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Researchers Exploring New Li-Ion Anode Material That Could Increase Safety and Provide a Power Boost
25 February 2008
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| Perspective plot of the layered structure of LiNiN. Click to enlarge. |
Researchers in Spain and the United Kingdom are reporting development of a new anode material for lithium-ion batteries that could ease concerns about safety, while delivering a power boost, according to a new study scheduled for publication in the 11 March issue of Chemistry of Materials, a bi-weekly journal of the American Chemical Society.
In the new study, M. Rosa Palacín at the Institut de Ciència de Materials de Barcelona, (CSIC) and colleagues at the University of Cambridge, University of Nottingham, and University of Glasgow compared the performance of Li-ion batteries made with negative electrodes composed of lithium nickel nitride (LiNiN) to conventional Li-ion batteries containing conventional carbonaceous anodes. They found that the new materials are more efficient than the conventional electrodes and less likely to overheat.
Because the the negative electrode potential affects the heat of reaction between electrode materials and electrolytes, one approach under study since the 1990s to increase thermal safety in lithium-ion batteries has been the use of higher potential negative electrode materials.
Lithium transition metal nitrides were first proposed in the 1990s as alternative anode materials. Of those, Li2.6Co0.4N demonstrated very high specific capacity values (typically 700–800 mA·h/g) at somewhat higher voltages than those used for carbonaceous electrodes. This compound is isostructural with Li3N; other structurally related Li3-xMxN phases with M = Fe, Cu, and Ni have been described and successfully tested in lithium batteries.
The research team had earlier established the ability of preparing Li3-xMxN systems with significant levels of lithium vacancies, the highest value of which is found in LiNiN.
...we can state that the electrochemical performance of LiNiN is very promising, and further improvements can be envisaged by changing the reaction conditions and the processing of the electrode. Additional work is in progress to rationalize the changes undergone by the electrode upon lithium insertion/removal and how such changes might influence the electrochemical performance. The results above also strongly suggest that lithium transition metal nitrides have appreciable potential as negative electrodes in lithium batteries, giving rise to high capacities at low voltages (below 1.7 V).
Alternate anode chemistries are currently being commercialized by several companies, including EnerDel and Altairnano, both of which use a lithium titanate material in the negative electrode. The US Department of Energy’s Office of Vehicle Technology is also exploring novel materials (cathode, anode and electrolyte) in longer term research that could deliver increased power and energies, according to Tien Duong, of the Office of FreedomCAR and Vehicle Technologies, US DOE-EERE.
Resources
Jordi Cabana, et. al. Towards New Negative Electrode Materials for Li-Ion Batteries: Electrochemical Properties of LiNiN. Chem. Mater., ASAP Article, 10.1021/cm7034486, 13 February, 2008
February 25, 2008 in Batteries | Permalink | Comments (7) | TrackBack (0)
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Comments
Silicon Nanowire anodes still sound like a better prospect, if they can be manufactured in mass. With either of these improved anode materials, what comparably enhanced cathode would work?
Posted by: Healthy Breaze | Feb 25, 2008 1:52:45 PM
These new battery developments are nice, but how do we address the differing recharge voltage, and power rating of all these new battery types? I am thinking of recharging stations in public places, as opposed to vendor provided home recharge kits.
Posted by: Lulu | Feb 25, 2008 4:57:12 PM
Charge station electronics need minimal intelligence to detect battery types in any BEV. Once type is detected, charge electronics adjust for charge rate V and current and calculate cost per Kw/H.
Sure would be nice to see some new work come out of DOE's FreedomCar initiative. Can't help but consider that this stuff has been around for quite a while waiting for someone to shed a little light on it.
Posted by: gr | Feb 25, 2008 7:45:04 PM
@Lulu
My guess is that charging stations will be dumb and won't need to detect the battery type at all. The logic is inside the car and will instruct the charger to supply it with a certain charging current.
Posted by: Anne | Feb 26, 2008 8:05:44 AM
Obviously these standards need to be worked out. Some of them were started in the 90s when the EV1, RAV4EV and others were running and cities were putting in charging stations. So, they have a head start on establishing those standards once again.
I really hope they get some good batteries and make a go of it this time. It seems like we are primed for HEV, PHEV, BEV and other forms of electric transport now and are ready to go when the batteries arrive. Companies like BYD have a head start at vertical integration, being in both the battery and car business, but more established car makers will do well with supply agreements also.
Posted by: sjc | Feb 26, 2008 10:07:29 AM
It is always great to see progress in battery technology. Each small improvement makes makes the BEV* more possible *(Battery Electric Vehicle).
BEV, & PHEV Charging stations need to supply line voltage power (3ph 220v 100a) using a GFI protected plug and be standard for the world *(or most of it, we still have the 60 cycle / 50 cycle differences). Cars will have an on board battery charging system with each battery pack having an optimized charging system.
For a 16 or 20 kWh battery pack, the sizes envisioned in BEV's, most public recharges will be under two hours. Home charging on single phase 220 will take three times as long. Obviously, I expect to see newer lighter and more efficient charging systems developed as BEV transportation becomes common, but all using the same initial power source. The alternate of having each car maker place various proprietary charging systems at a few public locations, is total stupidity.
Charging stations need to be in the parking lots of all major shopping plazas where they will give drivers choices in using their time while recharging. Charging stations must be accessible and available to all makes of cars with all configurations of battery packs.
The "pay-for-power" plug will make installing a BEV infrastructure possible and make BEV cars viable as transportation. As Electric cars become common, most all business will be motivated to supply recharge stations in their parking facilities.
Posted by: John Taylor | Feb 29, 2008 3:02:05 AM
I could see companies putting in solar car ports for employees. They would charge your vehicles, keep the car cool and preserve the paint at the same time. It is amazing some times what a little group effort can do to change things.
Posted by: sjc | Mar 1, 2008 11:04:28 AM
