results were fitted showing: i) a quadratic relationship between the rate of degradation and the temperature of charge, ii) a linear relationship with the temperature of discharge, and iii) a correlation between the temperature of charge and discharge. It was found that the temperature combination for charging at +30 °C and discharging at -5 °C led to the highest rate of degradation. On the other hand, the cycling in a temperature range from -20 °C to 15 °C (with various combinations of temperatures of charge and discharge), led to a much lower degradation. Additionally, when the temperature of charge is 15 °C, it was found that the degradation rate is nondependent on the temperature of discharge.