Aluminum negative electrode in lithium ion batteries

Hamon, Yohann; Brousse, Thierry; Jousse, F.; Topart, P.; Buvat, Pierrick; Schleich, D. M.

doi:10.1016/s0378-7753(01)00616-4

Cited by 247 publications

(188 citation statements)

References 6 publications

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“…The average thickness of films is calculated from the coulometric charge of the electrodeposition and the density of bulk aluminum. The initial sloping voltage observed in Figure 3 is more significant for thinner films, which was also observed in one previous study (3). Because of the strong dependence of this portion of the curve on film thickness and the fact that the applied current is proportional to the total amount of lithium ("1C" rate), this sloping voltage is attributed to a surface reaction.…”

Section: Ecs Transactionssupporting

confidence: 85%

Nanostructured Lithium-Aluminum Alloy Electrodes for Lithium-Ion Batteries

Hudak¹,

Huber²

2011

ECS Trans.

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Electrodeposited aluminum films and template-synthesized aluminum nanorods are examined as negative electrodes for lithium-ion batteries. The lithium-aluminum alloying reaction is observed electrochemically with cyclic voltammetry and galvanostatic cycling in lithium half-cells. The electrodeposition reaction is shown to have high faradaic efficiency, and electrodeposited aluminum films reach theoretical capacity for the formation of LiAl (1 Ah/g). The performance of electrodeposited aluminum films is dependent on film thickness, with thicker films exhibiting better cycling behavior. The same trend is shown for electron-beam deposited aluminum films, suggesting that aluminum film thickness is the major determinant in electrochemical performance regardless of deposition technique. Synthesis of aluminum nanorod arrays on stainless steel substrates is demonstrated using electrodeposition into anodic aluminum oxide templates followed by template dissolution. Unlike nanostructures of other lithium-alloying materials, the electrochemical performance of these aluminum nanorod arrays is worse than that of bulk aluminum.

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Section: Ecs Transactionssupporting

confidence: 85%

Nanostructured Lithium-Aluminum Alloy Electrodes for Lithium-Ion Batteries

Hudak¹,

Huber²

2011

ECS Trans.

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“…[15][16][17][18] Side reactions can include many different types of reactions leading to effects such as electrode pore clogging, lithium metal plating or passive layer growth at the electrode-electrolyte interface. 19 These fade mechanisms generally occur during cycling processes, and additional degradation can occur due to calendar fade when the battery is not being cycled.…”

Section: Li-ion Battery Degradationmentioning

confidence: 99%

Model-Based SEI Layer Growth and Capacity Fade Analysis for EV and PHEV Batteries and Drive Cycles

Lawder

Northrop

Subramanian

2014

J. Electrochem. Soc.

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Capacity fade experienced by electric vehicle (EV) and plug-in hybrid electric vehicle (PHEV) batteries will affect the economic and technological value of the battery pack during EV life as well as the value of the battery at the end of life. The growth of the solid-electrolyte interface (SEI) layer is a major cause of capacity fade. We studied the fade caused by SEI layer growth for eight different driving cycles (which include regenerative braking), and six charging protocols. In addition, we looked at the growth caused by varying the depth of discharge during cycling. Constant current and constant current-constant voltage charging patterns at differing rates were studied. Results showed that for half of the driving cycles regenerative braking increased the life-time energy utilization of the battery in addition to increasing the capacity during a single cycle. For the other half of the driving cycles it is shown that while regenerative braking may be beneficial during a single cycle, over the life of the battery it can decrease the total usable energy. These cases were studied using a reformulated porous electrode pseudo two dimensional model that included SEI layer growth as a side reaction. While working electric vehicles (EV) have been in existence for over a century (a lead-acid battery powered car achieved speeds of 30m/s in 1899), the price of EVs has not become competitive with their internal combustion engine (ICE) counterparts.1 EV sales are currently aided by subsidies ranging from $3,000 in China to $7,500 in the US and Western Europe to $10,000 in Japan.2 One of the causes of the high prices of EVs is the expensive nature of the vehicle's battery pack, which is not required by ICE vehicles running entirely on gas (hybrids operate on a combination of both systems with plug-in hybrid electric vehicles (PHEV) being able to operate in an all-electric mode). Most currently available and planned EVs (and PHEVs) use a lithium-ion (Li-ion) battery chemistry. Li-ion EV battery pack costs are estimated at between $600-$1,200 per kWh of energy capacity. 2,3 This price can cause battery packs to cost in excess of $10,000 per vehicle and account for 30-50% of total vehicle cost. 4 Decreasing the price of the battery pack will be extremely important in making EVs price competitive in the automobile market.As EV and PHEVs age, their battery packs will have to be replaced due to capacity and power fade. Power fade is defined as the loss of cell power caused by increased cell impedance from aging. Capacity fade is defined as the loss of energy storage capacity due to degradation caused by cycling.5 Based on present requirements, EV batteries that have lost 20% of their initial factory capacity are no longer useful for automotive use and should be replaced. 6 Typically, an EV battery will last between 5 to 10 years within its automotive application depending on driving and charging patterns. Nissan estimates that the battery installed in the 2011 Nissan Leaf will contain approximately 80% of its original capacity ...

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“…An extensive number of experimental approaches have been proposed to increase the anode's electrochemical capacity [1,2]. Several modifications of carbons [3,4,5,6,7], nitrides [8,9], oxides [10,11,12,13,14] or alloying of lithium with metals such an Si [15], Sn [16] and Al [17] were proposed. Among them, tin seems to be particularly attractive since it easily and reversibly alloys with Li atoms at potentials <1.1 V vs. Li.…”

Section: Introductionmentioning

confidence: 99%

Microwave plasma chemical vapor deposition of nano-structured Sn/C composite thin-film anodes for Li-ion batteries

Marcinek

Hardwick

Richardson

et al. 2007

Journal of Power Sources

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In this paper we report results of a novel synthesis method of thin-film composite Sn/C anodes for lithium batteries. Thin layers of graphitic carbon decorated with uniformly distributed Sn nanoparticles were synthesized from a solid organic precursor Sn(IV) tert-butoxide by a one step microwave plasma chemical vapor deposition (MPCVD). The thin-film Sn/C electrodes were electrochemically tested in lithium half cells and produced a reversible capacity of 440 and 297 mAhg -1 at C/25 and 5C discharge rates, respectively. A long term cycling of the Sn/C nanocomposite anodes showed 40% capacity loss after 500 cycles at 1C rate.

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Aluminum negative electrode in lithium ion batteries

Cited by 247 publications

References 6 publications

Nanostructured Lithium-Aluminum Alloy Electrodes for Lithium-Ion Batteries

Nanostructured Lithium-Aluminum Alloy Electrodes for Lithium-Ion Batteries

Model-Based SEI Layer Growth and Capacity Fade Analysis for EV and PHEV Batteries and Drive Cycles

Microwave plasma chemical vapor deposition of nano-structured Sn/C composite thin-film anodes for Li-ion batteries

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