LIB drives the New Generation DSRV Tomomi KAGEYAMA 1 , Makoto MUKAI 2 - - PDF document

UDT 2020 UDT Extended Abstract Template Presentation/Panel

H49A-200003

LIB drives the New Generation DSRV

Tomomi KAGEYAMA1, Makoto MUKAI2

1Technical Manager, Toshiba Infrastructure Systems & Solutions Corporation, Kawasaki, Japan 2 Assistant Manage, Kawasaki Heavy Industries, Ltd., Kobe, Japan

Abstract — Lithium-ion battery (LIB) technology is moving on at a pace, and Japan has been an early pioneer of the use of this technology, particularly within submersibles/submarines, European submarine designers are now mostly looking to adopt this technology within their future submarine designs. Japan has now launched two Diesel Submarine s fitted with LIB and experienced operation with the use of LIB within its special submersibles. The No.3 Deep Submergence Rescue Vehicle (DSRV) was completed and started operation in 2018 as a replacement for No.1 DSRV, which entered service in the mid 1980’s with the Japan Maritime Self Defense Force (JMSDF). These DSRV ware designed and built by one of the Japanese submarine shipbuilders, Kawasaki Heavy Industries, Ltd (KHI) in order to rescue the crew members safely from a submarine in distress. During the design and development of the No.3 DSRV, LIB and Quick Charger system

was adopted in the design, to shorten the total rescue time with a rapid charging capability and battery installed in the cabin to reduce risks of watertight. The Toshiba rechargeable battery “SCiBTM” was selected for the No.3 DSRV’s propulsion battery systems, due to its excellent input characteristics, low-heat characteristics and excellent safety characteristics.

1 BACKGROUND

The battery is beneficial for being designed for commercial use and already had been adopted by several Electric Vehicles (EV), Hybrid Electric Vehicles (HEV) and Railways around the world. This field quality record proves high safety, quality and reliability with “Zero Defect” of the SCiBTM cell since 2008, the start of mass production and its deployment into the operational field around the world. In this paper, we will discuss some of the initial design decision which led to the adoption of this battery technology, and then go on to provide an operator’s report from JSMDF on the operational experiences gained after completing over one-year of operational activity with the No.3 DSRV.

2 THE NO.3 DSRV OVERVIEW

Since the delivery of first submarine in Japan, Kawasaki has been building many submarines and developed numerous underwater technologies as a pioneer of building Japanese submarines. The No.3 DSRV was completed and started operation in 2018 as a replacement for the No.1 DSRV. [1] Figure 1-1 DSRV No.3 Figure 1-2 DSRV (No.3 vehicle) In the case of rescue operation, it is launched from mother ship “Chiyoda” and approaches to the troubled submarine using several types of sonars. [1] Operation of DSRV is shown in Figure 1-3.

UDT 2020 UDT Extended Abstract Template Presentation/Panel Figure 1-3 DSRV Operation The No.3 DSRV was designed and built in order to rescue the crew members safely from troubled submarine. Layout

• f the No.3 DSRV is shown in Figure 1-4.

Figure 1-4 No.3 DSRV Layout The sophisticated design of Kawasaki Heavy Industries shortened the No.3 DSRV construction period by minimize battery development phase, and realized TRL (Technical Readiness Level) 9. Project schedule of the No.3 DSRV is shown in Figure 1-5 Figure 1-5 Schedule of No.3 DSRV

3 SCIB™ OVERVIEW

In the commercial field, the expectation for EV is not to emit exhaust gas such as carbon dioxide (CO2) from consideration of environment. As a battery for EV, loading

• f Lithium ion battery (hereinafter referred to as “LIB”) in

which small size and weight saving are possible has been

• started. Moreover, LIB has been adopted for the BESS

(Battery Energy Storage System) for electric power compensation of commercial power transmission and distribution networks which carries out the rapid charge and discharge of the high electric power. Toshiba has started production of LIB named “SCiBTM “having six advantageous points differential from other conventional

• LIB. SCiBTM is excellent in Low-temperature operation,

High input/output, Rapid charging, Wide effective SOC range, long life and safety. It is deployed such as several EV/HEV, railways, and World’s largest BESS. [2], [3] The feature of SCiBTM is shown in Figure 2-1 and the basic specification of a cell is shown in Table 2-1. Figure 2-1 SCiB™ features

* Specifications shown herein are not guaranteed values and are subject to change without notice. Performance depends on usage conditions. * The package design presented here and on the web is for catalogue purpose, so the design of the actual battery will be different. * 23Ah cell uses part of technology achievement made by Japan's New Energy and Industrial Technology Development Organization (NEDO) subsidized projects.

Safety: Uses highly safe lithium titanium oxide (LTO) Long life: Over 20,000 cycles* Low-temperature

• peration:

Can be used at temperatures as low as -30°C Rapid charging: Rechargeable in 6 minutes* High input/output: Chargeable at large current and provides large current output Wide effective SOC range**: Provides a large available capacity

* Measured with a particular single cell under specific conditions ** SOC: State of Charge

UDT 2020 UDT Extended Abstract Template Presentation/Panel Table 2-1 SCiB™ Cell Specification (23Ah) Nominal capacity 23 Ah Energy density 202 Wh/L Dimensions W116 × D22 × H106 mm Weight

• Approx. 550 g

The features, such as high safety, high rapid charge characteristic, and a longer operating life, SCiB™ with LTO anode provides with a long life of over 20,000 charge and discharge cycles (with 3C rate equal to 300% of rated current and full depth of discharge), rapid charging, high Input/output power performance and excellent low-temperature operation, all while maintaining a high level of safety. SCiB™ has been applied to following platforms Vehicles (Passenger cars) [4]

• SUZUKI MOTOR CORPORATION
• NISSAN MOTOR CO., LTD
• Mitsubishi Motors Corporation
• Mazda Motor Corporation

Vehicles (Commercial vehicles) [4]

• Hino Motors, Ltd
• Solaris Bus & Coach S.A.
• Val Hool
• Proterra
• Kawasaki Tsurumi Rinko Bus Co., Ltd
• Northern Iwate Transportation Inc.
• SCiB™ wireless charging for EV Bus
• NEDO project in Malaysia
• Uzushio Electric Co., Ltd.

Railways [5]

• West Japan railway Company (Hybrid propulsion

system)

• Tokyo Metro Co., Ltd (Emergency-Running

Battery System)

• Tobu Railway Co., Ltd. (Traction energy storage

system (TESS))

• Actio Corporation (Battery-driven locomotive)
• Shin-Tomoe Electric Manufacturing Co., Ltd.

(Battery powered locomotive) Boats [5]

• Tokyo

University

• f

Marine Science and Technology (Hybrid electric boat) JR central and Toshiba jointly developed the power supply which adopted lithium ion battery for New Shinkansen

• N700S. [6]

2.1 Concept of the SCiBTM Main Storage Battery System (MSBS) for the No.3 DSRV The concept of the SCiBTM Main Storage Battery System (MSBS) for the No.3 DSRV is using for SCiBTM cells and

• modules. It is a general-purpose commercial product

which carries

• ut

packaging according to the environmental condition of the Rescue room of the No.3

• DSRV. The configuration image of the SCiBTM MSBS is

shown in Figure 2-2. Figure 2-2. Components image of the SCiBTM MSBS 2.1.1 SCiB™ MSBS for No.3 DSRV SCiB™ MSBS was adopted as the MSBS of the No.3 DSRV which is operated by the Japan Maritime Self Defense Force. This concept was the same as the SCiBTM

• MSBS. It is the example of the features of SCiBTM suited

to customer demand. Conform to Customer Requirement;

• Safety;

Highly safe Lithium titanium oxide (LTO) for Anode of SCiBTM Repeated Rapid Recharging (R3) - Low heat generation during charge for SCiB™

• Long life;

Battery chemistry was changed from a Zinc - Silver Oxide Secondary Battery to SCiBTM Development cost reduction - The use of standard commercial products (The SCiBTM Cell and Module)

• High reliability;

To enhance the reliability on the entire batteries by

• ptimized packaging

2.1.2 Export Control of Japanese Government Trade Control of the Japanese government for technology and the product which will export from Japan to the

• verseas submersibles/submarines are controlled based on

the Foreign Exchange and Foreign Trade Law of Japan. The cells and modules are consumer products performing energy storage performance of the SCiBTM MSBS. For the

UDT 2020 UDT Extended Abstract Template Presentation/Panel reason, the SCiBTM MSBS is the "DUAL USE"(non- weapon) and ITAR free products which may be used for both defence and commercial platform. The commercial "mature" technology which has many investment returns with by utilizing SCiBTM effectively to a defence system such as Diesel submarines and/or submersibles, the subject

• f a lead acid and/or Silver Oxide-Zinc secondary main

storage battery may be solved challenges and realizes improvement in performance of the platform. 2.2 Advantages of the SCiBTM MSBS for No.3 DSRV When considering adoption of the SCiBTM MSBS as a main storage battery of the No.3 DSRV, there are many factors which should be taken into consideration, such as safety, environment resistance, cooling and higher efficiency in installation for limited space in the Rescue

• room. The SCiBTM MSBS is shown below about the

advantage in case of applying to the No.3 DSRV. 2.2.1 Safety and high Quality MSBS for No.3 DSRV

• peration

The important matter that should be examined when selecting the main storage battery of a No.3 DSRV is

• safety. When it rapidly charges during operation in low-

temperature ocean area, a Lithium metal deposits may happen and rise up a risk of internal short-circuit. In the case of SCiBTM, it is designed to ensure safety from a material level to internal short-circuits by having adopted LTO as the anode. In order to certainly prevent the internal short-circuit which is the dangerous failure mode of a LIB, safety allowance should be designed. Since SCiBTM has about 1.55 V safety allowance in anode potential, even if it carries out rapid charge under low-temperature conditions, a Lithium metal does not deposit theoretically, therefore battery design of SCiBTM realize very low risk for internal short-circuit. The key map of a Lithium metal deposit is shown in Figure 2-3. Figure 2-3 Safety margin against Lithium-metal deposition Electrode potential of the LTO anode prevents Lithium- metal deposition, even in cold conditions with high input power, and its safety will be kept until end of the battery

• life. Even if there is a design margin, internal short-circuit

may occur by external factors. When internal short-circuit starts, we cannot detect and control from the outside. And until all the energy inside the cell releases energy through a small point of internal short-circuit. From our test results, after internal short-circuit occurs in the LIB with carbon anode, all the energy will rush on a small short circuit part within about one minute. As a result, a short circuit current makes the cell overheated, and it is the worst case, it may result in a fire, rupture and explosion. In the case of the LTO anode of SCiBTM, the phase change is carried out from High Conductive phase of LTO to Low Conductive Phase, and it protects a short-circuit current material itself. For this reason, when internal short-circuit occur in SCiBTM, it becomes very slow electric discharge, and the reaction of a short circuit was completed without high temperature rising by concentration of current at short- circuit point. The battery does not fall in a dangerous state as a result. Comparison of internal short-circuit developmental time SCiBTM and the conventional LIB with a carbon anode is shown in Figure 2-4. Figure 2-4 Phase transformation in the LTO anode This field quality record proves high safety, quality and reliability with “Zero Defect” of the SCiBTM cell since 2008, the start of mass production and its deployment into the operational field around the world. Since the SCiBTM cell is sealed completely, there is no generating of the gases at charge and discharge. It can be noted as an advantageous point for a submersibles platform use not to generate hydrogen gas to the air like a lead acid storage

• battery. Moreover, since the SCiBTM cell does not contain

materials of environmentally hazardous substances, such as a lead acid, it even repeats frequent charge and discharge with a large-scale battery system. The replacement interval of the main part of the SCiBTM MSBS will be longer than other conventional LIB, and it can be less waste material through its life time. It realizes an environment-friendly defence system. The SCiBTM MSBS is designed to prevent propagation of a cell thermal

• runaway. SCiB™ Module has been complied with

“Secondary cells and batteries containing alkaline or other non-acid electrolytes –Safety requirements for secondary lithium cells and batteries, for use in industrial applications”, IEC 62619 (2017). For battery control view, easy to detect overcharge status of the SCiBTM MSBS with sudden one Volt changes its battery voltage by the electrical property of the LTO anode compared with small changes voltage of the carbon anode type of conventional

• LIB. This characteristic is great help for the Battery

Management System (BMS) for No.3 DSRV to keep a risk

UDT 2020 UDT Extended Abstract Template Presentation/Panel

• f overcharge kept very low. The anode characteristic at

the range of overcharge of SCiBTM is shown in Figure 2-5. Figure 2-5. SCiB™/LTO Negative Electrode Voltage in

• vercharge range

2.2.2 Long Life The technical background of longer operating life of SCiBTM characteristic is shown below. The conventional LIB with carbon anode becomes capacity degradation by the thickness of electrode changing two percent in high SOC approximately. The thickness change of LTO anode and carbon anode is shown in Figure 2-6. Figure 2-6. Thickness change of LTO anode and carbon anode Small thickness change of LTO anode occurs due to Lithium-ion intercalation/deintercalation preventing progress of the battery capacity degradation along with repeated charge/discharge cycles. Even if it repeats 20,000 cycles in 0-100% of deep cycle with high rate charging- discharging (20AhCell, 3C, 300% of rating current) little degradation of capacity retention. The result of the cycle test of the SCiBTM 20Ah cell is shown in Figure 2-7 . Figure 2-7 Cycle test result (SCiB™ 20Ah Cell) The SCiBTM MSBS realize remote monitor and control from outside of sealed battery pack. The SCiBTM MSBS will realizes maintenance free in the

• cean operations and reduce work load for crews.

2.2.3 Wide effective SOC Range for increased

• perational time

After performing discharge during the No.3 DSRV

• peration, it is necessary to charge quickly to be ready for

next operation. During operation in the ocean, the main storage battery of the No.3 DSRV shall be managed to maintain the best performance. Safety must be secured also during the repeat of rapid charge and discharge by large electric power. SCiBTM has wide SOC range since the safety margin of LTO anode and can be used to over 90% of DOD even if a lifetime is taken into consideration. SCiBTM cell constitutes all the electrode made from aluminium materials, since there is no dissolution obtained enforce its endurance to over discharge condition, and can secure wide range of SOC. [8] This wide SOC range may reduce the nominal capacity or quantity of the main storage battery in a platform. Generally, the characteristic of Wide SOC may be used in order to raise the cruising range of a

• platform. [7] In case of SCiBTM, equalizing charge is

unnecessary, and the balance of a cell has balanced automatically by cell balance function of Battery Management Unit (BMU), it always prepare all the energy stored in the SCiBTM MSBS. [9] 2.2.4 Rapid charging performance enforce a No.3 DSRV operation In case of Zinc – Silver oxide Secondary Battery has short cycle life and expensive raw material. [10] In rapid charge performance, LIB has the capability to charge with higher current rate than Silver Oxide-Zinc secondary battery. Although a LIB with carbon anode charged by large electric power to upper limit, the carbon crystal structure swells and may degrade capacity retention. [11] SCiBTM being adopted in EV, it is required excellent in especially the rapid charge characteristic to receive regeneration

• energy. Even if it repeats frequent rapid charge, SCiBTM

UDT 2020 UDT Extended Abstract Template Presentation/Panel does not degrade its performance. So that SCiBTM fits for the rapid charge at the repeated diving of DSRV. 2.2.5 Low Temperature performance for arctic

• peration

The SCiBTM can be charged in -30 deg. C environment. In the LTO anode, it has a margin to which Lithium metal dendrite does not happened in the case of low temperature with large electric power charge. This has special importance by the operation in low-temperature ocean

• space. [7]
• 3. Pacific Reach 2019 Submarine Rescue

Exercise

From November 4th to 15th, the JMSDF participated in the Pacific Reach 2019, the eighth submarine rescue exercise in the Western Pacific on west area of Perth. The exercise was conducted by the countries holding the submarine rescue capabilities in the Western Pacific for the purpose of improving the capabilities and enhancing trust among the participating navies. This year’s event was hosted by Australia, joined by Japan, the United States, the Republic of Korea, Singapore, and Malaysia. The JMSDF dispatched Submarine Rescue Ship “Chiyoda.” to jointly conduct submarine rescue exercise, and search and rescue Table Top Exercise as well as a medical symposium and other events with the participating

• countries. Through this exercise, the MOD/JSDF worked

to increase mutual knowledge and experience in submarine rescue and to enhance relationships of trust with the participating countries. (Pictures are shown Figure 3-1 to Figure 3-4.) [12] The Japan Maritime Self-Defense Force Face book Pictures are shown Figure 3-5 to Figure 3-9. [13]

UDT 2020 UDT Extended Abstract Template Presentation/Panel Figure 3-1 Member of the Pacific Reach 2019 Submarine Rescue Exercise Figure 3-2 JMSDF Submarine Rescue Ship “Chiyoda.” Figure 3-3 No.3 DSRV on platform Figure 3-4 Interior of Rescue Room Figure 3-5 No.3 DSRV Entry Figure 3-6 Interior of Cockpit Figure 3-7 No.3 DSRV Mating with Australian submarine Figure 3-8 Smiling in the Rescue Room

UDT 2020 UDT Extended Abstract Template Presentation/Panel Figure 3-9 Presentation at Pacific Reach 2019

• 4. Operator’s report

4.1 The view from operation Since there are no troubles, such as an insulate resistance deterioration, through a year and almost being not influenced by external conditions (temperature, humidity, etc.), the performance stable as the planned value is

• designed. While the time required of battery charging time

was sharply shortened as compared with the conventional silver oxide zinc carbon batteries. The operating ratio of DSRV went up from the time which the charge usually took and now repeated dive training can be conducted continuously. 4.2 The view from maintenance If the battery management as regulation is not neglected, since the periodical maintenance is unnecessary and landing / loading work of a battery is also unnecessary at the time of dive, maintenance nature improved sharply.

• 5. Conclusion

From view of the No.3 DSRV performance, the safety and quick charging capability of the SCiB™ reduce total rescue time. From view of the No.3 DSRV maintenance, the mature SCiB™ technology increases operating rate and reduce work load of crew, maintenance cost and maintenance time. From view of the construction program, the mature SCiB™ Cell, Modules, and Battery Management Unit minimized battery development cost and schedule, and total cost of the No.3 DSRV program. The SCiB™ MSBS of No.3 DSRV was endorsed as TRL9 by the report from “Chiyoda” based on the operational experience for one-year. The Sophisticated Kawasaki shipbuilding design and the mature SCiB™ technology improved operational performance and maintainability of New Generation DSRV.

Acknowledgements

We would like to express our very great appreciation to Mr. Jeff Owen for his valuable and constructive suggestions during the planning of this paper. And we would like to express our very great appreciation for support pictures and comments of Acquisition, Technology & Logistics Agency(ATLA) and Japan Maritime Self-Defense Force (JMSDF).

References

[1] DSRV (Deep Submerge Rescue Vehicle), leaflet, Kawasaki Heavy Industries, Ltd. (2019) [2] Toshiba Review, SCiB™ Battery Modules for Electric Vehicles, Vol.66 No.11 (2011) https://www.toshiba.co.jp/tech/review/2011/11/66_1 1pdf/f05.pdf [3] Toshiba News and Topics, Toshiba Completes Delivery of World’s largest Lithium-ion Battery Energy Storage System in Operation -- BESS for Tohoku Electric Power Company Begins Operation – (26 Feb 2016) https://www.toshiba.co.jp/sis/en/topics/2016/201602 26.htm [4] SCiB™ home page, SCiB™ Rechargeable Battery, Applications, Automotive (2020) https://www.scib.jp/en/applications/automotive.htm [5] SCiB™ home page, SCiB™ Rechargeable Battery, applications, Railways & Boats (2020) https://www.scib.jp/en/applications/railway- ship.htm [6] JR-central.co.jp, News release https://jr- central.co.jp/news/release/pdf/000030982.pdf(2016) [7] International Seminar on Current and Future Challenges in Design and Construction

• f

Underwater Vehicles, FICCI Federation House, Tansen Marg, New Delhi, Page 233 to 250, Article 20 (November 22, 2016) FEASIBILITY OF USING LITHIUM TITANATE BATTERIES FOR EXPLOITATION ON BOARD CONVENTIONAL SUBMARINES AND RAPID CHARGING WITH MARINE GAS TURBINE GENERATOR http://ficci.in/spdocument/20803/Compandium%20 Navy%20Submarine-2016-17.pdf [8] Toshiba Review, New Compact, Lightweight, and Resource-Saving SCiB™ Rechargeable Battery Pack for HEV Application, Vol.64 No.6 (2009) http://www.toshiba.co.jp/tech/review/2009/06/64_0 6pdf/f04.pdf

UDT 2020 UDT Extended Abstract Template Presentation/Panel [9] SCiB™ home page, Toshiba rechargeable Battery SCiB™ Battery System Components (2020) http://www.scib.jp/en/download/BatterySystemCom ponents-en.pdf [10] Battery university, BU-217: Summary Table of Alternate Batteries (2016) https://batteryuniversity.com/learn/article/bu_217_s ummary_table_of_alternate_batteries [11] Battery university, BU-216: Summary Table of Lithium-based Batteries (2019) https://batteryuniversity.com/learn/article/bu_216_s ummary_table_of_lithium_based_batteries [12] JDF (Japan Defense Focus) Activities (2019) https://www.mod.go.jp/e/jdf/no119/activities.html# article04 [13] The Japan Maritime Self-Defense Force Face book (Nov. 2019) https://www.facebook.com/JMSDF.PAO.ENG/phot

• s/pcb.481627899364166/481627762697513/?type

=3&theater

Author/Speaker Biographies

Makoto MUKAI is Assistant Manage of Electrical Design Section of submarine Design department in Kobe shipyard, Ship & Offshore Structure Company of Kawasaki Heavy Industries, Ltd. He is engageing in electrical design of Japanese submarine and the No.3 DSRV, developmet & design of AUV Business plannning. Tomomi KAGEYAMA is Technical Manager of New Generation Rechargeble Battery Systems, System Engineering Department, Defence & Electronic Systems Division of Toshiba Infrastructure Systems & Solutions

• Corporation. He is engageing in battery system design of

SCiBTM for mobile defense applications. Professional Engineer (P.E.Jp, Electrical & Electrics Engineering, Aerospace, Engineering Management) APEC Engineer(Mechanical Engineering), The International Resistor

• f

Professional Engineers (IntPE(Jp)),