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Higher Power Density Lead Acid Batteries

更高功率密度铅酸电池

基本信息

批准号：
EP/P002935/1
负责人：
James Green
金额：
$ 12.84万
依托单位：
University of Sheffield
依托单位国家：
英国
项目类别：
Research Grant
财政年份：
2017
资助国家：
英国
起止时间：
2017 至无数据
项目状态：
已结题

来源：
https://gtr.ukri.org/projects?ref=EP%2FP002935%2F1
关键词：
Higher Power Density Lead Acid

项目摘要

This research is about batteries used in hybrid cars. Most batteries consist of three main parts: a positive electrode, a negative electrode and an electrolyte. The electrodes are connected to the terminals of a battery and allow electricity to flow in and out; charging and discharging the battery. The electrodes are covered in "active material", which reacts with the electrolyte to release or store electrical energy in the form of chemical bonds. In older car batteries, it used to be possible to top up the electrolyte by adding de-ionised water; however, modern batteries are generally not made this way for automotive applications any more.Lead acid batteries have been used in vehicle ignition systems for more than 70 years. They are safe, reliable at low and high temperatures, easy to recycle and can have a long working life. In the last decade, several car manufacturers have started selling hybrid electric vehicles, such as the Nissan Leaf, Toyota Prius and Honda Insight. These vehicles, and others like them, store some energy in a battery. There are several approaches to how the energy is stored, but a common one is to store energy when the driver slows down and release it when the driver accelerates. This evens out the demand on the internal combustion engine and saves fuel. Lead batteries have not been used in a production electric car yet, but have been used in several test vehicles.Some lead acid batteries have been used in prototype hybrid vehicles and then dismantled to observe how they aged. This has shown that battery electrodes do not age evenly. A number of researchers have proposed various designs of battery electrode to make the electrode age more evenly and therefore use the battery as efficiently as possible. These designs have mostly been limited to situations in which the electrodes are flat or are coiled into a spiral shape. Even in a spiral shape, the distance between the electrodes is more or less constant (they are parallel). There is little appetite among battery manufacturers to move away from parallel plates because it is believed that the cost of production will increase or that production will be more difficult and expensive.However, CO2 targets are now at such stringent levels that every effort must be made to maximise the use of renewable energy sources or secondary energy sources (like rechargeable batteries). Transport (excluding international air travel) is responsible for about a quarter of CO2 emissions. Therefore, considerable overall CO2 reduction is possible by focusing on automotive applications. Of course, any improvements in this area are applicable to other areas, such as domestic electricity storage from wind turbines and solar panels. If it can be shown to be advantageous to vary the geometry in a test battery and a single manufacture takes up the design other manufacturers will follow or risk being at a commercial disadvantage.This research will change the shape of lead acid battery electrodes to make the battery age more evenly under most circumstances. This will ensure that the battery is as light and small as possible. This research will also investigate the feasibility of manufacturing more complex electrodes to ensure that the output of the work has practical value. The idea of geometry adjustment of battery electrodes is not limited to Lead batteries. With suitable consideration it is likely to be amenable to most battery types including Lithium.

这项研究是关于混合动力汽车中使用的电池。大多数电池由三个主要部分组成：正极、负极和电解质。电极连接到电池的端子，并允许电流流入和流出;对电池进行充电和放电。电极被“活性材料”覆盖，活性材料与电解质反应，以化学键的形式释放或储存电能。在老式汽车电池中，过去可以通过添加去离子水来填充电解质;然而，现代电池通常不再以这种方式用于汽车应用。铅酸电池已用于车辆点火系统超过70年。它们在低温和高温下都是安全可靠的，易于回收，并且可以有很长的工作寿命。在过去的十年里，一些汽车制造商已经开始销售混合动力汽车，如日产聆风，丰田普锐斯和本田洞察。这些车辆和其他类似的车辆在电池中存储一些能量。有几种方法来存储能量，但常见的方法是在驾驶员减速时存储能量，并在驾驶员加速时释放能量。这平衡了对内燃机的需求并节省了燃料。铅电池还没有用于生产电动汽车，但已用于几个测试车辆。一些铅酸电池已用于原型混合动力车，然后拆除，以观察它们如何老化。这表明电池电极的老化并不均匀。许多研究人员提出了各种电池电极设计，以使电极老化更均匀，从而尽可能有效地使用电池。这些设计大多局限于电极是平的或盘绕成螺旋形状的情况。即使在螺旋形状中，电极之间的距离或多或少是恒定的（它们是平行的）。电池制造商对放弃平行板电池的兴趣不大，因为他们认为平行板电池的生产成本会增加，或者生产会更加困难和昂贵。然而，目前的二氧化碳排放目标非常严格，必须尽一切努力最大限度地利用可再生能源或二次能源（如可充电电池）。交通运输（不包括国际航空旅行）约占二氧化碳排放量的四分之一。因此，通过专注于汽车应用，可以大幅降低整体二氧化碳排放量。当然，这一领域的任何改进都适用于其他领域，例如风力涡轮机和太阳能电池板的家庭电力储存。如果改变测试电池的几何形状是有利的，并且一家制造商采用了这种设计，其他制造商将效仿，否则将面临商业上的劣势。这项研究将改变铅酸电池电极的形状，使电池在大多数情况下寿命更均匀。这将确保电池尽可能轻和小。本研究还将调查制造更复杂电极的可行性，以确保工作的输出具有实用价值。电池电极的几何形状调整的想法不限于铅电池。在适当的考虑下，它可能适用于大多数电池类型，包括锂电池。