Performance and degradation evaluation of five different commercial lithium-ion cells

Striebel, Kathryn A.; Shim, Joongpyo

doi:10.2172/841309

Cited by 3 publications

(2 citation statements)

References 3 publications

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“…26 ) and NCA (e.g. 26,27 ). The dQ/dV vs. V curves do not change significantly as TMOBX is added and no extra peaks are observed that increase with TMOBX content, even when viewed on an expanded scale, suggesting no dramatic oxidation of TMOBX during the first charge of these materials.…”

Section: Resultsmentioning

confidence: 99%

The Effect of Trimethoxyboroxine on Some Positive Electrodes for Li-Ion Batteries

Ping

Xia

Wang

et al. 2013

J. Electrochem. Soc.

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The effects of trimethoxyboroxine (TMOBX) on the electrochemical properties of some positive electrode materials for Li-ion batteries were studied. LiCoO2 (LCO), Li(Ni1/3Mn1/3Co1/3)O2 (NMC) and Li(Ni0.8Co0.15Al0.05)O2 (NCA) were chosen for study. Positive half cells containing different concentrations of TMOBX were studied using storage tests and dQ/dV analysis. These results suggest that TMOBX increases the rate of electrolyte oxidation and/or shuttle-type reactions at the positive electrode, especially at 60°C, but that there is no dramatic oxidation of TMOBX itself during the first cycles. NCA/NCA symmetric cells with different concentrations of TMOBX were constructed and tested. Capacity retention in symmetric NCA/NCA cells with small concentrations of TMOBX (0.3% and 1%) was equivalent to cells without TMOBX. Electrochemical impedance spectroscopy (EIS) tests showed that adding TMOBX decreased cell impedance when the concentration of TMOBX was no more than 1%. These results suggest TMOBX is a useful impedance reducing additive for Li-ion cells if it is incorporated at low concentration, such as 0.3%.

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Section: Resultsmentioning

confidence: 99%

The Effect of Trimethoxyboroxine on Some Positive Electrodes for Li-Ion Batteries

Ping

Xia

Wang

et al. 2013

J. Electrochem. Soc.

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“…This reflects the assumption of 3,000 battery cycles at an average charge swing of 34%, with a 24-kWh battery pack and 300 Wh/mi in plug-to-wheel vehicle efficiency. While the failure mechanisms of different types of lithium-based batteries are still being understood, it appears clear that for many of them, treatment of the battery in terms of ambient temperature and avoidance of long periods at high state-of-charge levels can have a larger effect on battery life than depth-of-discharge patterns (8,9). Longer and shorter battery-life expectancies are considered in the sensitivity analysis below; battery lifetimes may be shorter in warmer weather climates and longer in cooler climates because of the effect of warmer temperatures on increasing battery degradation and reducing battery lifetimes (10).…”

Section: Infrastructure and Subscription Estimatesmentioning

confidence: 99%

Business Model for Subscription Service for Electric Vehicles Including Battery Swapping, for San Francisco Bay Area, California

Lidicker

Lipman

Williams

2011

Transportation Research Record: Journal of the Transportation R

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A proposed strategy for facilitating the introduction of electric-drive vehicles calls for vehicle purchasers to own the vehicle but to lease the battery from a third party to help reduce the first-cost hurdle to consumers. A further extension of this concept for all-battery electric vehicles (EVs) would include the ability for consumers to exchange their discharged batteries for charged ones at battery swap stations. This factor would extend the driving range for EV service subscribers but with increased costs to build and operate the stations. This analysis centers around a base-case scenario from 2012 to 2027 that includes a set of assumptions about subscriber membership levels, gasoline and electricity prices, corporate level expenditures, and the capital costs of batteries, charging stations, and battery swap stations. The base-case set of assumptions is then systematically varied, and a few combinations are explored to determine whether and how such a service might be economically viable. Key sensitivities include buildup of the number of subscribers, the price of gasoline, capital costs of the batteries, distribution of total annual driving mileage of subscribers, and the number of corporate employees needed to operate and manage the subscription service business. Focusing on a network in the San Francisco Bay Area, California, the analysis suggests that, with current gasoline prices and the base-case scenario assumptions, the economics of this business model are challenging.

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LiFePO4/gel/natural graphite cells for the BATT program

Striebel

Guerfi

Shim

et al. 2003

Journal of Power Sources

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LiFePO 4 /gel/natural graphite (NG) cells have been prepared and cycled under a fixed protocol for cycle and calendar life determination. Cell compression of 10 psi was found to represent an optimal balance between cell impedance and the first cycle losses on the individual electrodes with the gel electrolyte. Cells with a Li anode showed capacities of 160 and 78 mAh/gLiFePO 4 for C/25 and 2C discharge rates, respectively. Rapid capacity and power fade were observed in the LiFePO 4 /gel/NG cells during cycling and calanedar life studies. Diagnostic evaluations point to the consumption of cycleable Li though a side reaction as the reason for performance fade with minimal degradation of the individual electrodes.

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Performance and degradation evaluation of five different commercial lithium-ion cells

Cited by 3 publications

References 3 publications

The Effect of Trimethoxyboroxine on Some Positive Electrodes for Li-Ion Batteries

The Effect of Trimethoxyboroxine on Some Positive Electrodes for Li-Ion Batteries

Business Model for Subscription Service for Electric Vehicles Including Battery Swapping, for San Francisco Bay Area, California

LiFePO4/gel/natural graphite cells for the BATT program

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