Lithium Ion Battery Accelerated Life Testing Report

Lithium Ion Battery Accelerated Life Testing Report

November 3, 2011

This document was prepared by Advanced Energy.

Primary Investigator / Author

Shawn Fitzpatrick, P.E.

Staci Haggis

Contributors

Matt Murray

Cal Foshee

Organizations

Progress Energy

Duke Energy

NCEMC

North Carolina Advanced Energy Corporation is a registered engineering firm with the North Carolina Board of Examiners for Engineers and Surveyors. This report was prepared under the responsible charge of the Professional Engineer whose seal appears below.

Advanced Energy

909 Capability Drive

Suite 2100

Raleigh, NC 27606

License Number: F-1192

Advanced Energy 909 Capability Drive, Suite 2100 Raleigh, NC 27606-3870 919 857-9000 | https://www.sodocs.net/doc/931442457.html,

Table of Contents

Executive Summary (3)

Acronyms and Abbreviations (4)

Introduction (5)

Battery Pretesting (6)

Accelerating Factors (7)

ALT Test Procedures (7)

End of Test Criteria (9)

Post Test Care (9)

Additional Battery Characteristic Tests (9)

Potential Issues with ALT (10)

Conclusions (11)

Executive Summary

Many organizations, such as electric utilities and national laboratories, are looking for a

method of obtaining used lithium-ion batteries for testing with secondary life applications.

One method is to accelerate the aging process of the batteries through accelerated life

testing. This process aims to age new lithium-ion batteries to a used state in order to make

secondary life application experiments as reliable as possible. Based on research

conducted for this report, Advanced Energy has found the industry standard for accelerated

life testing seems to be trending toward performing a series of dynamic stress tests on the

batteries at elevated temperatures. This test method will degrade the batteries in a similar

fashion to normal battery use, but at a faster-than-normal rate. Periodic reference

performance tests should also be performed on the test batteries in order to keep an

accurate account of the state of health of the batteries. Once the batteries have been

degraded to 70 to 80 percent of their original power or capacity, end of test conditions have

been reached and the batteries are at the appropriate state of health for secondary life

application testing.

Acronyms and Abbreviations

?ALT: Accelerated Life Testing

?BOL: Beginning of Life

?DST: Dynamic Stress Test

?EOT: End of Test

?FreedomCAR: Freedom Cooperative Automotive Research

?INL: Idaho National Laboratory

?Li-ion: Lithium-Ion

?NREL: National Renewable Energy Laboratory

?RPT: Reference Performance Testing

?SOC: State of Charge

?USABC: United States Advanced Battery Consortium

Introduction

With the coming widespread arrival of plug-in electric vehicles, many organizations, such as

electric utilities and national laboratories, are considering how electric vehicle batteries may

be used in secondary life applications. The lithium-ion (Li-ion) batteries widely used in

electric vehicles are insufficient for vehicle use after they have degraded to 70 to 80 percent

of their original capacity1; however, the remaining storage capacity could still be useful in

other applications. Such applications include using the batteries as backup power supplies

for data centers or for communities prone to power outages. They could also be used to

help stabilize the electric grid by tempering fluctuations in supply and demand, and as

storage for electricity generated from renewable energy sources, such as solar panels and

wind farms2. The United States government has even shown interest in exploring

secondary life applications for batteries by awarding a $1.3 million Department of Energy

grant in April 2011 to the National Renewable Energy Laboratory (NREL) to study the

feasibility, durability and value of Li-ion batteries for secondary life applications3. In addition,

organizations such as the Electric Power Research Institute, University of California Davis,

University of California Berkeley, Rochester Institute of Technology and more are all

working on secondary battery life activities.

One challenge associated with secondary battery life applications is how to accurately test

those applications. Mass-market electric vehicles are just now entering the marketplace

and with expected electric vehicle battery lifetimes of eight to 10 years, organizations

performing secondary life studies cannot wait for these batteries to age naturally. To

address this problem, these organizations are looking to accelerate battery aging through a

process called accelerated life testing (ALT). The purpose of this report is to define a

method for accelerating the life of a Li-ion battery to the point where it is no longer fit for

vehicular use but still has second-life utility, emulating the battery state at the end of an

electric vehicle battery life. The batteries can then be used to conduct research into their

secondary life applications. In ALT, it is important that batteries be aged in a way that

minimizes time and monetary resources without causing damage or degradation to the

battery that would not naturally occur during normal battery life.

1Neubauer, Jeremy and Ahmad Pesaran. PHEV/EV Li-Ion Battery Second-Use Project[PowerPoint slides]. April 2010. Retrieved from National Renewable Energy Laboratory website:

2 Bullis, Kevin. A Second Life for Old Vehicle Batteries. Technology Review (published by MIT). September 23, 2010. Retrieved from:

3 NREL Newsroom. NREL Team Investigates Secondary Uses for Electric Drive Vehicle Batteries. NREL News Release NR-1411. April 5, 2011. Retrieved from:

Battery Pretesting

Pretesting of batteries prior to ALT is an important step. Pretesting allows testers to gauge

the current condition of the battery and allows them to determine appropriate test conditions

so the data gathered will be accurate and reliable.Batteries should first be inspected for

signs of damage. Early detection of faulty batteries or cells will save time and resources

over the duration of the ALT process that would otherwise be wasted if failure conditions

are not identified prior to the start of aging.

It is important to characterize the starting condition of the battery that will undergo ALT prior

to testing. The starting condition is the power or capacity of the battery before any testing is

performed. The primary method to initially characterize Li-ion batteries is beginning of life

(BOL) performance testing. The results from the BOL test will not only give an indication of

the current state of the battery being tested, but will also be used to compare later

performance test results to track the progress of the ALT and to ensure that the testing is

not harming the battery. The main objectives of BOL performance testing are to:

1.Verify the initial capabilities of the Li-ion battery being tested.

2.Determine appropriate test parameters based on the battery under test and the

application for which it is being tested.

Idaho National Laboratory (INL) has developed a test manual for BOL testing entitled

Battery Technology Life Verification Test Manual4. The test manual outlines procedures for

two characterization tests that should be performed on each battery cell that will undergo

ALT. Procedures for the characterization tests are in Section 3.1 of the manual, and are:

1.Verification of the rated capacity. This test characterizes the discharge capacity of

the battery.

2.Pulse power verification. This test verifies pulse power capabilities at the

minimum and maximum state of charge (SOC). The initial verification of the pulse

power capabilities of all the battery cells should be done using the Minimum

Pulse Power Characterization test procedure.

4 Haskins, Harold, et al. Battery Technology Life Verification Test Manual. Idaho National Laboratory Report No. INEEL/EXT-04-01986. February 2005.

Accelerating Factors

Accelerating factors are the stress factors used to artificially age a Li-ion battery. These

factors will preferably be easy to control and will not degrade the battery in an unnatural

way. INL, along with Freedom Cooperative Automotive Research (FreedomCAR), named

four accelerating factors in their report on ALT of Li-ion batteries. These are:

?Temperature;

?SOC;

?Rate of discharge energy throughput ; and

?Discharge and regenerative pulse power levels5 .

INL and FreedomCAR suggest elevating temperature as the best method for artificially

accelerating Li-ion battery aging because it is a relatively cheap and controllable

mechanism5. However, there are potential issues with performing ALT via elevating

temperature, which are discussed further in the Potential Issues with ALT section of this

report. Note there are some groups who have performed ALT on Li-ion batteries using SOC

as the primary accelerator. Although SOC can work as an accelerator, it is the most

stressful acceleration factor for Li-ion batteries, and therefore the likelihood of unnaturally

degrading the batteries is higher6.

ALT Test Procedures

Although ALT for the purposes of evaluating secondary battery life uses is a relatively new

field, there are a number of organizations that have attempted to perform ALT on Li-ion

batteries. At the time of publication, an official standard for ALT on Li-ion batteries does not

exist; therefore, it is up to each of these individual testing agencies to determine their test

methods. Many of the studies and experiments that have been performed using ALT on Li-

ion batteries have been performed in order to gauge the full life of the batteries and to help

battery manufacturers learn where potential flaws exist in an attempt to improve the

batteries and extend life. This testing can be quite extensive and tests are often performed

that are not necessary for the scope of this report.

5Christophersen, Jon P. et al. Advanced Technology Development Program for Lithium-Ion Batteries: Gen 2 Performance Evaluation Final Report. Idaho National Laboratory Report No. INL/EXT-05-00913. July 2006.

6Christophersen, Jon P. et al. Advanced Technology Development Program for Lithium-Ion Batteries: Gen 2 Performance Evaluation Report Revision 4. Idaho National Laboratory Report No. INL/EXT-06-11488. July 2006.

NREL senior engineers, Jeremy Neubauer and Ahmad Pesaran, have initiated research on

secondary life applications of Li-ion batteries. In order to obtain aged batteries for their

experiments, they typically perform ALT on new batteries. When interviewed by Advanced

Energy about their test procedure, Neubauer and Pesaran suggested the United States

Advanced Battery Consortium (USABC) Electric Vehicle Battery Test Procedures Manual7.

This manual is not battery chemistry-specific and can be used for most types of batteries.

Advanced Energy determined this is likely the most appropriate test procedure for the goal

of this report.

The objective of the USABC’s ALT procedure is to accelerate failure modes and

degradation within the battery. The test procedures focus on what is termed “overstress”

testing. Overstress testing involves determining the forms of normal stress a Li-ion battery

will be exposed to during typical deployment as a vehicle battery. These stresses are then

applied at an elevated level to degrade the battery at a faster rate. The goal of each

individual test should be to simulate actual battery use, with the exception of the

accelerating stress factor. It is important that the batteries subjected to this testing are

monitored to ensure they do not degrade in an atypical manner.

Continuous electrical cycling, also referred to as time compression, is a required

component of the USABC’s ALT procedures. Another key component of the test procedure

is dynamic stress testing (DST). The purpose of DST is to simulate the cycles batteries will

experience in an electric vehicle. INL also recommends conducting reference performance

testing (RPT) at regularly set intervals during ALT8. The purpose of RPT is to monitor the

cumulative battery deterioration in order to keep an accurate account of the battery’s aging.

Each RPT should be performed with the procedures discussed in the Battery Pretesting

section of this report.

For more detailed information on accelerated battery aging, the USABC also recommends

consulting the reference book Accelerated Testing9.

7 Hunt, Gary et al. Electric Vehicle Battery Test Procedures Manual, Revision 2. United States Advanced Battery Consortium. January 1996.

8Haskins, Harold, et al. Battery Technology Life Verification Test Manual. Idaho National Laboratory Report No. INEEL/EXT-04-01986. February 2005.

9 Nelson, Wayne. Accelerated Testing. John Wiley and Sons, 1990.

End of Test Criteria

End of Test (EOT) criteria signal the termination of the ALT sequence. EOT criteria can be

based on many monitored test parameters and are generally selected based on the goals

of the test. For the purpose of this report, EOT criteria are defined as parameters that

signify the Li-ion batteries under test have been aged and conditioned for second life

application testing. An NREL engineer interviewed by Advanced Energy suggested that

setting an EOT criterion for the battery to be at 70 to 80 percent of its original power or

capacity is reasonable, as this is the condition the majority of used electric vehicle batteries

are expected to be in when they are acquired for second use applications.

Post Test Care

An important step using Li-ion batteries in secondary life application testing is post test

care. Post test care consists of storing and monitoring the batteries for later use. For

example, if there will be a lag period of more than two to three days between the

conclusion of ALT and the start of secondary life application testing, it is important to

ensure that additional unnatural battery degradation does not occur. If the batteries will be

stored for several months before beginning secondary life application testing, it is possible

they will not be in the same condition as when ALT concluded. Therefore, it is

recommended that additional RPT be conducted before beginning secondary life

application testing.

Additional Battery Characteristic Tests

Additional battery tests that are not part of ALT procedures, but may be of interest to a

testing agency, are thermal performance testing and stand testing. A thermal performance

test will demonstrate how a battery’s performance will vary in excessively high or low

temperatures. A stand test will demonstrate how much of the battery’s charge and capacity

will be lost over time if it is not used. These test procedures are outlined in the USABC

Electric Vehicle Battery Test Procedures Manual10.

10Hunt, Gary et al. Electric Vehicle Battery Test Procedures Manual, Revision 2. United States Advanced Battery Consortium. January 1996.

Potential Issues with ALT

In Advanced Energy’s interviews with subject matter experts in the field of ALT, some

potential issues with Li-ion battery ALT were raised.

In 2010, NASA researched Li-ion battery ALT using elevated temperatures to accelerate

battery aging. They found that Li-ion batteries experience higher capacity and power fades

at elevated temperatures and that the relationships are non-linear. NASA’s Jet Propulsion

Laboratory experts concluded that ALT for Li-ion batteries using elevated temperature

aging is unreliable and unusable because of the complexity of the battery and the many

different factors that affect battery age. They also concluded that real time performance

testing is the most valid test method11. Potential problems NASA identified with using a

temperature above 50°C as an accelerator include:

?Increased capacity fade rates with cycling

?Irreversible capacity loss associated with high temperature storage

?Increased cell self-discharge rates

?Poor low temperature performance capabilities

?Increased cell impedance

?Increased gas generation and pressure build-up within the cell

?High voltage operation and storage resulting from increased cell degradation and

performance loss

Advanced Energy also contacted Progressive Technologies Inc., a Li-ion battery

manufacturer, and was advised that because Li-ion batteries are complicated in their

design, it would be difficult to assume the condition of a used battery from an electric

vehicle, and that to execute a performance test on the battery would be prohibitively

expensive.

11 Christo, Jim. Problems with the Interim Li Ion Rechargeable Batteries Type Approval Procedure [PowerPoint slides]. NASA Search and Rescue Mission Office, May 20, 2010. Retrieved from:

Conclusions

As electric vehicles become more prevalent, many organizations are looking at how electric

vehicle batteries can be used in secondary life applications. In order to test the viability of

these applications, it is necessary to have batteries at the end of their electric vehicle

lifespan on which to experiment. However, with an expected life of eight to 10 years, these

organizations cannot wait for used electric vehicle batteries and are instead looking to ALT

to artificially age Li-ion batteries. This report aimed to define a method for ALT of Li-ion

batteries for secondary life application testing.

Upon researching Li-ion battery ALT, it is recommended to use the USABC’s test

procedures for ALT with elevated temperature as the accelerating factor, and to use a DST

profile to mimic actual battery cycling conditions. Using elevated temperature as the

accelerating factor is beneficial because it is both relatively inexpensive and controllable. If

monitored correctly, it should not degrade the battery in an unnatural manner.

However, there are some issues to consider when using elevated temperatures as an

accelerating factor:

?If not monitored correctly, the batteries subjected to this acceleration can become

damaged and unusable in further testing.

?NASA’s Jet Propulsion Laboratory does not believe it is an accurate way to

accelerate battery life.

?If the elevated temperature used in testing is too high (above 65°C) there could

be an increased chance of battery thermal runaway.

Despite these potential issues, ALT using elevated temperature is the test method currently

in use by NREL, who is also looking into second use applications of Li-ion batteries. While

performing ALT at elevated temperatures, it is important to regularly conduct RPT to

accurately gauge the condition of the batteries being accelerated. Regular performance

checks can help testing agencies manage potential issues by having an accurate account

of the battery state throughout the ALT process.

锂电池管理系统(BMS)项目商业计划书(模板)

某锂电池管理系统（BMS）项目 商业计划书 项目名称：某锂电池管理系统（BMS）项目商业计划书

【引言】 《某锂电池管理系统(BMS)项目商业计划书》充分地展示了公司的基本情况、产品与技术、行业及市场分析、竞争对手分析、商业模式、运营策略、公司战略、公司管理、融资计划、财务预测与分析、风险分析及控制等内容。该商业计划书无论是用于寻找战略合作伙伴、寻求风险投资资金或其他任何投资信贷来源均能够做到内容完整、意愿真诚、基于事实、结构清晰、通俗易懂。该商业计划书准确把握行业市场现状和发展趋势、项目商业模式、项目运营策略、公司战略规划、财务预测等基本内容，深度分析了项目的竞争优势、盈利能力、生存能力、发展潜力等，充分体现项目的投资价值。 【项目简介】 某锂电池管理系统(BMS)项目，项目提供动力锂电池系统全面管理解决方案，目前已形成新能源汽车动力电池管理系统和传统燃油汽车启停电源管理系统两大系列产品。拥有绝缘检测技术、继电器控制及诊断技术、均衡技术、SOC算法技术、SOP算法技术、其他算法技术等核心技术，本项目本轮融资1000万元，项目预计于2015年6月开始实施。

【市场行业分析】 根据中国汽车工业协会、工信部机动车整车出厂合格证统计数据分析，新能源汽车的产销量从2014年开始便体现出快速增长的势头。据中国汽车工业协会统计，2014年我国新能源汽车产销量分别为7.85万辆和7.48万辆，分别同比增长3.5倍和3.2倍;2015年6月，我国新能源汽车生产2.50万辆，同比增长3倍。其中，纯电动乘用车生产1.05万辆，同比增长2倍，插电式混合动力乘用车生产6663辆，同比增长7倍;纯电动商用车生产6218辆，同比增长5倍，插电式混合动力商用车生产1645辆，同比增长148%。 2012年全球电池管理系统(BMS)市场产值成长逾10%，2013年至2015年成长幅度将大幅跃升至25-35%。现阶段不论是整车厂、电池厂、还是相关车电零组件厂均投入电池管理系统(BMS)研发，以求掌握新能源汽车产业的关键技术，由于车厂是电池管理系统的使用

磷酸铁锂动力电池维护手册(整合版1)

沃特玛电池有限公司 磷酸铁锂动力电池使用手册 电子部 2013-3-15 [为了方面售后服务更好的对OPT管理系统进行维护，特此制定本手册，希望对售后服务有所帮助]

前言 为应对日益突出的燃油供求矛盾和环境污染问题，世界主要汽车生产国纷纷加快部署，将发展新能源汽车作为国家战略，加快推进技术研发和产业化，同时大力发展和推广应用汽车节能技术。节能与新能源汽车已成为国际汽车产业的发展方向。新能源客车，目前正在飞速发展。 当新能源客车穿行于街市，走进人们的生活时，对它的了解和认知也就成我们的必修课。然而，在这新能源之风势在必行之际，谈到动力电池，我们中大多数的人对其都知之甚少，这其中包括很多从事纯电动客车工作的相关从业人员，也正因为如此，才给你们的工作和和生活到来了诸多的困难和疑惑。 为解决这些问题，让从事纯电动客车工作的相关从业人员对动力电池有一些初步的了解和认识，本手册将通过重点介绍磷酸铁锂动力电池和管理系统的运用与维护来让大家了解动力电池的相关知识。为了更好服务客户，让相关从业人员熟悉和掌握我公司的纯电动客车动力电池，也为更好的发挥磷酸铁锂动力电池优越的性能，做好相关的维护保养工作，特制定本手册。希望此举能为大家避免在使用或维护我公司产品时造成不必要的困扰和预防产生一些不可挽回的损失。 烦请在使用或维护沃特玛公司纯电动客车动力电池之前，详细阅读本手册！

目录 前言2 第一章为何选择磷酸铁锂电池作为动力电池5 1.1电池的概念 (5) 1.2磷酸铁锂电池优势： (5) 1.3动力电池种类性能对比： (5) 1.4.关键设计说明 (6) 1.5.产品用途 (7) 第二章动力电池系统构成8 2.1.电池组的主要参数（以五洲龙为例）8 2.2电池组结构说明及其示意图 (9) 第三章技术特性13 3.1 单体放电特性 (13) 3.2不同放电倍率下的放电曲线 (13) 3.3 单体充电特性 (14) 3.4 五洲龙电池系统充放电特性曲线图 (15) 3.5 保存特性 (15) 3.6寿命特性 (16) 第四章. 电池系统的使用与安装17 4.1 电池系统使用环境 (17) 4.2 电池系统的使用 (18) 4.4电池系统的安装 (18) 第五章动力电池信息仪表认识23 5.1混合动力电池信息仪表认识 (23) 5.2纯电动电池信息仪表认识 (24) 第六章动力电池存储、维护与保养25 6.1 储存、维护和保养基本要求 (25) 6.2维护与保养： (25) 6.3日常保养： (27) 6.4周保养： (28) 6.5.月保养： (29) 第七章OPT管理系统运用与维护31 7.1电池管理系统BMS基本结构 (31) 7.2 BMS管理系统安装 (33) 7.3 BMS故障处理方法 (34) 第八章紧急处理方案43

石墨烯聚乳酸复合材料

Preparation of Polylactide/Graphene Composites From Liquid-Phase Exfoliated Graphite Sheets Xianye Li,1Yinghong Xiao,2Anne Bergeret,3Marc Longerey,3Jianfei Che1 1Key Laboratory of Soft Chemistry and Functional Materials,Nanjing University of Science and Technology, Nanjing210094,China 2Jiangsu Collaborative Innovation Center of Biomedical Functional Materials,Jiangsu Key Laboratory of Biomedical Materials,College of Chemistry and Materials Science,Nanjing Normal University, Nanjing210046,China 3Materials Center,Ales School of Mines,30319Ales Cedex,France Polylactide(PLA)/graphene nanocomposites were pre-pared by a facile and low-cost method of solution-blending of PLA with liquid-phase exfoliated graphene using chloroform as a mutual solvent.Transmission electron microscopy(TEM)was used to observe the structure and morphology of the exfoliated graphene. The dispersion of graphene in PLA matrix was exam-ined by scanning electron microscope,X-ray diffrac-tion,and TEM.FTIR spectrum and the relatively low I D/I G ratio in Raman spectroscopy indicate that the structure of graphene sheets(GSs)is intact and can act as good reinforcement fillers in PLA matrix.Ther-mogravimetric analysis and dynamic mechanical analy-sis reveal that the addition of GSs greatly improves the thermal stability of PLA/GSs nanocomposites.More-over,tensile strength of PLA/GSs nanocomposites is much higher than that of PLA homopolymer,increasing from36.64(pure PLA)up to51.14MPa(PLA/GSs-1.0). https://www.sodocs.net/doc/931442457.html,POS.,35:396–403,2014.V C2013Society of Plastics Engineers INTRODUCTION Polylactide(PLA),a renewable,sustainable,biode-gradable,and eco-friendly thermoplastic polyester,has balanced properties of mechanical strength[1],thermal plasticity[2],and compostibility for short-term commod-ity applications[3,4].It is currently considered as a promising polymer for various end-use applications for disposable and degradable plastic products[5–8].Never-theless,improvement in thermal and mechanical proper-ties of PLA is still needed to pursue commercial success. To achieve high performance of PLA,many studies on PLA-based nanocomposites have been performed by incorporating nanoparticles,such as clays[9,10],carbon nanotubes[11–13],and hydroxyapatite[14].However, research on PLA-based nanocomposites containing gra-phene sheets(GSs)or graphite nanoplatelets has just started[15–17].GSs exhibit unique structural features and physical properties.It has been known that GSs have excellent mechanical strength(Young’s modulus of1,060 GPa)[18],electrical conductivity of104S/cm[19],high specific surface area of2,630m2/g[20],and thermal sta-bility[21].Polymer nanocomposites based on graphene show substantial property enhancement at much lower fil-ler loadings than polymer composites with conventional micron-scale fillers,such as glass[22]or carbon fibers [23],which ultimately results in lower filler ratio and simple processing.Moreover,the multifunctional property enhancement of nanocomposites may create new applica-tions of polymers. However,the incorporation of graphene into PLA matrix is restricted by cost and yield.Although the weak interactions that hold GSs together in graphite allow them to slide readily over each other,the numerous weak bonds make it difficult to separate GSs homogeneously in sol-vents and polymer matrices[24].Many methods have been reported for exfoliation of graphite,such as interca-lation with alkali metals[25]or oxidation in strong acidic conditions[26–29].Recently,exfoliation of graphite in liquid-phase was found to be able to give oxide-free GSs with high quality and yield at relatively low cost[30–35]. Correspondence to:Y.H.Xiao;e-mail:yhxiao@https://www.sodocs.net/doc/931442457.html, or J.F.Che; e-mail:xiaoche@https://www.sodocs.net/doc/931442457.html, Contract grant sponsor:Specialized Research Fund for the Doctoral Program of Higher Education of China;contract grant number: 20123219110010;contract grant sponsor:Natural Science Foundation of Jiangsu Province of China;contract grant number:BK2012845;contract grant sponsors:Priority Academic Program Development of Jiangsu Higher Education Institutions(PAPD),contract grant sponsor:Financial support for short visit from Ales School of Mines,France. DOI10.1002/pc.22673 Published online in Wiley Online Library(https://www.sodocs.net/doc/931442457.html,). V C2013Society of Plastics Engineers POLYMER COMPOSITES—2014

智能型锂电池管理系统(BMS)

智能型锂电池管理系统（BMS） 产品简介 【系统功能与技术参数】 晖谱智能型电池管理系统（BMS），用于检测所有电池的电压、电池的环境温度、电池组总电流、电池的无损均衡控制、充电机的管理及各种告警信息的输出。特性功能如下： 1.自主研发的电池主动无损均衡专利技术 电池主动无损均衡模块与每个单体电芯之间均有连线，任何工作或静止状态均在对电池组进行主动均衡。均衡方式是通过一个均衡电源对单只电芯进行补充电，当某串联电池组中某一只单体电芯出现不平衡时对其进行单独充电，充电电流可达到5A，使其电压保持和其它电芯一致，从而弥补了电芯的不一致性缺陷，延长了电池组的使用时间和电芯的使用寿命，使电池组的能源利用率达到最优化。 2.模块化设计 整个系统采用了完全的模块化设计，每个模块管理16只电池和1路温度，且与主控制器间通过RS485进行连接。每个模块管理的电池数量可以从1～N（N≤16）只灵活设置，接线方式采用N＋1根；温度可根据需要设置成有或无。 3.触摸屏显示终端 中央主控制器与显示终端模块共同构成了控制与人机交互系统。显示终端使了带触摸按键的超大真彩色LCD屏，包括中文和英文两种操作菜单。实时显示和查看电池总电压、电池总电流、储备能量、单体电池最高电压、单体电池最低电压、电池组最高温度，电池工作的环境温度，均衡状态等。 4.报警功能 具有单只电芯低电压和总电池组低电压报警延时功能，客户可以根据自己的需求，在显示界面中选择0S～20S间的任意时间报警或亮灯。 5.完善的告警处理机制 在任何界面下告警信息都能以弹出式进行滚动显示。同时，还可以进入告警信息查询界面进行详细查询处理。 6.管理系统的设置 电池电压上限、下限报警设置，温度上限报警设置，电流上限报警设置，电压互差最大上限报警设置，SOC初始值设置，额定容量，电池自放电系数、充电机控制等。 7.超大的历史数据信息保存空间 自动按时间保存系统中出现的各类告警信息，包括电池的均衡记录。 8.外接信息输出 系统对外提供工业的CANBUS和RS485接口，同时向外提供各类告警信息的开关信号输出。 9.软件应用 根据需要整个系统可以提供PC管理软件，可以将管理系统的各类数据信息上载到电脑，进行报表的生成、图表的打印等。 10.参数标准 电压检测精度：0.5％ 电流检测精度：1％ 能量估算精度：5％

水热合成Fe2O3石墨烯纳米复合材料及其电化学性能研究

常熟理工学院学报（自然科学）Journal of Changshu Institute Technology （Natural Sciences ）第26卷第10Vol.26No.102012年10月Oct.,2012 收稿日期：2012-09-05 作者简介：季红梅（1982—），女，江苏启东人，讲师，工学硕士，研究方向：无机功能材料．水热合成Fe 2O 3/石墨烯纳米 复合材料及其电化学性能研究 季红梅1，于湧涛2，王露1，王静1，杨刚1 （1.常熟理工学院化学与材料工程学院，江苏常熟215500；2.吉林石化公司研究院，吉林吉林132021） 摘要：利用水热法成功合成了Fe 2O 3/石墨烯（RGO ）锂离子电池负极材料.导电性能良好的石墨烯网络起到连接导电性能极差的Fe 2O 3和集流体的作用.电化学性能测试表明，180℃下得到的 Fe 2O 3/RGO 具有良好的比容量和循环稳定性.在不同倍率充放电过程中，初始放电比容量为1023.6mAh/g （电流密度为40mA/g ），电流密度增加到800mA/g 时，放电比容量维持在406.6 mAh/g ，大于石墨的理论放电比容量~372mAh/g.在其他较高的电流密度下比容量均保持基本不变.该Fe 2O 3/RGO 有望成为高容量、低成本、低毒性的新一代锂离子电池负极材料.关键词：Fe 2O 3；石墨烯；负极材料中图分类号：TM911文献标识码：A 文章编号：1008-2794（2012）10-0055-05 自从P.Poizot [1]等报道过渡金属氧化物可以作为锂离子电池负极材料这一研究后，金属氧化物负极便逐渐引起人们的重视.铁的氧化物具有比容量大、倍率性能好和安全性能高等优点，且原料来源丰富、价格低廉、环境友好，因此是一类很有发展潜力的动力锂离子电池负极材料.Fe 2O 3作为一种常温下最稳定的铁氧化合物，理论容量为1005mAh/g ，远高于石墨类材料的理论比容量，已经成为锂离子电池负极材料的一个研究热点.近年来，石墨烯由于其高的电传导性，大的比表面积，良好的化学稳定性和柔韧性而被尝试用于与活性锂离子电池负极材料复合，提升材料的电化学性能.比如，Cui Y [2]课题组在溶剂热条件下两步法得到Mn 3O 4与石墨烯的复合材料，改善了Mn 3O 4的比容量和循环性能.Co 3O 4，Fe 3O 4等金属氧化物材料与石墨烯复合也有被研究，本课题组在石墨烯和金属氧化物材料复合方面也做了大量的工作[3].本文通过水热法一步合成Fe 2O 3/石墨烯纳米复合材料，并研究了其电化学性能，合成过程中采用三乙烯二胺提供反应的碱性环境，并控制Fe 2O 3的粒子生长.1 实验 1.1试剂和仪器 三乙烯二胺（C 6H 12N 2）；无水三氯化铁（FeCl 3）；石墨；硝酸钠（NaNO 3）；浓硫酸（H 2SO 4）；高锰酸钾（KMnO 4）；双氧水（H 2O 2）和盐酸（HCl ），以上试剂均为分析纯.实验用水为去离子水.日本理学H-600型透射电子显微镜；日本理学D/max2200PC 型X 射线衍射仪；德国Bruker Vector 22红外光谱仪；日本JEOL-2000CX 透射电镜；美国Thermo Scientific Escalab 250Xi 光电子能谱仪；LAND 电池

石墨烯复合材料的研究及其应用

石墨烯复合材料的研究及其应用 任成，王小军，李永祥，王建龙，曹端林 摘要：石墨烯因其独特的结构和性能，成为物理化学和材料学界的研究热点。本文综述了石墨烯复合材料的结构和分类，主要包括石墨烯-纳米粒子复合材料、石墨烯-聚合物复合材料和石墨烯-碳基材料复合材料。并简述石墨烯复合材料在催化领域、电化学领域、生物医药领域和含能材料领域的应用。 关键词：石墨烯；复合材料；纳米粒子；含能材料 Research and Application of Graphene composites ABSTRACT: Graphene has recently attracted much interest in physics,chemistry and material field due to its unique structure and properties. This paper reviews the structure and classification of graphene composites, mainly inclouding graphene-nanoparticles composites, graphene-polymer composites and graphene-carbonmaterials composites. And resume the application of graphene composites in the field of catalysis, electrochemistry, biological medicine and energetic materials. Keywords: graphene; composites; nanoparticles; energetic materials 石墨烯自2004年曼彻斯特大学Geim[1-3]等成功制备出以来，因其独特的结构和性能，颇受物理化学和材料学界的重视。石墨烯是一种由碳原子紧密堆积构成的二维晶体，是包括富勒烯、碳纳米管、石墨在内的碳的同素异形体的基本组成单元。石墨烯的制备方法主要有机械剥离法，晶体外延法，化学气相沉积法，插层剥离法以及采用氧化石墨烯的高温脱氧和化学还原法等[4-10]。与碳纳米管类似，石墨烯很难作为单一原料生产某种产品，而主要是利用其突出特性与其它材料体系进行复合．从而获得具有优异性能的新型复合材料。而氧化石墨烯由于其特殊的性质和结构，使其成为制备石墨烯和石墨烯复合材料的理想前驱体。本文综述了石墨烯复合材料的结构、分类及其在催化领域、电化学领域、生物医药领域和含能材料领域的应用。

高分子_石墨烯纳米复合材料研究进展

高分子／石墨烯纳米复合材料研究进展 高秋菊１，夏绍灵１，２＊ ，邹文俊１，彭　进１，曹少魁２ （１．河南工业大学材料科学与工程学院，郑州　４５０００１；２．郑州大学材料科学与工程学院，郑州　４５００５２ ）收稿：２０１２－０１－０９；修回：２０１２－０４－ ２４；基金项目：郑州科技攻关项目（０９１０ＳＧＹＧ２３２５８－ １）；作者简介：高秋菊（１９８４—），女，硕士研究生，主要从事高分子复合材料的研究。Ｅ－ｍａｉｌ：ｇａｏｑｉｕｊ ｕ２００８＠ｙａｈｏｏ．ｃｏｍ．ｃｎ；＊通讯联系人，Ｔｅｌ：０３７１－６７７５８７２２；Ｅ－ｍａｉｌ：ｓｈａｏｌｉｎｇ ＿ｘｉａ＠ｈａｕｔ．ｅｄｕ．ｃｎ． 摘要： 石墨烯以其优异的力学、光学、电学和热学性能，得到日益广泛的关注和研究。本文介绍了石墨烯的结构、性能和特点，并对石墨烯的改性方法进行了概括。本文着重综述了高分子／石墨烯纳米复合材料的研究现状和进展，并介绍了高分子／石墨烯纳米复合材料的三种制备方法，即原位插层聚合法、溶液插层法和熔融插层法。此外，还对高分子／石墨烯纳米复合材料的应用前景进行了展望，并对石墨烯复合材料研究存在的问题和未来的研究方向进行了讨论。 关键词：石墨烯；高分子；纳米复合材料；研究进展 引言 石墨烯是以ｓｐ２ 杂化连接的碳原子层构成的二维材料， 其厚度仅为一个碳原子层的厚度。这种“只有一层碳原子厚的碳薄片”，被公认为目前世界上已知的最薄、最坚硬、最有韧性的新型材料。石墨烯具 有超高的强度，碳原子间的强大作用力使其成为目前已知力学强度最高的材料。石墨烯比钻石还坚硬， 强度比世界上最好的钢铁还高１００倍［１］ 。石墨烯还具有特殊的电光热特性， 包括室温下高速的电子迁移率、 半整数量子霍尔效应、自旋轨道交互作用、高理论比表面积、高热导率和高模量、高强度，被认为在单分子探测器、集成电路、场效应晶体管等量子器件、功能性复合材料、储能材料、催化剂载体等方面有广泛 的应用前景［ ２］ 。石墨烯是一种疏松物质，在高分子基体中易团聚，而且石墨烯本身不亲油、不亲水，在一定程度上也限制了石墨烯与高分子化合物的复合，尤其是纳米复合。因而，很多学者对石墨烯的改性进行了大量的研究，以提高石墨烯和高分子基体的亲和性，从而得到优异的复合效应。 １　石墨烯的改性方法 １．１　化学改性石墨烯 该方法基于改性Ｈｕｍｍｅｒｓ法［３］ 。首先，由天然石墨制得石墨氧化物， 再通过几种化学方法获得可溶性石墨烯。其化学方法包括：氧化石墨在稳定介质中的还原［４］、通过羧基酰胺化的共价改性［５］ 、还原氧化石墨烯的非共价功能化［ ６］、环氧基的亲核取代［７］、重氮基盐的耦合［８］ 等。此外，还出现了对石墨烯的氨基化［９］、酯化［１０］、异氰酸酯［１１］ 改性等。用化学功能化的方法对石墨烯进行改性，不仅可以提高其溶解性 和加工性能，还可以增强有机高分子间的相互作用。１．２　电化学改性石墨烯 利用离子液体对石墨烯进行电化学改性已见报道［１２］ 。用电化学的方法，使石墨变成用化学改性石 墨烯的胶体悬浮体。石墨棒作为阴极，浸于水和咪唑离子液的相分离混合物中。以１０～２０Ｖ的恒定电 · ７８·　第９期 高 分 子 通 报

通信用磷酸铁锂电池及系统的原理与应用

通信用磷酸铁锂电池及系统的原理与应用 传统的阀控式密封铅酸电池以其成本低廉、技术成熟、维护方便得到广泛应用，然而，随着无线通信技术的不断发展和移动基站应用场景的复杂化，传统的蓄电池逐步显现出体积大、对环境温度要求苛刻等劣势。磷酸铁锂电池系统由于具有体积小、重量轻，高温性能突出，循环性能优异，可高倍率充、放电，绿色环保等众多优点，更适用于环境温度高、机房面积及承重小等恶劣的基站环境。同时，在末端供电磷酸铁锂电池也可作为铅酸蓄电池的有效补充。 一、目前通信后备电源面临的问题 1、传统铅酸蓄电池对环境温度要求比较高 目前市内宏基站的站址选择越来越难，室外一体化基站开始大规模建设。传统的铅酸蓄电池对环境温度要求比较高的特点造成传统的铅酸蓄电池很难适应室外高温等恶劣天气。另外，除了铅酸蓄电池外，室内宏基站的其他设备对环境温度的适应范围都比较宽。机房空调就是为了给铅酸蓄电池提供适当的环境温度。为了节能减排，目前已开发出蓄电池保温箱等蓄电池专用的小型空调设备。如果能找到一种对环境温度要求不高的电池作为后备电源，不仅能解决室外一体化基站后备电源的问题，而且还能省掉机房专用空调，这样既节省了工程初期购买空调的投资，也节省了基站运行时的大量电费开销。 2、传统铅酸蓄电池对机房面积和承重要求高 室内宏基站设备中，电源设备占比最大，而电源设备中提及和占地面积最大的就是蓄电池。室内宏基站的机房大多采用民房，根据结构专业的统计计算，民房的承重设计一般为150~200kg/m，而铅酸蓄电池对机房的承重要求不低于 400kg/m，所以在现有的民房内摆放铅酸蓄电池都需要经过加固处理。这样一方面加大了工程量，另一方面也加大了选址难度。另外，目前通信设备逐步向小型化、分散化的方向发展，末端设备的功耗越来越小，要求后备电池的体积更小，重量更轻。 3、传统铅酸蓄电池的高倍率放电性能较差 目前电网质量越来越完善，很少出现市电大面积长时间停电的状况，而基站的停电往往是由于市政项目的频繁建设所造成的短时间频繁停电，这需要蓄电池短时间大电流高倍率放电，而传统铅酸蓄电池的高倍率放电性能较差。

锂电池管理系统功能介绍

1.ABMS-EV系列电池管理系统 概述： ABMS-EV系列锂电池管理系统应用于纯电动大巴、混合动力大巴、纯电动汽车、混合动力汽车。采用层级设计，严格执行汽车相关标准，硬件平台全部采用汽车等级零部件，软件符合汽车编程规范。 2、ABMS-EV01电池管理系统： 2.1)概述： ABMS-EV01系列锂电池管理系统主要用于低速电动车，物流车，环卫车等，采用一体化设计，集电池电压温度检测，SOC估算，绝缘检测，均衡管理，保护，整车通信，充电机通信，及交流充电桩接口检测为一体，结构紧凑，功能完善。 2.2) 选型号说明： 2.3)技术参数： 2.4)产品外观：

3、ABMS-EV02电池管理系统： 3.1)概述： ABMS-EV02系列锂电池管理系统主要用于电动叉车，电动搬运车等快速充放电场合，采用一体化设计，集电池电压温度检测与保护，SOC估算，均衡管理，通信等功能。 3.2) 选型号说明： 3.3)技术参数：

3.4)产品外观：

4、ABMS-EV03电池管理系统： 4.1)概述： ABMS-EV03系列锂电池管理系统主要用于电动叉车，电动搬运车等需要快速充放电场合，采用一体化设计，集电池电压温度检测，SOC估算，均衡管理，保护，通信，LED电量指示，制热，制冷管理，双电源回路设计，充电机，车载电源独立供电。 4.2) 选型号说明：

4.3)技术参数： 4.4)产品外观： 5、ABMS-EK01电池管理系统：

5.1)概述： ABMS-EK01系列锂电池管理系统主要用于电动自行车，电动摩托车等，采用软硬件多重冗余保护等，充电MOS控制，放电继电器控制，实现慢充快放，一体化设计，集电池检测，SOC估算，保护，通信为一体。 5.2)选型说明： 5.3)技术参数:

石墨烯复合材料

石墨烯复合材料 石墨烯是单层碳原子通过sp2杂化形成的蜂窝点阵结构，属于二维原子晶体，此独特的空间结构，给石墨烯带来了优异的电学、力学、热学和比表面积大等性质。但是二维石墨烯由于片层之间具有较强的π-π作用和范德华力，使得石墨烯容易聚集形成石墨，限制了石墨烯在各个领域中的应用。因此，为了防止石墨烯的聚集和拓展石墨烯的应用，科研工作者将石墨烯与高分子或者无机纳米粒子进行复合，从而得到具有优异性能的复合材料。石墨烯的复合材料具有化学稳定性高、比表面积大，易回收等特点，在环境治理方面受到了科学家的青睐。 一、石墨烯复合材料的分类和制备 1、石墨烯-高分子复合材料 石墨烯-高分子复合材料，石墨烯的独特的结构和性能，对于改善高分子的导电性、热性能和吸附能力等方面有非常大的应用价值。制备石墨烯-高分复合材料最直接的方法是将高分子溶液与石墨烯的溶液混合，其中高分子和填充物在溶剂中的溶解能力是保证最佳分散度的重要因素。因此，在溶液混合时，可以将石墨基质表面功能化来提高它在多种溶剂中的溶解度。例如，异氰酸

苯酯修饰的GO在在聚苯乙烯的DMF溶液中表现出了较好的溶解度。 2、石墨烯-无机纳米粒子复合材料 无机纳米粒子存在着易于团簇的问题，并且选择合适的载体也是其广泛应用需要解决的问题。石墨烯具有多种优异的性能，并且具有较大的比表面积，可以成为无机纳米材料的载体。无机纳米粒子可以将易于团簇的石墨烯片层分开，防止团簇，从而两者形成石墨烯-无机纳米粒子新型的复合材料，这些材料广泛的应用于检测、催化和气体存储等方面。目前已报道的有负载的金属纳米粒子Ag、Au、氧化物纳米粒子ZnO和Fe3O4等。 3、其它石墨烯复合材料 石墨烯不仅仅可以和高分子、无机纳米材料复合，还可以同时结合高分子、纳米粒子和碳基材料中的一种或者两种，形成多元的含有石墨烯的复合材料。这类材料具有多功能性，用于超级电容器或者传感器等。 二、石墨烯复合材料在水治理的应用 1、吸附作用 碳材料中活性碳和碳纳米管被广泛的应用于水净化领域，将石墨烯与其它化合物进行复合，这些复合材料在吸附污染物上有非常高的效率，可以应用于染料、多芳香环烃和汽油的吸附。比如利用磁性-壳聚糖-石墨烯的复合材料可以大大提高去除溶液中的亚甲基蓝的效率，吸附能力达到

石墨烯基复合材料的制备及吸波性能研究进展

石墨烯基复合材料的制备及吸波性能研究 进展 摘要随着吉赫兹（GHz）频率范围的电磁波在无线通信领域的广泛应用，诸如电磁干扰、信息泄露等问题亟待解决。此外，军事领域中的电磁隐身技术与导弹的微波制导需要，使得电磁波吸收材料受到持续而广泛的关注。因此，迫切需要发展一种厚度薄、频带宽、强吸收的吸波材料。 石墨烯作为世界上最薄硬度最强的纳米材料，优点很多，例如石墨烯制成的片状材料中，厚度最薄，比表面积较大，具有超过金刚石的强度等，这些优点满足吸波材料的需求。石墨烯基复合材料在满足吸波材料基本要求的基础上又提升了材料吸收波的能力。 本文简单地介绍了吸波材料及石墨烯，综述概况了石墨烯基复合材料的研究现状，包括石墨烯复合材料制备方法、微观形貌以及复合材料的吸波性能，提出了石墨烯基复合吸波材料未来的发展方向。 关键词石墨烯基；吸波材料；纳米材料

Progress in Preparation and absorbing properties of graphene-based composites Abstract With the gigahertz (GHz) frequency range of the electromagnetic waves are widely used in wireless communications, such as electromagnetic interference, information leaks and other problems to be solved. In addition, military stealth technology in the field of electromagnetic and microwave guided missiles require such electromagnetic wave absorbing material is subjected to a sustained and widespread concern. Therefore, an urgent need to develop a thin, wide frequency band, a strong absorption of absorbing materials. Graphene as the strongest of the world's thinnest hardness nanomaterials, has many advantages, such as a sheet material made of graphene, the thinnest, large specific surface area, with more than a diamond of strength, these benefits meet absorbers It needs. Graphene-based composites on the basis of absorbing materials to meet the basic requirements but also enhance the ability of the material to absorb waves. This article briefly describes the absorbing material and graphene, graphene reviewed before the status quo based composite materials research, including graphene composite material preparation, morphology and absorbing properties of composites made of graphene-based composite

石墨烯在复合材料中的应用

石墨烯在复合材料中的应用 龚欣 （东南大学机械工程学院南京211189） 摘要：介绍了石墨烯与有机高聚物、无机纳米粒子以及其它碳基材料的复合物，同时展望了这些材料在相关领域中的应用前景． 关键词：石墨烯纳米复合材料 2004年至今, 关于石墨烯的研究成果已在SCI检索期刊上发表了超过2000篇论文, 石墨烯开始超越碳纳米管成为了备受瞩目的国际前沿和热点．基于石墨烯的纳米复合材料在能量储存、液晶器件、电子器件、生物材料、传感材料和催化剂载体等领域展现出许多优良性能，具有广阔的应用前景．目前研究的石墨烯复合材料主要有石墨烯/聚合物复合材料和石墨烯/无机物复合材料两类，其制备方法主要有共混法、溶胶-凝胶法、插层法和原位聚合法.本文将对石墨烯的纳米复合材料及其性能等方面进行简要的综述． 一、基于石墨烯的复合物 利用石墨烯优良的特性与其它材料复合可赋予材料优异的性质．如利用石墨烯较强的机械性能，将其添加到高分子中，可以提高高分子材料的机械性能和导电性能；以石墨烯为载体负载纳米粒子，可以提高这些粒子在催化、传感器、超级电容器等领域中的应用． 1.1 石墨烯与高聚物的复合物 功能化后的石墨烯具有很好的溶液稳定性，适用于制备高性能聚合物复合材料．根据实验研究，如用异氰酸酯改性后的氧化石墨烯分散到聚苯乙烯中，还原处理后就可以得到石墨烯-聚苯乙烯高分子复合物．该复合物具有很好的导电性，添加体积分数为1%的石墨烯时，常温下该复合物的导电率可达0.1S/M，可在导电材料方面得到的应用． 添加石墨烯还可显著影响高聚物的其它性能，如玻璃化转变温度(Tg)、力学和电学性能等．例如在聚丙稀腈中添加质量分数约1%的功能化石墨烯，可使其Tg 提高40℃．在聚甲基丙烯酸甲酯（PMMA）中仅添加质量分数0.05%的石墨烯就可以将其Tg提高近30℃．添加石墨烯的PMMA比添加膨胀石墨和碳纳米管的PMMA具有更高的强度、模量以及导电率．在聚乙烯醇（PVA）和PMMA中添加质量分数0.6% 的功能化石墨烯后，其弹性模量和硬度有明显的增加．在聚苯胺中添加适量的氧化石墨烯所获得的聚苯胺-氧化石墨烯复合物的电容量（531F/g）比聚苯胺本身的电容量（约为216F/g）大1倍多，且具有较大的拉伸强度（12.6MPa）．这些性能为石墨烯-聚苯胺复合物在超级电容器方面的应用创造了条件． 石墨烯在高聚物中还可形成一定的有序结构．通过还原分散在Nafition膜中

智能锂电池充电管理方案

智能锂电池充电管理方案(1) 2012-07-30 21:59:37 来源:21ic 关键字：智能锂电池充电管理 1 引言 锂离子电池是上世纪九十年代发展起来的一种新型二次电池。由于锂离子电池具有能量密度高和循环寿命长等一系列的优点，因此很快在便携式电子设备中获得广泛应用，也获得了锂电池生产商的青睐。 锂离子电池主要由正极活性材料，易燃有机电解液和碳负极等构成。因此，锂离子电池的安全性主要是由这些组件间的化学反应引起。 在使用中，根据锂电池的结构特性，最高充电终止电压应低于4.2 V，绝对不能过充，否则会因正极锂离子拿走太多，产生危险。其充放电要求较高，一般应采用专门的恒流、恒压充电器进行充电。通常恒流充电至设定值后转入恒压充电，当恒压充电至0.1 A 以下时，应停止充电。 锂电池的放电由于内部结构所致，放电时锂离子不能全部移向正极，必须保留一部分锂离子在负极，以保证下次充电时锂离子能够畅通地嵌入通道。否则，电池寿命会缩短，因此在放电时需要严格控制放电终止电压。 因此，设计一套高精度锂离子充电管理系统对于锂离子电池应用是至关重要的。本文介绍的智能化锂电池充电系统是专门为锂电池设计的高端技术解决方案。该系统适用于锂离子/镍氢/铅酸蓄电池单体及整组进行实时监控、电池均衡、充放电电压、温度监测等，采用了电压均衡控制、超温保护等智能化技术，是功能强大、技术指标完善的动力电池充电管理系统。 2 系统构成与设计 充电系统主要由n 个(可扩充)充电模块和上位PC 机监控软件组成。支持充电过程编程，可按恒流充电、恒压充电等多种工况进行相应组合设置工作步骤，除了具有硬件过压过流保护，还允许用户定义每个通道的过电压、过电流等参数值，具备数据采集、存储、通讯及分析功能，具有掉电保护功能，不丢失数据。另外还配置锂电池管理系统，它主要由充电机、主控单元、数采单元和人机界面组成，硬件组成框图如图1 所示。

石墨烯及其纳米复合材料发展.

河北工业大学 材料科学与工程学院 石墨烯及其纳米复合材料发展概况 专业金属材料 班级材料116 学号111899 姓名李浩槊 2015年01月05日

摘要 自从2004年，英国曼彻斯特大学物理学家安德烈·海姆和康斯坦丁·诺沃肖洛夫，成功地在实验中从石墨中分离出石墨烯，石墨烯因其优异的力学、电学和热学性能已经成为备受瞩目的研究热点。 石墨烯的碳原子排列与石墨的单原子层雷同，是碳原子以sp2混成轨域呈蜂巢晶格(honeycomb crystal lattice)排列构成的单层二维晶体。石墨烯可想像为由碳原子和其共价键所形成的原子尺寸网。石墨烯是世上最薄也是最坚硬的纳米材料，它几乎是完全透明的，只吸收2.3%的光；导热系数高达5300 W/（m·K），高于碳纳米管和金刚石，常温下其电子迁移率超过15000 cm2 /（V·s），又比纳米碳管或硅晶体高，而电阻率只约10-6Ω·cm，比铜或银更低，为世上电阻率最小的材料。因为它的电阻率极低，电子跑的速度极快，因此被期待可用来发展出更薄、导电速度更快的新一代电子元件或晶体管。由于石墨烯实质上是一种透明、良好的导体，也适合用来制造透明触控屏幕、光板，甚至是太阳能电池。 石墨烯的结构非常稳定，石墨烯内部的碳原子之间的连接很柔韧，当施加外力于石墨烯时，碳原子面会弯曲变形，使得碳原子不必重新排列来适应外力，从而保持结构稳定。这种稳定的晶格结构使石墨烯具有优秀的导热性。 但是，因为石墨烯片层之间存在很强的范德华力，导致其很容易堆积团聚，在一般溶剂中的分散性很差，所以其应用领域受到了限制。本文通过收集、查阅多篇有关石墨烯研究的论文，分析、整理了石墨烯及其纳米复合材料的制备技术发展及其应用的相关知识、理论。 关键词：石墨烯纳米材料制备复合材料