A Study on the Explosion and Fire Risk of the Lithium Battery by Sang-BoSim Department of Fire and Disaster Prevention Engineering, The graduate School Hoseo University-Asan,Korea -리튬 배터리의 폭발 및 화재 위험성에 관한 연구-

A Study on the Explosion and Fire Risk of the Lithium Battery Sang-BoSim Department of Fire and Disaster Prevention Engineering, The graduate School Hoseo University-Asan,Korea 

 ABSTRACT

 Due to recent development of IT technology, information level of Korea is said to be the world-best. Thus mobile devices such as cell phones, notebook, and tablet PC that could be used without limitations are trending. Along the trend, high energy high density secondary batteries used as the power source for portable devices are also in the spotlight, and among them Lithium battery demand is rising. Generally a Lithium battery should be certified with KS C 8541 (Lithium secondary battery rule) in order to be on the market. However, battery accidents are growing in number and people are raising questions about the safety of the batteries.

Certified Lithium battery’s safety is guaranteed within normal state, but at abnormal states such as damage to protective circuit, the danger rises due to elimination of minimum protection. Recent studies regarding Lithium batteries only measured ignition status for flammable gas, but did not provide detailed analysis. Also, risk analysis according to battery capacity and comparative analysis between the two representative batteries, Lithium Polymer battery and Lithium Ion battery are rarely carried out. Also, research about general danger of Lithium batteries such as ignition at high temperature environment is incomplete.

This study selected five types of Li-Polymer batteries and three types of Li-Ion batteries of different capacity in order to analyze ignition and fire danger according to usage environment. The results are as following.

1. We designed an ignition circuit using IEC type spark ignition test apparatus based on KS C IEC 60079-11 standard in order to measure the explosion hazard of Lithium battery spark discharge. Through measuring the ignition limit of methane, propane, ethylene, and helium, the result showed that gas with higher danger showed more explosion to less number of battery connection. Also, batteries with not Protection Circuit Module (PCM) exploded more often during connection with battery compared with batteries that had protection circuits.

2. An experiment was conduction using a pyrostat based on UL 1642 and KS C 8541 standard in order to measure Lithium battery’s explosion danger at high temperature environment. As the result, Li-Polymer batter with pack type external material had higher risk of explosion compared to cap type Li-Ion battery. Li-Polymer battery had 160~170℃ explosion between 1970~2700 seconds, and the explosion occurred for the electrolytes seeped out from the cracked battery pack after swelling due to evaporation. On the other hand, Li-Ion battery had 176~197℃ explosion between 3000~3800 seconds caused by vaporized electrolyte increasing the pressure within the battery and protruding to the vulnerable positive (+) end.

3. Short circuit was designed in order to measure the temperature increase according to the short circuit current. For batteries with protection circuit, there was no temperature change caused by short circuit current due to current limitation. However, for batteries with no protection circuit, 30.7~35.6A of maximum short circuit current was produced. For Li-Polymer battery, the current fell until 3.9~12.7A after the maximum short circuit current, but increased again to 5.5~17.8A, showing two-step curve pattern. The maximum temperature was 125℃. For Li-Ion battery, the maximum short circuit current fell steeply to 1.3A and decreased steadily, showing a single step curve pattern. It is because the PTC thermistor embed inside limited the flowing current. The maximum temperature was 95℃.

Thus in order to minimize the danger of Lithium battery explosion, the Lithium battery connection number and discharge characteristics should be considered when used at environment with flammable gas. And swelling and explosive characteristics should be considered when using Li-Polymer and Li-Ion batteries at high temperature environment. Also, to prevent hazards caused by mistakes and abnormal statues, a dual safety device of protection circuits are recommended. 

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Investigation of a Multilevel Inverter for Electric Vehicle Applications BY Oskar Josefsson-THESIS FOR THE DEGREE OF DOCTOR OF PHILOSOPHY-Division of Electric Power Engineering Department of Energy and Environment CHALMERS UNIVERSITY OF TECHNOLOGY Göteborg, Sweden 2015

 Abstract

 Electrified vehicles on the market today all use the classical two-level inverter as the propulsion inverter. This thesis analyse the potential of using a cascaded H-bridge multilevel inverter as the propulsion inverter. With a multilevel inverter, the battery is divided into several parts and the inverter can now create voltages in smaller voltage levels than the two-level inverter. This, among other benefits, reduces the EMI spectrum in the phase cables to the electric machine. It is also shown that these H-bridges can be placed into the battery casing with a marginal size increase, and some addition of the cooling circuit performance. The benefit is that the separate inverter can be omitted. In this thesis, measurements and parameterisations of the battery cells are performed at the current and frequency levels that are present in a multilevel inverter drive system. The derived model shows a great match to the measurements for different operating points and frequencies. Further, full drive cycle simulations are performed for the two analysed systems. It is shown that the inverter loss is greatly reduced with the multilevel inverter topology, mainly due to the possibility to use MOSFETs instead of IGBTs. However, the battery packs in a multilevel inverter experience a current far from DC when creating the AC-voltages to the electric machine. This leads to an increase of the battery loss but looking at the total inverterbattery losses, the system shows an efficiency improvement over the classical two-level system for all but one drive cycle. In the NEDC drive cycle the losses are reduced by 30 % but in the demanding US06 drive cycle the losses are increased by 11 % due to the high reactive power demand at high speed driving. These figures are valid for a plug-in hybrid with a 50 km electrical range where no filter capacitors are used. In a pure electric vehicle, there is always an energy benefit of using a multilevel converter since a larger battery will have lower losses. By placing capacitors over the inputs of the H-bridges, the battery current is filtered. Two different capacitor chemistries are analysed and experimentally verified and an improvement is shown, even for a small amount of capacitors and especially at cold operating conditions.

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Simulating a buck converter closed loop control with PSPICE- Eng. Armando Cavero Miranda-BRAZIL

 

Analysis and design of a Forward Converter by EV2. C. Arboy et B. Cousin-PROJET DE FIN D’ETUDES GENIE ENERGETIQUE-Universidade Federal de Santa Catarina. Instituto de Eletrônica de Potência

 Analysis and design of a Forward Converter.

 Students : EV2. C. Arboy et B. Cousin, EN 2006 

Type of report : Rapport de Projet de Fin d’Etude (PFE) 

University : Federal University of Santa Catarina (UFSC) Power Electronic Engineering Department (INEP) 

Project chief : Ivo Barbi, Professor in Power Electronics Institute at the UFSC

ABSTRACT 

Our project consists in the study, the design and the realization of a Forward converter. The design of a forward converter demands great precision when calculating the different parameters and restrictions that will have to be applied when conceiving the model. The first step was the understanding of the forward converter in order to know the main parameters needed and the different mathematical equations for the choice of the different components of the forward. The use of the software PSIM completes this work for the comprehension,the collection of different values and for the checking of the circuit calculations. Once this had been done it was possible to proceed to the construction and to the test the forward converter in the laboratory. These different tests allowed us to validate the performed design and simulations. Then we have controlled the output voltage of the forward converter with a feedback control circuit in order to assure the optimal function of the forward and automatic control of the different parameters.

RESUME Ce projet a pour but l’étude et la réalisation complète d’un convertisseur Forward s’inscrivant dans un cahier des charges bien précis afin d’être tester. Un travail préliminaire portant sur l’étude qualitatives du convertisseur permet de dégager les nombreux paramètres qu’il sera nécessaire de surveiller ainsi que d’obtenir les différentes équations mathématiques utiles pour dimensionner les éléments constitutif du convertisseur. La simulation par outil informatique vient compléter cette démarche amont et nous aide ainsi à accéder à des résultats qu’il convient de confronter une fois le prototype réaliser. Ensuite le convertisseur une fois dimensionner, en ayant respecté au maximum le cahier des charges est construit puis testé. Ces différents tests nous permettent de valider notre convertisseur et les simulations effectuées. Enfin l’intégration dans une chaine de contrôle permet d’asservir le convertisseur tout en assurant un fonctionnement optimal de ce dernier et le contrôle des différents paramètres.

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CONVERSOR PUSH-PULL ALIMENTADO EM CORRENTE-CURRENT-FED PUSH PULL CONVERTER

                                                    FIGURA 1

CONVERSOR PUSH-PULL ALIMENTADO EM CORRENTE-CURRENT-FED PUSH PULL CONVERTER

A Figura 1 mostra o conversor push pull alimentado em corrente, onde o comando das chaves ´e realizado com frequencia de chaveamento constante e razâo ciclica variavel. O conversor opera em modo de condução contınua, onde a tensâo de entrada CC em conjunto com o indutor de entrada formam uma fonte de corrente.