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Tuesday, June 4th, 2013

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    4:00a
    Crash-testing lithium-ion batteries
    Lithium-ion batteries are lightweight, fully rechargeable, and can pack a lot of energy into a small volume — making them attractive as power sources for hybrid and electric vehicles.

    However, there’s a significant downside: Overheating and collisions may cause the batteries to short-circuit and burst into flames. Engineers have worked to improve the safety of lithium-ion batteries, largely by designing elaborate systems to cool and protect battery packs.

    But Tomasz Wierzbicki, a professor of applied mechanics and director of MIT’s Impact and Crashworthiness Laboratory, says there may be ways to make batteries themselves more resilient — an improvement that could reduce the bulk of protective housing, in turn reducing fuel costs.

    First, though, Wierzbicki says engineers need to understand the mechanical properties and physical limits of existing batteries.

    Now he and MIT postdoc and MIT Battery Consortium co-director Elham Sahraei have studied the resilience of cylindrical lithium-ion batteries similar to those used to power the Tesla Roadster and other electric vehicles. The team subjected individual cells to forces mimicking frontal, rear and side collisions. Using data from these experiments, the researchers developed a computer model that accurately simulates how a battery can deform and short-circuit under various crash scenarios.

    Among their observations, the researchers found that a battery’s shell casing — an outer lining of aluminum or steel — may contribute differently to overall resilience, depending on the scenario. Making shell casings more ductile or flexible, the team says, may be one way to improve the safety of lithium-ion batteries.

    Wierzbicki says the team’s model may be used to design new batteries, as well as to test existing batteries. The model may also be incorporated into whole-vehicle simulations to predict a battery pack’s risk of “thermal runaway,” a term engineers use to describe cases of catastrophic fire and smoke.

    “We are developing computational tools to redesign batteries so the new generation is more resilient,” Wierzbicki says. “These batteries may be able to take much higher loads without getting into the thermal runaway that everyone’s afraid of.”

    The team has published its results this month in the Journal of Power Sources.

    Crushing a jellyroll

    Wierzbicki says that in order to know how a battery will deform in a crash, it’s important to “start from the smallest building block.” In the case of lithium-ion battery packs, that building block is the “jellyroll”: a single battery’s interior, which is made up of alternating anode and cathode layers, and a separating layer, all rolled up and encased in a protective tube of aluminum or steel.

    The batteries work when lithium ions travel across each separating layer, creating a current. But when the separator is compromised by the forces generated by an impact, a battery can short-circuit, and possibly catch fire.

    To test a battery’s resilience, the team crushed batteries between metal plates in various orientations, and used metal spheres and rods to dent and deform individual cells. The tests were designed to mimic certain repercussions of a crash: batteries crushing each other, or parts of a battery pack piercing the individual batteries inside.

    To prevent “catastrophic thermal runaway,” the researchers ran each test on batteries that were 90 percent discharged; the remaining 10 percent charge still allowed measurement of sudden drops in voltage. In addition to voltage, Wierzbicki and Sahraei monitored battery temperature and structural deformation after impact.

    Keeping ahead of thermal runaway

    The researchers used their data to develop a computational model for how a single cylindrical lithium-ion battery deforms under various crash scenarios. The model, which the researchers validated with further experimental tests, accurately predicted battery indentation under a certain load or force.

    “With the knowledge of how a battery reacts in a crash, you can design your battery pack to resist damage,” Sahraei says. “When you have a better understanding of how the cells react, you may find you could reduce the weight of the battery pack by reducing the excessive protective structures around it.”

    Sahraei, Wierzbicki and their colleagues are continuing to study the physical limits of cylindrical lithium-ion batteries, as well as the pouch and prismatic batteries that are used to power vehicles like the Chevrolet Volt. Ultimately, the group hopes to scale up experiments to test the integrity of whole battery packs, and incorporate battery models into whole-vehicle simulations. To further explore new and safer designs, Wierzbicki is forming a battery consortium that will include lithium-ion battery manufacturers and car companies.

    Per Onnerud, chief technology officer at Cloteam, an energy-storage startup in Framingham, Mass., says the safety of electric vehicles’ batteries will become a more pressing issue in the near future: To reduce carbon dioxide emissions, federal officials hope to dramatically increase sales of plug-in electric vehicles by 2020.

    “In order for us as a society to realize these targets, the systems have to be intrinsically safe on the lowest-level component,” says Onnerud, who did not participate in the research. “This is an important part of driving cost down. It all starts with the design.”

    While it’s virtually impossible to design lithium-ion batteries to be risk-free, Wierzbicki says that models like his can help to reduce catastrophic outcomes in accidents involving electric vehicles.

    “There’s a certain critical velocity at which bad things happen,” Wierzbicki says. “Right now, thermal runaway might occur during a 20-mph side collision. We’d like to increase that threshold to maybe 40 mph. By doing this, maybe 95 percent of accidents would be safe from the point of view of a battery exploding. But there will always be some collision — for example, a very fast car hits a tree or a post — and that’s not a survivable accident for people and also for batteries. So you cannot have absolute safety. But we can increase this safety.”

    This work received support from the Ford-MIT Alliance, as well as the MIT Battery Consortium.
    3:00p
    Why innovation thrives in cities
    In 2010, in the journal Nature, a pair of physicists at the Santa Fe Institute showed that when the population of a city doubles, economic productivity goes up by an average of 130 percent. Not only does total productivity increase with increased population, but so does per-capita productivity.

    In the latest issue of Nature Communications, researchers from the MIT Media Laboratory’s Human Dynamics Lab propose a new explanation for that “superlinear scaling”: Increases in urban population density give residents greater opportunity for face-to-face interaction.

    The new paper builds on previous work by the same group, which showed that increasing employees’ opportunities for face-to-face interaction could boost corporations’ productivity.

    In those studies, the researchers outfitted employees of a bank, of an IT consulting firm, and of several other organizations with tiny transmitters, developed by the Human Dynamics Lab, that actively measured the time the wearers spent in each other’s presence. Obviously, that approach wouldn’t work in a study of the entire populations of hundreds of cities.

    So Wei Pan, a PhD student and first author on the new paper, looked at a host of factors that could be used to predict what the researchers are calling social-tie density, or the average number of people that each resident of a city will interact with in person. Those factors include things like the number of call partners with whom a cellphone user will end up sharing a cell tower, instances of colocation with other users of location-tracking social-networking services like Foursquare, and the contagion rates of diseases passed only by intimate physical contact.

    The availability of different types of data varied across the hundreds of cities in the United States and Europe that the researchers considered. But Pan and his colleagues concocted a single formula that assigned each city a social-tie-density score on the basis of whatever data was available. That score turned out to be a very good predictor of each city’s productivity, as measured by both gross domestic product and patenting rates.

    Planning for productivity

    “When you pack people together, something special happens,” says Alex “Sandy” Pentland, the Toshiba Professor of Media Arts and Science and director of the Human Dynamics Laboratory. “This is the sort of thing that Adam Smith wanted to explain. He explained it through specialization: People were able to narrow what they did to get better at it, and because they were nearby, they could trade with each other. And Karl Marx described a different kind of specialization, which is classes — management class, owner class and proletariat. And other people have come up with other explanations for this basic phenomenon.”

    What the new work shows, Pentland says, is that “a lot of the things that people have been arguing about for centuries are not actually things that need explaining. They just come from the basic pattern of social networks.”

    The work could, however, have very real consequences for urban planning. For instance, Pentland says, there’s evidence that the principle of superlinear scaling does not hold in poor countries, even in cities with the same population densities as major European and American cities. “The reason is that the transportation is so bad,” Pentland says. “People might as well be in the village, because they only interact with their little local group.”

    Similarly, Pan says, “People know that when a city’s population grows, there’s scaling, and the productivity increases. But in these megacities, especially in China, no one knows whether that scaling will continue, because no other city is that big.”

    In Beijing today, Pan says, “it’s really hard to move from one side to the other. I believe, personally, that social-tie density will drop because you can’t really move freely anymore with the population increases. Unless Beijing solves these transportation problems, pumping in more people won’t continue to drive the density.”

    Pentland adds that another figure that usually scales superlinearly with urban population is crime. But an exception to that rule is Zurich. “For various reasons, its population has exploded in the last 20 years,” Pentland says. “And they knew this was going to happen because of demographics. So they invested just an unholy amount of money in public transportation. You end up with this cloud of towns around Zurich, but everybody can get into Zurich in 15 minutes. More than 60 percent of the population moves into the center of Zurich during the day.” As a consequence, Pentland says, Zurich enjoys all of the productivity benefits of social-tie density with much lower crime rates.

    “In the next 10 years, we expect that India and China will each build a hundred cities of a million people or more,” Pentland says. “Hopefully, what we can do is help them make better choices in designing these cities.”

    The ‘first word’

    According to Michael Macy, a professor of social studies and information science at Cornell University and director of Cornell’s Social Dynamics Laboratory, the Media Lab researchers “have an insight into the relationship between population density and network density that has novelty from both sides — both from the literature on population density and also from the literature on network density.”

    “If you look at it from the standpoint of people who studied population density and urban density, what they’re showing is that it’s not just spatial concentration of people; it’s the associated differences in the social relationships among those people,” Macy says. “And then, from the network side, they’re pointing out that it’s not just a matter of network density but the consequences of network density for face-to-face interaction.”

    Macy cautions that while the researchers’ measures of social-tie density correlate well with productivity, that doesn’t rule out the possibility that other factors are at work. “They’re suggesting a line of research based on a generative model that fits the data really well,” he says. “But obviously, when you fit a model well to data, that doesn’t mean that that’s the only model that could do it.”

    “Yet what they are showing makes a lot of sense logically, it’s impressive empirically, and it opens up a direction for further research,” he adds. “It’s clear that this is not the last word on the subject. But in some ways, what’s important about it is that it’s the first word.”

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