|Specific energy||100–265 W·h/kg (0.36–0.875 MJ/kg)|
|Energy density||250–693 W·h/L (0.90–2.43 MJ/L)|
|Specific power||~250 – ~340 W/kg|
|Energy/consumer-price||6.4 Wh/US$ |
|Self-discharge rate||0.35% to 2.5% per month depending on state of charge|
|Cycle durability||400–1,200 cycles|
|Nominal cell voltage||3.6 / 3.7 / 3.8 / 3.85 V,LiFePO4 3.2 V|
A lithium-ion battery or Li-ion battery is a type of rechargeable battery in which lithium ions move from the negative electrode through an electrolyte to the positive electrode during discharge, and back when charging. Li-ion batteries use an intercalated lithium compound as the material at the positive electrode and typically graphite at the negative electrode.
Li-ion batteries have a high energy density, no memory effect (other than LFP cells)and low self-discharge. Cells can be manufactured to either prioritize energy or power density. They can however be a safety hazard since they contain flammable electrolytes, and if damaged or incorrectly charged can lead to explosions and fires. Samsung was forced to recall Galaxy Note 7 handsets following lithium-ion fires, and there have been several incidents involving batteries on Boeing 787s.
A prototype Li-ion battery was developed by Akira Yoshino in 1985, based on earlier research by John Goodenough, M. Stanley Whittingham, Rachid Yazami and Koichi Mizushima during the 1970s–1980s, and then a commercial Li-ion battery was developed by a Sony and Asahi Kasei team led by Yoshio Nishi in 1991.
Lithium-ion batteries are commonly used for portable electronics and electric vehicles and are growing in popularity for military and aerospace applications.
Chemistry, performance, cost and safety characteristics vary across types of lithium-ion batteries. Handheld electronics mostly use lithium polymer batteries (with a polymer gel as electrolyte), a lithium cobalt oxide (LiCoO
2) cathode material, and a graphite anode, which together offer a high energy density. Lithium iron phosphate (LiFePO
4), lithium manganese oxide (LiMn
4 spinel, or Li
3-based lithium rich layered materials, LMR-NMC), and lithium nickel manganese cobalt oxide (LiNiMnCoO
2 or NMC) may offer longer lives and may have better rate capability. Such batteries are widely used for electric tools, medical equipment, and other roles. NMC and its derivatives are widely used in electric vehicles.
Research areas for lithium-ion batteries include extending lifetime, increasing energy density, improving safety, reducing cost, and increasing charging speed,among others. Research has been under way in the area of non-flammable electrolytes as a pathway to increased safety based on the flammability and volatility of the organic solvents used in the typical electrolyte. Strategies include aqueous lithium-ion batteries, ceramic solid electrolytes, polymer electrolytes, ionic liquids, and heavily fluorinated systems.
The lithium battery was proposed by British chemist M. Stanley Whittingham. Whittingham started on the research that led to his breakthrough at Stanford University. Early in the 1970s, he discovered how to store lithium ions within the layers of a disulfide material. lithium metal as the electrodes. However, this rechargeable lithium battery could never be made practical. Titanium disulfide was a poor choice, since it has to be synthesized under completely sealed conditions, also being quite expensive (~$1,000 per kilogram for titanium disulfide raw material in 1970s). When exposed to air, titanium disulfide reacts to form hydrogen sulfide compounds, which have an unpleasant odour and are toxic to most animals. For this, and other reasons, Exxon discontinued development of Whittingham's lithium-titanium disulfide battery. Batteries with metallic lithium electrodes presented safety issues, as lithium metal reacts with water, releasing flammable hydrogen gas. Consequently, research moved to develop batteries in which, instead of metallic lithium, only lithium compounds are present, being capable of accepting and releasing lithium ions.After getting hired by Exxon, he improved on this innovation. Whittingham used titanium(IV) sulfide and
Reversible intercalation in graphiteand intercalation into cathodic oxides was discovered during 1974–76 by J. O. Besenhard at TU Munich. Besenhard proposed its application in lithium cells. Electrolyte decomposition and solvent co-intercalation into graphite were severe early drawbacks for battery life.
The performance and capacity of lithium-ion batteries increased as development progressed.
Industry produced about 660 million cylindrical lithium-ion cells in 2012; the 18650 size is by far the most popular for cylindrical cells. If Tesla were to have met its goal of shipping 40,000 Model S electric cars in 2014 and if the 85-kWh battery, which uses 7,104 of these cells, had proved as popular overseas as it was in the United States, a 2014 study projected that the Model S alone would use almost 40 percent of estimated global cylindrical battery production during 2014. As of 2013 [update] , production was gradually shifting to higher-capacity 3,000+ mAh cells. Annual flat polymer cell demand was expected to exceed 700 million in 2013. [ needs update ]
In 2015, cost estimates ranged from $300–500/kWh[ clarification needed ]. In 2016 GM revealed they would be paying US$145/kWh for the batteries in the Chevy Bolt EV. In 2017, the average residential energy storage systems installation cost was expected to drop from 1600 $/kWh in 2015 to 250 $/kWh by 2040 and to see the price with 70% reduction by 2030. In 2019, some electric vehicle battery pack costs were estimated at $150–200, and VW noted it was paying US$100/kWh for its next generation of electric vehicles.
Batteries are used for grid energy storage and ancillary services. For a Li-ion storage coupled with photovoltaics and an anaerobic digestion biogas power plant, Li-ion will generate a higher profit if it is cycled more frequently (hence a higher lifetime electricity output) although the lifetime is reduced due to degradation.
Lithium nickel manganese cobalt oxide (NMC) cells come in several commercial types, specified by the ratio of component metals. NMC 111 (or NMC 333) have equal parts of nickel, manganese and cobalt, whereas NMC 532 has 5 parts nickel, 3 parts manganese and 2 parts cobalt. As of 2019 [update] , NMC 532 and NMC 622 were the preferred low-cobalt types for electric vehicles, with NMC 811 and even lower cobalt ratios seeing increasing use, mitigating cobalt dependency. However, cobalt for electric vehicles increased 81% from the first half of 2018 to 7,200 tonnes in the first half of 2019, for a battery capacity of 46.3 GWh.
In 2010, global lithium-ion battery production capacity was 20 gigawatt-hours.By 2016, it was 28 GWh, with 16.4 GWh in China. Production in 2021 is estimated by various sources to be between 200 and 600 GWh, and predictions for 2023 range from 400 to 1,100 GWh.
An antitrust-violating price-fixing cartel among nine corporate families, including LG Chem, GS Yuasa, Hitachi Maxell, NEC, Panasonic/Sanyo, Samsung, Sony, and Toshiba was found to be rigging battery prices and restricting output between 2000 and 2011.
Generally, the negative electrode of a conventional lithium-ion cell is made from carbon. The positive electrode is typically a metal oxide. The electrolyte is a lithium salt in an organic solvent.The electrochemical roles of the electrodes reverse between anode and cathode, depending on the direction of current flow through the cell.
The most common commercially used anode (negative electrode) is graphite, which in its fully lithiated state of LiC6 correlates to a maximal capacity of 372 mAh/g.The positive electrode is generally one of three materials: a layered oxide (such as lithium cobalt oxide), a polyanion (such as lithium iron phosphate) or a spinel (such as lithium manganese oxide). Recently, graphene-containing electrodes (based on 2D and 3D structures of graphene) have also been used as components of electrodes for lithium batteries.
The electrolyte is typically a mixture of organic carbonates such as ethylene carbonate or diethyl carbonate containing complexes of lithium ions. LiPF
6), lithium hexafluoroarsenate monohydrate (LiAsF
6), lithium perchlorate (LiClO
4), lithium tetrafluoroborate (LiBF
4), and lithium triflate (LiCF
Depending on materials choices, the voltage, energy density, life, and safety of a lithium-ion battery can change dramatically. Current effort has been exploring the use of novel architectures using nanotechnology have been employed to improve performance. Areas of interest include nano-scale electrode materials and alternative electrode structures.
Pure lithium is highly reactive. It reacts vigorously with water to form lithium hydroxide (LiOH) and hydrogen gas. Thus, a non-aqueous electrolyte is typically used, and a sealed container rigidly excludes moisture from the battery pack.
Lithium-ion batteries are more expensive than NiCd batteries but operate over a wider temperature range with higher energy densities. They require a protective circuit to limit the peak voltage.
The increasing demand for batteries has led vendors and academics to focus on improving the energy density operating temperature, safety, durability, charging time, output power, elimination of cobalt requirements,and cost of lithium ion battery technology.
The reactants in the electrochemical reactions in a lithium-ion cell are materials of anode and cathode, both of which are compounds containing lithium atoms. During discharge, an oxidation half-reaction at the anode produces positively charged lithium ions and negatively charged electrons. The oxidation half-reaction may also produce uncharged material that remains at the anode. Lithium ions move through the electrolyte, electrons move through the external circuit, and then they recombine at the cathode (together with the cathode material) in a reduction half-reaction. The electrolyte and external circuit provide conductive media for lithium ions and electrons, respectively, but do not partake in the electrochemical reaction. During discharge, electrons flow from the negative electrode (anode) towards the positive electrode (cathode) through the external circuit. The reactions during discharge lower the chemical potential of the cell, so discharging transfers energy from the cell to wherever the electric current dissipates its energy, mostly in the external circuit. During charging these reactions and transports go in the opposite direction: electrons move from the positive electrode to the negative electrode through the external circuit. To charge the cell the external circuit has to provide electric energy. This energy is then stored as chemical energy in the cell (with some loss, e. g. due to coulombic efficiency lower than 1).
Both electrodes allow lithium ions to move in and out of their structures with a process called insertion ( intercalation ) or extraction (deintercalation), respectively.
As the lithium ions "rock" back and forth between the two electrodes, these batteries are also known as "rocking-chair batteries" or "swing batteries" (a term given by some European industries).
The following equations exemplify the chemistry.
The positive electrode (cathode) half-reaction in the lithium-doped cobalt oxide substrate is
The negative electrode (anode) half-reaction for the graphite is
The full reaction (left to right: discharging, right to left: charging) being
The overall reaction has its limits. Overdischarging supersaturates lithium cobalt oxide, leading to the production of lithium oxide,possibly by the following irreversible reaction:
Overcharging up to 5.2 volts leads to the synthesis of cobalt(IV) oxide, as evidenced by x-ray diffraction:
In a lithium-ion battery, the lithium ions are transported to and from the positive or negative electrodes by oxidizing the transition metal, cobalt (Co), in Li
2 from Co3+
during charge, and reducing from Co4+
during discharge. The cobalt electrode reaction is only reversible for x < 0.5 (x in mole units), limiting the depth of discharge allowable. This chemistry was used in the Li-ion cells developed by Sony in 1990.
The cell's energy is equal to the voltage times the charge. Each gram of lithium represents Faraday's constant/6.941, or 13,901 coulombs. At 3 V, this gives 41.7 kJ per gram of lithium, or 11.6 kWh per kilogram of lithium. This is a bit more than the heat of combustion of gasoline, but does not consider the other materials that go into a lithium battery and that make lithium batteries many times heavier per unit of energy.
The cell voltages given in the Electrochemistry section are larger than the potential at which aqueous solutions will electrolyze.
Liquid electrolytes in lithium-ion batteries consist of lithium salts, such as LiPF
4 or LiClO
4 in an organic solvent, such as ethylene carbonate, dimethyl carbonate, and diethyl carbonate. A liquid electrolyte acts as a conductive pathway for the movement of cations passing from the negative to the positive electrodes during discharge. Typical conductivities of liquid electrolyte at room temperature (20 °C (68 °F)) are in the range of 10 mS/cm, increasing by approximately 30–40% at 40 °C (104 °F) and decreasing slightly at 0 °C (32 °F). The combination of linear and cyclic carbonates (e.g., ethylene carbonate (EC) and dimethyl carbonate (DMC)) offers high conductivity and solid electrolyte interphase (SEI)-forming ability. Organic solvents easily decompose on the negative electrodes during charge. When appropriate organic solvents are used as the electrolyte, the solvent decomposes on initial charging and forms a solid layer called the solid electrolyte interphase, which is electrically insulating, yet provides significant ionic conductivity. The interphase prevents further decomposition of the electrolyte after the second charge. For example, ethylene carbonate is decomposed at a relatively high voltage, 0.7 V vs. lithium, and forms a dense and stable interface. Composite electrolytes based on POE (poly(oxyethylene)) provide a relatively stable interface. It can be either solid (high molecular weight) and be applied in dry Li-polymer cells, or liquid (low molecular weight) and be applied in regular Li-ion cells. Room-temperature ionic liquids (RTILs) are another approach to limiting the flammability and volatility of organic electrolytes.
Recent advances in battery technology involve using a solid as the electrolyte material. The most promising of these are ceramics. mS/cm and the best at 10 mS/cm. An efficient and economic way to tune targeted electrolytes properties is by adding a third component in small concentrations, known as an additive. By adding the additive in small amounts, the bulk properties of the electrolyte system will not be affected whilst the targeted property can be significantly improved. The numerous additives that have been tested can be divided into the following three distinct categories: (1) those used for SEI chemistry modifications; (2) those used for enhancing the ion conduction properties; (3) those used for improving the safety of the cell (e.g. prevent overcharging).[ citation needed ]Solid ceramic electrolytes are mostly lithium metal oxides, which allow lithium ion transport through the solid more readily due to the intrinsic lithium. The main benefit of solid electrolytes is that there is no risk of leaks, which is a serious safety issue for batteries with liquid electrolytes. Solid ceramic electrolytes can be further broken down into two main categories: ceramic and glassy. Ceramic solid electrolytes are highly ordered compounds with crystal structures that usually have ion transport channels. Common ceramic electrolytes are lithium super ion conductors (LISICON) and perovskites. Glassy solid electrolytes are amorphous atomic structures made up of similar elements to ceramic solid electrolytes, but have higher conductivities overall due to higher conductivity at grain boundaries. Both glassy and ceramic electrolytes can be made more ionically conductive by substituting sulfur for oxygen. The larger radius of sulfur and its higher ability to be polarized allow higher conductivity of lithium. This contributes to conductivities of solid electrolytes are nearing parity with their liquid counterparts, with most on the order of 0.1
During discharge, lithium ions (Li+
) carry the current within the battery from the negative to the positive electrode, through the non-aqueous electrolyte and separator diaphragm.
During charging, an external electrical power source (the charging circuit) applies an over-voltage (a higher voltage than the battery produces, of the same polarity), forcing a charging current to flow within the battery from the positive to the negative electrode, i.e. in the reverse direction of a discharge current under normal conditions. The lithium ions then migrate from the positive to the negative electrode, where they become embedded in the porous electrode material in a process known as intercalation.
Energy losses arising from electrical contact resistance at interfaces between electrode layers and at contacts with current-collectors can be as high as 20% of the entire energy flow of batteries under typical operating conditions.
The charging procedures for single Li-ion cells, and complete Li-ion batteries, are slightly different:
During the constant current phase, the charger applies a constant current to the battery at a steadily increasing voltage, until the voltage limit per cell is reached.
During the balance phase, the charger reduces the charging current (or cycles the charging on and off to reduce the average current) while the state of charge of individual cells is brought to the same level by a balancing circuit, until the battery is balanced. Some fast chargers skip this stage. Some chargers accomplish the balance by charging each cell independently.
During the constant voltage phase, the charger applies a voltage equal to the maximum cell voltage times the number of cells in series to the battery, as the current gradually declines towards 0, until the current is below a set threshold of about 3% of initial constant charge current.
Periodic topping charge about once per 500 hours. Top charging is recommended to be initiated when voltage goes below 4.05 V/cell.
Failure to follow current and voltage limitations can result in an explosion.
Charging temperature limits for Li-ion are stricter than the operating limits. Lithium-ion chemistry performs well at elevated temperatures but prolonged exposure to heat reduces battery life. Li‑ion batteries offer good charging performance at cooler temperatures and may even allow 'fast-charging' within a temperature range of 5 to 45 °C (41 to 113 °F). [ better source needed ] Charging should be performed within this temperature range. At temperatures from 0 to 5 °C charging is possible, but the charge current should be reduced. During a low-temperature charge, the slight temperature rise above ambient due to the internal cell resistance is beneficial. High temperatures during charging may lead to battery degradation and charging at temperatures above 45 °C will degrade battery performance, whereas at lower temperatures the internal resistance of the battery may increase, resulting in slower charging and thus longer charging times. [ better source needed ] Consumer-grade lithium-ion batteries should not be charged at temperatures below 0 °C (32 °F). Although a battery pack may appear to be charging normally, electroplating of metallic lithium can occur at the negative electrode during a subfreezing charge, and may not be removable even by repeated cycling. Most devices equipped with Li-ion batteries do not allow charging outside of 0–45 °C for safety reasons, except for mobile phones that may allow some degree of charging when they detect an emergency call in progress.
Batteries gradually self-discharge even if not connected and delivering current. Li-ion rechargeable batteries have a self-discharge rate typically stated by manufacturers to be 1.5–2% per month.
The rate increases with temperature and state of charge. A 2004 study found that for most cycling conditions self-discharge was primarily time-dependent; however, after several months of stand on open circuit or float charge, state-of-charge dependent losses became significant. The self-discharge rate did not increase monotonically with state-of-charge, but dropped somewhat at intermediate states of charge. °C, 15% at 40 °C, 31% at 60 °C. By 2007, monthly self-discharge rate was estimated at 2% to 3%, and 2 –3% by 2016.Self-discharge rates may increase as batteries age. In 1999, self-discharge per month was measured at 8% at 21
By comparison, the self-discharge rate for NiMH batteries dropped, as of 2017, from up to 30% per month for previously common cells [ citation needed ]to about 0.08–0.33% per month for low self-discharge NiMH batteries, and is about 10% per month in NiCd batteries.
Cathode materials are generally constructed from LiCoO
2 or LiMn
4. The cobalt-based material develops a pseudo tetrahedral structure that allows for two-dimensional lithium ion diffusion. The cobalt-based cathodes are ideal due to their high theoretical specific heat capacity, high volumetric capacity, low self-discharge, high discharge voltage, and good cycling performance. Limitations include the high cost of the material, and low thermal stability. The manganese-based materials adopt a cubic crystal lattice system, which allows for three-dimensional lithium ion diffusion. Manganese cathodes are attractive because manganese is cheaper and because it could theoretically be used to make a more efficient, longer-lasting battery if its limitations could be overcome. Limitations include the tendency for manganese to dissolve into the electrolyte during cycling leading to poor cycling stability for the cathode. Cobalt-based cathodes are the most common, however other materials are being researched with the goal of lowering costs and improving battery life.
As of 2017 [update] , LiFePO
4 is a candidate for large-scale production of lithium-ion batteries such as electric vehicle applications due to its low cost, excellent safety, and high cycle durability. For example, Sony Fortelion batteries have retained 74% of their capacity after 8000 cycles with 100% discharge. A carbon conductive agent is required to overcome its low electrical conductivity.
Electrolyte alternatives have also played a significant role, for example the lithium polymer battery.
|Lithium nickel manganese cobalt oxides ("NMC", LiNixMnyCozO2)||Imara Corporation, Nissan Motor, Microvast Inc., LG Chem, Northvolt||Electric vehicles, power tools, grid energy storage||good specific energy and specific power density|
|Lithium nickel cobalt aluminium oxides ("NCA", LiNiCoAlO2)||Panasonic, Saft Groupe S.A. Samsung||Electric vehicles||High specific energy, good life span|
|Lithium Manganese Oxide ("LMO", LiMn2O4)||LG Chem, NEC, Samsung, Hitachi, Nissan/AESC, EnerDel||Hybrid electric vehicle, cell phone, laptop|
|Lithium Iron Phosphate ("LFP", LiFePO4)||University of Texas/Hydro-Québec, Phostech Lithium Inc., Valence Technology, A123Systems/MIT||Segway Personal Transporter, power tools, aviation products, automotive hybrid systems, PHEV conversions||moderate density (2 A·h outputs 70 amperes) High safety compared to Cobalt / Manganese systems. Operating temperature >60 °C (140 °F)|
|Lithium Cobalt Oxide (LiCoO2, "LCO")||Sony first commercial production||broad use, laptop||High specific energy|
Negative electrode materials are traditionally constructed from graphite and other carbon materials, although newer silicon based materials are being increasingly used (see Nanowire battery). These materials are used because they are abundant and are electrically conducting and can intercalate lithium ions to store electrical charge with modest volume expansion (ca. 10%).The reason that graphite is the dominant material is because of its low voltage and excellent performance. Various materials have been introduced but their voltage is high leading to a low energy density. Low voltage of material is the key requirement; otherwise, the excess capacity is useless in terms of energy density.
|Graphite||Targray||The dominant negative electrode material used in lithium ion batteries, limited to a capacity of 372 mAh/g.||Low cost and good energy density. Graphite anodes can accommodate one lithium atom for every six carbon atoms. Charging rate is governed by the shape of the long, thin graphene sheets. While charging, the lithium ions must travel to the outer edges of the graphene sheet before coming to rest (intercalating) between the sheets. The circuitous route takes so long that they encounter congestion around those edges.|
|Lithium Titanate ("LTO", Li4Ti5O12)||Toshiba, Altairnano||Automotive (Phoenix Motorcars), electrical grid (PJM Interconnection Regional Transmission Organization control area, United States Department of Defense ), bus (Proterra)||Improved output, charging time, durability (safety, operating temperature −50–70 °C (−58–158 °F)).|
|Hard Carbon||Energ2||Home electronics||Greater storage capacity.|
|Tin/Cobalt Alloy||Sony||Consumer electronics (Sony Nexelion battery)||Larger capacity than a cell with graphite (3.5Ah 18650-type battery).|
|Silicon/Carbon||Volumetric: 580 W·h/l||Amprius||Smartphones, providing 5000 mA·h capacity||Uses < 10wt% Silicon nanowires combined with graphite and binders. Energy density: ~74 mAh/g.|
As graphite is limited to a maximum capacity of 372 mAh/gmuch research has been dedicated to the development of materials that exhibit higher theoretical capacities, and overcoming the technical challenges that presently encumber their implementation. The extensive 2007 Review Article by Kasavajjula et al. summarizes early research on silicon-based anodes for lithium-ion secondary cells. In particular, Hong Li et al. showed in 2000 that the electrochemical insertion of lithium ions in silicon nanoparticles and silicon nanowires leads to the formation of an amorphous Li-Si alloy. The same year, Bo Gao and his doctoral advisor, Professor Otto Zhou described the cycling of electrochemical cells with anodes comprising silicon nanowires, with a reversible capacity ranging from at least approximately 900 to 1500 mAh/g.
To improve stability of the lithium anode, several approaches of installing a protective layer have been suggested. can create cracks in the material. These cracks expose the Si surface to an electrolyte, causing decomposition and the formation of a solid electrolyte interphase (SEI) on the new Si surface (crumpled graphene encapsulated Si nanoparticles). This SEI will continue to grow thicker, deplete the available , and degrade the capacity and cycling stability of the anode.Silicon is beginning to be looked at as an anode material because it can accommodate significantly more lithium ions, storing up to 10 times the electric charge, however this alloying between lithium and silicon results in significant volume expansion (ca. 400%), which causes catastrophic failure for the battery. Silicon has been used as an anode material but the insertion and extraction of
There have been attempts using various Si nanostructures that include nanowires, nanotubes, hollow spheres, nanoparticles, and nanoporous with the goal of them withstanding the ()-insertion/removal without significant cracking. Yet the formation of SEI on Si still occurs. So a coating would be logical, in order to account for any increase in the volume of the Si, a tight surface coating is not viable. In 2012, researchers from Northwestern University created an approach to encapsulate Si nanoparticles using crumpled r-GO, graphene oxide. This method allows for protection of the Si nanoparticles from the electrolyte as well as allow for the expansion of Si without expansion due to the wrinkles and creases in the graphene balls.
These capsules began as an aqueous dispersion of GO and Si particles, and are then nebulized into a mist of droplets that pass through a tube furnace. As they pass through the liquid evaporates, the GO sheets are pulled into a crumpled ball by capillary forces and encapsulate Si particles with them. There is a galvanostatic charge/discharge profile of 0.05 to 1 for current densities 0.2 to 4 A/g, delivering 1200 mAh/g at 0.2 A/g.
Polymer electrolytes are promising for minimizing the dendrite formation of lithium. Polymers are supposed to prevent short circuits and maintain conductivity.
The ions in the electrolyte diffuse because there are small changes in the electrolyte concentration. Linear diffusion is only considered here. The change in concentration c, as a function of time t and distance x, is
The negative sign indicates that the ions are flowing from high concentration to low concentration. In this equation, D is the diffusion coefficient for the lithium ion. It has a value of 7.5×10−10 m2/s in the LiPF
6 electrolyte. The value for ε, the porosity of the electrolyte, is 0.724.
Li-ion cells (as distinct from entire batteries) are available in various shapes, which can generally be divided into four groups:
Cells with a cylindrical shape are made in a characteristic "swiss roll" manner (known as a "jelly roll" in the US), which means it is a single long 'sandwich' of the positive electrode, separator, negative electrode, and separator rolled into a single spool. The shape of the jelly roll in cylindrical cells can be approximated by an Archimedean spiral. One advantage of cylindrical cells compared to cells with stacked electrodes is the faster production speed. One disadvantage of cylindrical cells can be a large radial temperature gradient inside the cells developing at high discharge currents.
The absence of a case gives pouch cells the highest gravimetric energy density; however, for many practical applications they still require an external means of containment to prevent expansion when their state of charge (SOC) level is high,and for general structural stability of the battery pack of which they are part. Both rigid plastic and pouch-style cells are sometimes referred to as prismatic cells due to their rectangular shapes. Battery technology analyst Mark Ellis of Munro & Associates sees three basic Li-ion battery types used in modern (~2020) electric vehicle batteries at scale: cylindrical cells (e.g., Tesla), prismatic pouch (e.g., from LG), and prismatic can cells (e.g., from LG, Samsung, Panasonic, and others). Each form factor has characteristic advantages and disadvantages for EV use.
Since 2011, several research groups have announced demonstrations of lithium-ion flow batteries that suspend the cathode or anode material in an aqueous or organic solution.
In 2014, Panasonic created the smallest Li-ion battery. It is pin shaped. It has a diameter of 3.5mm and a weight of 0.6g.A coin cell form factor resembling that of ordinary lithium batteries is available since as early as 2006 for LiCoO2 cells, usually designated with a "LiR" prefix.
The battery pack of a laptop computer, for each lithium-ion cell, will contain:
Their design will minimize the risk of short circuits.
Li-ion batteries provide lightweight, high energy density power sources for a variety of devices. To power larger devices, such as electric cars, connecting many small batteries in a parallel circuit is more effectiveand more efficient than connecting a single large battery. Such devices include:
Li-ion batteries are used in telecommunications applications. Secondary non-aqueous lithium batteries provide reliable backup power to load equipment located in a network environment of a typical telecommunications service provider. Li-ion batteries compliant with specific technical criteria are recommended for deployment in the Outside Plant (OSP) at locations such as Controlled Environmental Vaults (CEVs), Electronic Equipment Enclosures (EEEs), and huts, and in uncontrolled structures such as cabinets. In such applications, li-ion battery users require detailed, battery-specific hazardous material information, plus appropriate fire-fighting procedures, to meet regulatory requirements and to protect employees and surrounding equipment.
|Specific energy density||100 to 250 W·h/kg (360 to 900 kJ/kg)|
|Volumetric energy density||250 to 680 W·h/L (900 to 2230 J/cm³)|
|Specific power density||300 to 1500 W/kg (at 20 seconds and 285 W·h/L) [ failed verification ]|
Because lithium-ion batteries can have a variety of positive and negative electrode materials, the energy density and voltage vary accordingly.
The open-circuit voltage is higher than in aqueous batteries (such as lead–acid, nickel–metal hydride and nickel-cadmium). [ failed verification ] Internal resistance increases with both cycling and age. [ failed verification ] Rising internal resistance causes the voltage at the terminals to drop under load, which reduces the maximum current draw. Eventually, increasing resistance will leave the battery in a state such that it can no longer support the normal discharge currents requested of it without unacceptable voltage drop or overheating.
Batteries with a lithium iron phosphate positive and graphite negative electrodes have a nominal open-circuit voltage of 3.2 V and a typical charging voltage of 3.6 V. Lithium nickel manganese cobalt (NMC) oxide positives with graphite negatives have a 3.7 V nominal voltage with a 4.2 V maximum while charging. The charging procedure is performed at constant voltage with current-limiting circuitry (i.e., charging with constant current until a voltage of 4.2 V is reached in the cell and continuing with a constant voltage applied until the current drops close to zero). Typically, the charge is terminated at 3% of the initial charge current. In the past, lithium-ion batteries could not be fast-charged and needed at least two hours to fully charge. Current-generation cells can be fully charged in 45 minutes or less. In 2015 researchers demonstrated a small 600 mAh capacity battery charged to 68 percent capacity in two minutes and a 3,000 mAh battery charged to 48 percent capacity in five minutes. The latter battery has an energy density of 620 W·h/L. The device employed heteroatoms bonded to graphite molecules in the anode.
Performance of manufactured batteries has improved over time. For example, from 1991 to 2005 the energy capacity per price of lithium ion batteries improved more than ten-fold, from 0.3 W·h per dollar to over 3 W·h per dollar.In the period from 2011 to 2017, progress has averaged 7.5% annually. Overall, between 1991 and 2018, prices for all types of lithium-ion cells (in dollars per kWh) fell approximately 97%. Over the same time period, energy density more than tripled. Differently sized cells with similar chemistry can also have different energy densities. The 21700 cell has 50% more energy than the 18650 cell, and the bigger size reduces heat transfer to its surroundings.
Life of a lithium-ion battery is typically defined as the number of full charge-discharge cycles to reach a failure threshold in terms of capacity loss or impedance rise. Manufacturers' datasheet typically uses the word "cycle life" to specify lifespan in terms of the number of cycles to reach 80% of the rated battery capacity. °C) can result in sharp capacity drop and gas generation. Multiplying the battery cumulative discharge (in Ah) by the rated nominal Voltage gives the total energy delivered over the life of the battery. From this one can calculate the cost per kWh of the energy (including the cost of charging).Inactive storage of these batteries also reduces their capacity. Calendar life is used to represent the whole life cycle of battery involving both the cycle and inactive storage operations. Battery cycle life is affected by many different stress factors including temperature, discharge current, charge current, and state of charge ranges (depth of discharge). Batteries are not fully charged and discharged in real applications such as smartphones, laptops and electric cars and hence defining battery life via full discharge cycles can be misleading. To avoid this confusion, researchers sometimes use cumulative discharge defined as the total amount of charge (Ah) delivered by the battery during its entire life or equivalent full cycles, which represents the summation of the partial cycles as fractions of a full charge-discharge cycle. Battery degradation during storage is affected by temperature and battery state of charge (SOC) and a combination of full charge (100% SOC) and high temperature (usually > 50
Over their lifespan batteries degrade gradually leading to reduced capacity due to the chemical and mechanical changes to the electrodes. °C, i.e., increasing if stored or used at above or below 25 °C. High charge levels and elevated temperatures (whether from charging or ambient air) hasten capacity loss. Carbon anodes generate heat when in use. Batteries may be refrigerated to reduce temperature effects. [ failed verification ] Pouch and cylindrical cell temperatures depend linearly on the discharge current. Poor internal ventilation may increase temperatures. Loss rates vary by temperature: 6% loss at 0 °C (32 °F), 20% at 25 °C (77 °F), and 35% at 40 °C (104 °F).[ citation needed ] In contrast, the calendar life of LiFePO
4 cells is not affected by high charge states. [ failed verification ] The advent of the SEI layer improved performance, but increased vulnerability to thermal degradation. The layer is composed of electrolyte – carbonate reduction products that serve both as an ionic conductor and electronic insulator. It forms on both the anode and cathode and determines many performance parameters. Under typical conditions, such as room temperature and the absence of charge effects and contaminants, the layer reaches a fixed thickness after the first charge, allowing the device to operate for years. However, operation outside such parameters can degrade the device via several reactions. Lithium-ion batteries are prone to capacity fading over hundreds to thousands of cycles. It is by slow electrochemical processes, the formation of a solid-electrolyte inter phase (SEI) in the negative electrode. SEI forms in between the first charge and discharge and results in the consumption of lithium ions. The consumption of lithium ions reduces the charge and discharge efficiency of the electrode material. However, SEI film is organic solvent insoluble and hence it can be stable in organic electrolyte solutions. If proper additives are added to the electrolyte to promote SEI formation, the co-embedding of solvent molecules can be effectively prevented and the damage to electrode materials can be avoided. On the other hand, SEI is selective and allows lithium ions to pass through and forbids electrons to pass through. This guarantees the continuity of charging and discharging cycle. SEI hinders the further consumption of lithium ions and thus greatly improves the electrode, as well as the cycle performance and service life. New data has shown that exposure to heat and the use of fast charging promote the degradation of Li-ion batteries more than age and actual use. Charging Li-ion batteries beyond 80% can drastically accelerate battery degradation.
Five common exothermic degradation reactions can occur:
The SEI layer that forms on the anode is a mixture of lithium oxide, lithium fluoride and semicarbonates (e.g., lithium alkyl carbonates). At elevated temperatures, alkyl carbonates in the electrolyte decompose into insoluble Li
3 that increases film thickness, limiting anode efficiency. This increases cell impedance and reduces capacity. Gases formed by electrolyte decomposition can increase the cell's internal pressure and are a potential safety issue in demanding environments such as mobile devices. Below 25 °C, plating of metallic Lithium on the anodes and subsequent reaction with the electrolyte is leading to loss of cyclable Lithium. Extended storage can trigger an incremental increase in film thickness and capacity loss. Charging at greater than 4.2 V can initiate Li+ plating on the anode, producing irreversible capacity loss. The randomness of the metallic lithium embedded in the anode during intercalation results in dendrites formation. Over time the dendrites can accumulate and pierce the separator, causing a short circuit leading to heat, fire or explosion. This process is referred to as thermal runaway. Discharging beyond 2 V can also result in capacity loss. The (copper) anode current collector can dissolve into the electrolyte. When charged, copper ions can reduce on the anode as metallic copper. Over time, copper dendrites can form and cause a short in the same manner as lithium. High cycling rates and state of charge induces mechanical strain on the anode's graphite lattice. Mechanical strain caused by intercalation and de-intercalation creates fissures and splits of the graphite particles, changing their orientation. This orientation change results in capacity loss. Electrolyte degradation mechanisms include hydrolysis and thermal decomposition. At concentrations as low as 10 ppm, water begins catalyzing a host of degradation products that can affect the electrolyte, anode and cathode. LiPF
6 participates in an equilibrium reaction with LiF and PF
5. Under typical conditions, the equilibrium lies far to the left. However the presence of water generates substantial LiF, an insoluble, electrically insulating product. LiF binds to the anode surface, increasing film thickness. LiPF
6 hydrolysis yields PF
5, a strong Lewis acid that reacts with electron-rich species, such as water. PF
5 reacts with water to form hydrofluoric acid (HF) and phosphorus oxyfluoride. Phosphorus oxyfluoride in turn reacts to form additional HF and difluorohydroxy phosphoric acid. HF converts the rigid SEI film into a fragile one. On the cathode, the carbonate solvent can then diffuse onto the cathode oxide over time, releasing heat and potentially causing thermal runaway. Decomposition of electrolyte salts and interactions between the salts and solvent start at as low as 70 °C. Significant decomposition occurs at higher temperatures. At 85 °C transesterification products, such as dimethyl-2,5-dioxahexane carboxylate (DMDOHC) are formed from EC reacting with DMC. Cathode degradation mechanisms include manganese dissolution, electrolyte oxidation and structural disorder. In LiMnO
4 hydrofluoric acid catalyzes the loss of metallic manganese through disproportionation of trivalent manganese:
Material loss of the spinel results in capacity fade. Temperatures as low as 50 °C initiate Mn2+ deposition on the anode as metallic manganese with the same effects as lithium and copper plating. Cycling over the theoretical max and min voltage plateaus destroys the crystal lattice via Jahn-Teller distortion, which occurs when Mn4+ is reduced to Mn3+ during discharge. Storage of a battery charged to greater than 3.6 V initiates electrolyte oxidation by the cathode and induces SEI layer formation on the cathode. As with the anode, excessive SEI formation forms an insulator resulting in capacity fade and uneven current distribution. Storage at less than 2 V results in the slow degradation of LiCoO
2 and LiMn
4 cathodes, the release of oxygen and irreversible capacity loss.
The need to "condition" NiCd and NiMH batteries has leaked into folklore surrounding Li-ion batteries, but is unfounded. The recommendation for the older technologies is to leave the device plugged in for seven or eight hours, even if fully charged.This may be a confusion of battery software calibration instructions with the "conditioning" instructions for NiCd and NiMH batteries.
Lithium-ion batteries can be a safety hazard since they contain a flammable electrolyte and may become pressurized if they become damaged. A battery cell charged too quickly could cause a short circuit, leading to explosions and fires.Because of these risks, testing standards are more stringent than those for acid-electrolyte batteries, requiring both a broader range of test conditions and additional battery-specific tests, and there are shipping limitations imposed by safety regulators. There have been battery-related recalls by some companies, including the 2016 Samsung Galaxy Note 7 recall for battery fires.
Lithium-ion batteries, unlike rechargeable batteries with water-based electrolytes, have a potentially hazardous pressurised flammable liquid electrolyte, and require strict quality control during manufacture. °C, the negative electrode of the cells gets plated with pure lithium, which can compromise the safety of the whole pack.A faulty battery can cause a serious fire. Faulty chargers can affect the safety of the battery because they can destroy the battery's protection circuit. While charging at temperatures below 0
Short-circuiting a battery will cause the cell to overheat and possibly to catch fire. Adjacent cells may then overheat and fail, possibly causing the entire battery to ignite or rupture. In the event of a fire, the device may emit dense irritating smoke. [ unreliable source? ]The fire energy content (electrical + chemical) of cobalt-oxide cells is about 100 to 150 kJ/(A·h), most of it chemical.
While fire is often serious, it may be catastrophically so. Around 2010, large lithium-ion batteries were introduced in place of other chemistries to power systems on some aircraft; as of January 2014 [update] , there had been at least four serious lithium-ion battery fires, or smoke, on the Boeing 787 passenger aircraft, introduced in 2011, which did not cause crashes but had the potential to do so.
In addition, several aircraft crashes have been attributed to burning Li-Ion batteries. UPS Airlines Flight 6 crashed in Dubai after its payload of batteries spontaneously ignited, progressively destroying critical systems inside the aircraft which eventually rendered it uncontrollable.
To reduce fire hazards and increase battery safety, research interest has grown to develop non-flammable electrolytes. Researchers are making efforts to formulate safe (non-flammable) electrolytes with enhanced battery performances. Promising options are:
If a lithium-ion battery is damaged, crushed, or is subjected to a higher electrical load without having overcharge protection, then problems may arise. External short circuit can trigger the battery explosion.
If overheated or overcharged, Li-ion batteries may suffer thermal runaway and cell rupture. V per cell. or when overcharged or discharged. Lithium battery packs, whether constructed by a vendor or the end-user, without effective battery management circuits are susceptible to these issues. Poorly designed or implemented battery management circuits also may cause problems; it is difficult to be certain that any particular battery management circuitry is properly implemented.In extreme cases this can lead to leakage, explosion or fire. To reduce these risks, many lithium-ion cells (and battery packs) contain fail-safe circuitry that disconnects the battery when its voltage is outside the safe range of 3–4.2
Lithium-ion cells are susceptible to stress by voltage ranges outside of safe ones between 2.5 and 3.65/4.1/4.2 or 4.35V (depending on the components of the cell). Exceeding this voltage range results in premature aging and in safety risks due to the reactive components in the cells. °C, as this can result in plating of lithium on the anode of the cell, which may cause complications such as internal short-circuit paths.[ citation needed ]When stored for long periods the small current draw of the protection circuitry may drain the battery below its shutoff voltage; normal chargers may then be useless since the battery management system (BMS) may retain a record of this battery (or charger) 'failure'. Many types of lithium-ion cells cannot be charged safely below 0
Other safety features are required[ by whom? ] in each cell:
These features are required because the negative electrode produces heat during use, while the positive electrode may produce oxygen. However, these additional devices occupy space inside the cells, add points of failure, and may irreversibly disable the cell when activated. Further, these features increase costs compared to nickel metal hydride batteries, which require only a hydrogen/oxygen recombination device and a back-up pressure valve. [ citation needed ]Contaminants inside the cells can defeat these safety devices. Also, these features can not be applied to all kinds of cells, e.g. prismatic high current cells cannot be equipped with a vent or thermal interrupt. High current cells must not produce excessive heat or oxygen, lest there be a failure, possibly violent. Instead, they must be equipped with internal thermal fuses which act before the anode and cathode reach their thermal limits.
Replacing the lithium cobalt oxide positive electrode material in lithium-ion batteries with a lithium metal phosphate such as lithium iron phosphate (LFP) improves cycle counts, shelf life and safety, but lowers capacity. As of 2006, these 'safer' lithium-ion batteries were mainly used in electric cars and other large-capacity battery applications, where safety is critical.
IATA estimates that over a billion lithium and lithium-ion cells are flown each year. LiFePO
4. Starting on 15 January 2018, several major U.S. airlines banned smart luggage with non-removable batteries from being checked in to travel in the cargo hold due to the risk of fire. Some airlines continued to mistakenly prevent passengers from bringing smart luggage as a carry on after the ban went into effect. Several smart luggage companies have been forced to shut down as a result of the ban.
Since Li-ion batteries contain less toxic metals than other types of batteries which may contain lead or cadmium,they are generally categorized as non-hazardous waste. Li-ion battery elements including iron, copper, nickel and cobalt are considered safe for incinerators and landfills. These metals can be recycled, usually by burning away the other materials, but mining generally remains cheaper than recycling. Recycling may cost $3/kg. In the past, not much was invested into recycling Li-ion batteries due to cost, complexity and low yield. Since 2018, the recycling yield was increased significantly, and the recovering of lithium, manganese, aluminum, the organic solvents of the electrolyte and graphite is possible at industrial scales. The most expensive metal involved in the construction of the cell is cobalt, much of which is mined in Congo (see also Mining industry of the Democratic Republic of the Congo). Lithium iron phosphate is cheaper, but has other drawbacks. Lithium is less expensive than other metals used and is rarely recycled, but recycling could prevent a future shortage.
The manufacturing processes of lithium, nickel and cobalt, the solvent, and mining byproducts present significant environmental and health hazards.Lithium extraction can be fatal to aquatic life due to water pollution. It is known to cause surface water contamination, drinking water contamination, respiratory problems, ecosystem degradation and landscape damage. It also leads to unsustainable water consumption in arid regions (1.9 million liters per ton of lithium). Massive byproduct generation of lithium extraction also presents unsolved problems, such as large amounts of magnesium and lime waste.
Lithium mining takes place in selected mines in North and South America, Asia, South Africa, Central Andes and China.China requires car manufacturers to be responsible for the battery’s end of life, and Europe requires half of batteries to be recycled.
Manufacturing a kg of Li-ion battery takes about 67 megajoule (MJ) of energy.
The global warming potential of lithium-ion batteries manufacturing strongly depends on the energy source used in mining and manufacturing operations. Various estimates range from 62 kg CO2-equivalents per kWh.to 140
Effective recycling can reduce the carbon footprint of the production significantly.
In 2017, sales of electric vehicles exceeded one million cars per year for the first time, resulting in at least 250,000 tons of unprocessed battery waste. [ citation needed ] Since the environmental impact of electric cars is heavily affected by the production of these lithium-ion batteries, the development of efficient ways to repurpose waste is crucial.[ according to whom? ]Although current recycling efforts can keep some batteries from the landfill, accumulation of battery waste remains a serious problem.
Recycling is a multi-step process, starting with the storage of batteries before disposal, followed by manual testing, disassembling, and finally the chemical separation of battery components. Re-use of the battery is preferred over complete recycling as there is less embedded energy in the process. As these batteries are a lot more reactive than classical vehicle waste like tire rubber, there are significant risks to stockpiling used batteries.
The pyrometallurgical method uses a high-temperature furnace to reduce the components of the metal oxides in the battery to an alloy of Co, Cu, Fe, and Ni. This is the most common and commercially established method of recycling and can be combined with other similar batteries to increase smelting efficiency and improve thermodynamics. The metal current collectors aid the smelting process, allowing whole cells or modules to be melted at once.The product of this method is a collection of metallic alloy, slag, and gas. At high temperatures, the polymers used to hold the battery cells together burn off and the metal alloy can be separated through a hydrometallurgical process into its separate components. The slag can be further refined or used in the cement industry. The process is relatively risk-free and the exothermic reaction from polymer combustion reduces the required input energy. However, in the process, the plastics, electrolytes, and lithium salts will be lost.
This method involves the use of aqueous solutions to remove the desired metals from the cathode. The most common reagent is sulfuric acid. [ citation needed ]Factors that affect the leaching rate include the concentration of the acid, time, temperature, solid-to-liquid-ratio, and reducing agent. It is experimentally proven that H2O2 acts as a reducing agent to speed up the rate of leaching through the reaction:
2LiCoO2(s) + 3H2SO4 + H2O2 → 2CoSO4(aq) + Li2SO4 + 4H2O + O2
Once leached, the metals can be extracted through precipitation reactions controlled by changing the pH level of the solution. Cobalt, the most expensive metal, can then be recovered in the form of sulfate, oxalate, hydroxide, or carbonate.  More recently recycling methods experiment with the direct reproduction of the cathode from the leached metals. In these procedures, concentrations of the various leached metals are premeasured to match the target cathode and then the cathodes are directly synthesized.
The main issues with this method, however, is that a large volume of solvent is required and the high cost of neutralization. Although it’s easy to shred up the battery, mixing the cathode and anode at the beginning complicates the process, so they will also need to be separated. Unfortunately, the current design of batteries makes the process extremely complex and it is difficult to separate the metals in a closed-loop battery system. Shredding and dissolving may occur at different locations.
Direct recycling is the removal of the cathode or anode from the electrode, reconditioned, and then reused in a new battery. Mixed metal-oxides can be added to the new electrode with very little change to the crystal morphology. The process generally involves the addition of new lithium to replenish the loss of lithium in the cathode due to degradation from cycling. Cathode strips are obtained from the dismantled batteries, then soaked in NMP, and undergo sonication to remove excess deposits. It is treated hydrothermally with a solution containing LiOH/Li2SO4 before annealing.
This method is extremely cost-effective for noncobalt-based batteries as the raw materials do not make up the bulk of the cost. Direct recycling avoids the time-consuming and expensive purification steps, which is great for low-cost cathodes such as LiMn2O4 and LiFePO4. For these cheaper cathodes, most of the cost, embedded energy, and carbon footprint is associated with the manufacturing rather than the raw material.It is experimentally shown that direct recycling can reproduce similar properties to pristine graphite.
The drawback of the method lies in the condition of the retired battery. In the case where the battery is relatively healthy, direct recycling can cheaply restore its properties. However, for batteries where the state of charge is low, direct recycling may not be worth the investment. The process must also be tailored to the specific cathode composition, and therefore the process must be configured to one type of battery at a time.Lastly, in a time with rapidly developing battery technology, the design of a battery today may no longer be desirable a decade from now, rendering direct recycling ineffective.
Researchers are actively working to improve the power density, safety, cycle durability (battery life), recharge time, cost, flexibility, and other characteristics, as well as research methods and uses, of these batteries.
In chemistry and manufacturing, electrolysis is a technique that uses direct electric current (DC) to drive an otherwise non-spontaneous chemical reaction. Electrolysis is commercially important as a stage in the separation of elements from naturally occurring sources such as ores using an electrolytic cell. The voltage that is needed for electrolysis to occur is called the decomposition potential. The word "lysis" means to separate or break, so in terms, electrolysis would mean "breakdown via electricity".
Zinc–air batteries (non-rechargeable), and zinc–air fuel cells are metal–air batteries powered by oxidizing zinc with oxygen from the air. These batteries have high energy densities and are relatively inexpensive to produce. Sizes range from very small button cells for hearing aids, larger batteries used in film cameras that previously used mercury batteries, to very large batteries used for electric vehicle propulsion and grid-scale energy storage.
The lithium iron phosphate battery or LFP battery, is a type of lithium-ion battery using lithium iron phosphate as the cathode material, and a graphitic carbon electrode with a metallic backing as the anode. The energy density of LiFePO
4 is lower than that of lithium cobalt oxide, and also has a lower operating voltage. The main drawback of LiFePO
4 is its low electrical conductivity. Therefore, all the LiFePO
4 cathodes under consideration are actually LiFePO
4/C. Because of low cost, low toxicity, well-defined performance, long-term stability, etc. LiFePO
4 is finding a number of roles in vehicle use, utility scale stationary applications, and backup power. LFP batteries are cobalt-free.
Nanobatteries are fabricated batteries employing technology at the nanoscale, particles that measure less than 100 nanometers or 10−7 meters. These batteries may be nano in size or may use nanotechnology in a macro scale battery. Nanoscale batteries can be combined to function as a macrobattery such as within a nanopore battery.
Lithium iron phosphate (LFP) is an inorganic compound with the formula LiFePO
4. It is a gray, red-grey, brown or black solid that is insoluble in water. The material has attracted attention as a component of lithium iron phosphate batteries, a type of Li-ion battery. This battery chemistry is targeted for use in power tools, electric vehicles, solar energy installations and more recently large grid-scale energy storage. It is also used in OLPC XO education laptops.
A nanowire battery uses nanowires to increase the surface area of one or both of its electrodes. Some designs, variations of the lithium-ion battery have been announced, although none are commercially available. All of the concepts replace the traditional graphite anode and could improve battery performance.
A lithium-ion capacitor (LIC) is a hybrid type of capacitor classified as a type of supercapacitor. It is called a hybrid because the anode is the same as those used in lithium-ion batteries and the cathode is the same as those used in supercapacitors. Activated carbon is typically used as the cathode. The anode of the LIC consists of carbon material which is often pre-doped with lithium ions. This pre-doping process lowers the potential of the anode and allows a relatively high output voltage compared to other supercapacitors.
The lithium–sulfur battery is a type of rechargeable battery, notable for its high specific energy. The low atomic weight of lithium and moderate atomic weight of sulfur means that Li–S batteries are relatively light. They were used on the longest and highest-altitude unmanned solar-powered aeroplane flight by Zephyr 6 in August 2008.
The thin film lithium-ion battery is a form of solid-state battery. Its development is motivated by the prospect of combining the advantages of solid-state batteries with the advantages of thin-film manufacturing processes.
The lithium–air battery (Li–air) is a metal–air electrochemical cell or battery chemistry that uses oxidation of lithium at the anode and reduction of oxygen at the cathode to induce a current flow.
A metal–air electrochemical cell is an electrochemical cell that uses an anode made from pure metal and an external cathode of ambient air, typically with an aqueous or aprotic electrolyte. During discharging of a metal–air electrochemical cell, a reduction reaction occurs in the ambient air cathode while the metal anode is oxidized. The specific capacity and energy density of metal–air electrochemical cells is higher than that of lithium-ion batteries, making them a prime candidate for use in electric vehicles. However, complications associated with the metal anodes, catalysts, and electrolytes have hindered development and implementation of metal–air batteries, though there are some commercial applications.
A potassium-ion battery or K-ion battery is a type of battery and analogue to lithium-ion batteries, using potassium ions for charge transfer instead of lithium ions. It was invented by the Iranian/American chemist Ali Eftekhari in 2004.
The sodium-ion battery (NIB) is a type of rechargeable battery analogous to the lithium-ion battery but using sodium ions (Na+) as the charge carriers. Its working principle and cell construction are almost identical with those of the commercially widespread lithium-ion battery types, but sodium compounds are used instead of lithium compounds.
Aluminium-ion batteries are a class of rechargeable battery in which aluminium ions provide energy by flowing from the positive electrode of the battery, the anode, to the negative electrode, the cathode. When recharging, aluminium ions return to the negative electrode, and can exchange three electrons per ion. This means that insertion of one Al3+ is equivalent to three Li+ ions in conventional intercalation cathodes. Thus, since the ionic radii of Al3+ (0.54 Å) and Li+ (0.76 Å) are similar, significantly higher models of electrons and Al3+ ions can be accepted by the cathodes without much pulverization. The trivalent charge carrier, Al3+ is both the advantage and disadvantage of this battery. While transferring 3 units of charge by one ion significantly increases the energy storage capacity, the electrostatic intercalation of the host materials with a trivalent cation is too strong for well-defined electrochemical behaviour.
Research in lithium-ion batteries has produced many proposed refinements of lithium-ion batteries. Areas of research interest have focused on improving energy density, safety, rate capability, cycle durability, flexibility, and cost.
Lithium hybrid organic batteries are an energy storage device that combines lithium with an organic polymer. For example, polyaniline vanadium (V) oxide (PAni/V2O5) can be incorporated into the nitroxide-polymer lithium iron phosphate battery, PTMA/LiFePO4. Together, they improve the lithium ion intercalation capacity, cycle life, electrochemical performances, and conductivity of batteries.
Magnesium batteries are batteries that utilize magnesium cations as the active charge transporting agent in solution and as the elemental anode of an electrochemical cell. Both non-rechargeable primary cell and rechargeable secondary cell chemistries have been investigated. Magnesium primary cell batteries have been commercialised and have found use as reserve and general use batteries.
The glass battery is a type of solid-state battery. It uses a glass electrolyte and lithium or sodium metal electrodes. The battery was invented by John B. Goodenough, inventor of the lithium cobalt oxide and lithium iron phosphate electrode materials used in the lithium-ion battery (Li-ion), and Maria H. Braga, an associate professor at the University of Porto and a senior research fellow at Cockrell School of Engineering at The University of Texas.
Calcium (ion) batteries are energy storage and delivery technologies (i.e., electro–chemical energy storage) that employ calcium ions (cations), Ca2+, as the active charge carrier in the electrolytes as well as in the electrodes (anode and cathode). Calcium (ion) batteries remain an active area of research, with studies and work persisting in the discovery and development of electrodes and electrolytes that enable stable, long-term battery operation.
Lithium nickel manganese cobalt oxides (abbreviated Li-NMC, LNMC, NMC or NCM) are mixed metal oxides of lithium, nickel, manganese and cobalt. They have the general formula LiNixMnyCozO2. The most important representatives have a composition with x + y + z that is near 1, with a small amount of lithium on the transition metal site. In commercial NMC samples, the composition typically has < 5% excess lithium. Structurally materials in this group are closely related to lithium cobalt(III) oxide (LiCoO2) and have a layered structure but possess an ideal charge distribution of Mn(IV), Co(III), and Ni(II) at the 1:1:1 stoichiometry. For more nickel-rich compositions, the nickel is in a more oxidized state for charge balance. NMCs are among the most important storage materials for lithium ions in lithium ion batteries. They are used on the positive side, which acts as the cathode during discharge.
Commercial lithium ion cells are now optimised for either high energy density or high power density. There is a trade off in cell design between the power and energy requirements.
811 is rapidly gaining ground on two other slightly less low-cobalt variants, NMC 532 and 622
Industry has been improving NMC technology by steadily increasing the nickel content in each cathode generation (e.g. NMC 433, NMC 532, or the most recent NMC 622)
global lithium-ion battery production from about 20GWh (~6.5bn€) in 2010
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thermally treat them—they’re burning off plastic and electrolyte in the batteries and are not really focused on the material recovery. It’s mainly the cobalt, the nickel and the copper that they can get via that method. Lithium-ion is quite a bit more complex, than lead–acid
Some participants paid $3/kg to recycle batteries at end of life