Growing environmental concerns have prompted the shipping industry to adopt stringent measures to address greenhouse gas emissions, with fuel-powered ships being the primary source of such emissions. Additionally, alternative forms of ship propulsion, such as internal combustion engine hybridization, low-carbon fuels, and zero-carbon fuels, face significant challenges either in terms of cost or emission-reduction capability at present. In order to decarbonize navigation, countries are focusing the maritime industry’s transition towards low-carbon alternatives on transforming energy consumption, with widespread attention on the electrification of ships. Therefore, this paper provides a comprehensive review of the feasibility of fully electrifying ships, covering aspects such as technological prospects, economic viability, and emission-reduction capabilities. Firstly, the current state of research on ship electrification technology is summarized; the applicability of different battery types to electric ship technology is compared. Subsequently, the economic viability and emission-reduction capabilities of five different electric ship lifecycles are discussed separately. The results indicate that ship electrification is a key pathway to achieving zero-emission shipping, with lithium-ion batteries being the most suitable battery technology for maritime use currently. Short-to-medium-range electric ship types have demonstrated economic advantages over traditional diesel ships. As battery costs continue to decline and energy density keeps improving, the economic feasibility of ship electrification is expected to expand.

Layered ternary materials with high nickel content are regarded as the most promising cathode materials for high-energy-density lithium-ion batteries, owing to their advantages of high capacity, low cost, and relatively good safety. However, as the nickel content increases in ternary layered materials, their thermal stability noticeably decreases. It is of paramount importance to explore the characteristics of thermal runaway for lithium-ion batteries. In this study, two high-nickel LiNi_0.9Co_0.05Mn_0.05O₂ batteries were laterally heated to thermal runaway in a sealed chamber filled with nitrogen to investigate the thermal characteristics and gas compositions. The temperature of the battery tabs was measured, revealing that both batteries were in a critical state of thermal runaway near 120 degrees Celsius. A quantitative analysis method was employed during the eruption process, dividing it into three stages: ultra-fast, fast, and slow; the corresponding durations for the two batteries were 3, 2, 27 s and 3, 3, 26 s. By comparing the changes in chamber pressure, it was observed that both batteries exhibited a similar continuous venting duration of 32 s. However, the pressure fluctuation ranges of the two samples were 99.5 and 68.2 kPa·m·s⁻¹. Compared to the other sample, the 211 Ah sample exhibited larger chamber pressure fluctuations and reached higher peak pressures, indicating a higher risk of explosion. In the experimental phenomenon captured by a high-speed camera, it took only 1 s for the sample to transition from the opening of the safety valve to filling the experimental chamber with smoke. The battery with higher energy density exhibited more intense eruption during thermal runaway, resulting in more severe mass loss. The mass loss of the two samples is 73% and 64.87%. The electrolyte also reacted more completely, resulting in a reduced number of measured exhaust components. The main components of gaseous ejections are CO, CO₂, H₂, C₂H₄, and CH₄. For the 211 Ah battery, the vented gases were mainly composed of CO (41.3%), CO₂ (24.8%), H₂ (21%), C₂H₄ (7.4%) and CH₄ (3.9%), while those for the other 256 Ah battery were mainly CO (30.6%), CO₂ (28.5%), H₂ (21.7%), C₂H₄ (12.4%) and CH₄ (5.8%). Comparatively, the higher-capacity battery produced more gases. The gas volumes, converted to standard conditions (0 °C, 101 kPa) and normalized, resulted in 1.985 L/Ah and 2.182 L/Ah, respectively. The results provide valuable guidance for the protection of large-capacity, high-energy-density battery systems. The quantitative analysis of the eruption process has provided assistance to fire alarm systems and firefighting strategies.

With the widespread application of electrochemical energy storage technology, the safety issues of lithium-ion batteries have garnered significant attention. The issue of arc faults resulting from electrical failures is especially critical, as it can lead to catastrophic battery disasters. Therefore, this paper first established an arc testing platform and conducted experiments on top cover and body of prismatic lithium-ion batteries to analyze the thermoelectric characteristics between arc and battery. Under experimental conditions of 300 V and 15 A, it was found that arcs can induce thermal runaway in batteries. Subsequently, based on the experimental conditions, a mathematical model was established to induce thermal runaway in batteries through an equivalent method of arc heat source. By comparing the temperature curves of model and experiment, the RMSE of temperature at the center point of large surface was 5.09 °C (with a maximum temperature of 212 °C), indicating the accuracy of the model. This paper’s research on arc faults in battery systems revealed the evolution pattern and realized that arcs can trigger thermal runaway in batteries. The model for arc-triggered thermal runaway in batteries is highly accurate, capable of reducing the number of experiments, accelerating experimental progress, and is of significant importance for guiding the design of arc experiments about batteries.

In recent years, with the continuous growth in power demand, lithium-ion batteries (LIBs) have become an indispensable component of various electronic devices, transportation vehicles, and energy systems. The safety performance of LIBs is one of the most significant issues facing their continued development. In battery systems, the presence of arcs constitutes a significant safety hazard that necessitates attention; the thermal runaway (TR) of LIBs releases a large quantity of particles with elevated temperature and high velocity, probably resulting in arc failures. Changes in the insulation structure inside battery packs and the accumulation of particulate matter resulting from the TR of battery cells are potential causes of arc-induced disasters. In this study, we utilized fully charged 71 Ah ternary LIB Li (Ni_0.8Co_0.1Mn_0.1) O₂ (NCM811) pouch cell samples and collected the vented particles in an inert atmosphere after TR. All the settled particles were classified into six groups; by conducting experiments with different particle sizes, electrode spacings, and circuit loads, the patterns of the particle-induced arcs were understood. The results indicate that as the particle size increases, the critical breakdown voltage decreases. Regarding electrode spacing and circuit load resistance, larger values require higher critical breakdown voltages. The research results provide valuable guidance for the electrical protection and safety design of battery systems.

Aiming at the electrical safety problems of lithium‐ion battery system due to series arc fault, a finite element simulation model of square battery under series arc fault is established based on the magnetohydro‐dynamic equations. The arc voltages at different electrode spacings are analysed, and the electric field distribution, magnetic field distribution, arc temperature and flow velocity around the arc are investigated to determine the maximum values and locations of the electric field strength, magnetic density, arc temperature and flow velocity at the time of the arc fault. Then, on the basis of the series arc experimental platform, determine the value of the arc starting voltage and the critical power supply voltage that produces a stable arc, analyse the evolution of the arc burning time with different loop currents, the evolution of the arc of the separation gap, and then summarise the effect of the disaster on the battery. Finally, the errors of simulation and experimental arc voltage and battery surface temperature are analysed to verify the accuracy of the model.