Browse Topic: Lithium
Current lithium-ion batteries should generally only be charged above 0 °C, as charging below this temperature can promote lithium plating and irreversible degradation. However, conventional pack-level heating elements increase system mass and design complexity. In addition, heat is transferred from outside into the cell, causing the temperature inside the cell to rise slowly. This study evaluates internal Joule heating of cylindrical Li-ion cells using a zero-mean square-wave current excitation and quantifies the associated aging impact. LG INR21700-M50L cells were tested at 0 °C, −10 °C, and −20 °C with three excitation frequencies (50 Hz, 1 Hz, 10 mHz) at 5 A amplitude. Each cycle consisted of 30 min heating followed by 60 min cooling; reference capacity-based state of health (SOH) was assessed every 50 cycles up to 400 cycles. A maximum surface temperature rise of 14.3 K was achieved, with larger temperature rise at lower ambient temperature and lower excitation frequency. Capacity fade remained below approximately 1% for most conditions; however, at −20 °C and 10 mHz a pronounced SOH decrease to 87% was observed, indicating a critical operating regime. The results provide practical guidance for pulse-heating parameter selection and highlight the need for safeguards and further diagnostics in extreme low-frequency excitation at very low temperatures. This heating approach is particularly suitable for simpler battery-electric applications without thermal management, such as e-bikes or power tools. However, it may also be relevant for applications with existing thermal management systems, as it simplifies battery pack design.
As the electric vehicle era enters full scale, demand is increasing for batteries that can travel farther and last longer. Lithium-metal batteries have been attracting attention as a next-generation technology capable of surpassing the capacity limits of existing lithium-ion batteries. However, during the charging process, needle-shaped crystals called “dendrites” grow, shortening battery life and increasing the risk of fire, which has been identified as the biggest obstacle to commercialization. A Korean research team has developed a key technology that can solve this challenge.
Researchers at Columbia Engineering have developed a new gel electrolyte that both improves the lifetime and safety of anode-free lithium batteries, an emerging battery architecture that could dramatically boost energy density while simplifying manufacturing. Although such design promises higher energy density and lower cost, the approach has long been plagued by short battery life and safety concerns caused by unstable lithium plating and parasitic reactions at the electrode-electrolyte interface.
As the utilization of lithium-ion batteries in electric vehicles expands, monitoring the usable cell capacity (UCC) is essential for ensuring accurate state-of-health (SOH) estimation. Battery performance degradation is influenced by temperature and constraints. Capacity tests in laboratory settings are typically conducted at low C-rates to approximate equilibrium conditions, whereas in real vehicle applications, charging currents are often much higher. This discrepancy in rates frequently results in deviations between laboratory characterization and on-board Battery Management Systems (BMS) capacity estimation. To investigate how C-rate of diagnostic Reference Performance Test (RPT) modulates aging effects under temperature and mechanical loading, we conducted long-term cycling tests on lithium iron phosphate/graphite pouch cells at 25°C and 45°C under different constrained conditions. The cycling protocol is a tiered multi-rate protocol. Cells were aged at Block1 under 1C, and UCC evolution was quantified after each block. The result shows battery aging can be divided into three stages: a decelerated, steady, and accelerated aging stage. The degradation of LFP cells is dominated by loss of lithium inventory (LLI), and elevated temperature accelerates the degradation. By combining differential voltage analysis (DVA), direct current internal resistance, electrochemical impedance spectroscopy, and ultrasonic testing, we found that under 45°C free condition, accelerated aging is consistent with intensified SEI growth and electrolyte decomposition, accompanied by increased LLI, gas-generation, and increased resistance. These signals emerge earlier than the apparent capacity divergence and may serve as early indicators for predicting the onset of rapid degradation. Appropriate constrain mitigates aging, and its influence becomes more pronounced when using higher-rate RPTs. At 25°C, high-rate RPTs exhibit an apparent capacity recovery. DVA analyses indicate the recovery originates from gradual activation of lithium. Overall, these findings illustrate and explain the degradation characteristics and capacity recovery phenomenon, providing a reference for connecting laboratory standard tests with on-board BMS capacity estimation.
Asolid, rather than liquid, electrolyte between the opposite electrodes of a battery should, in theory, enable a rechargeable lithium metal battery that is safer, packs much more energy, and charges considerably faster than the lithium-ion batteries commercially available today. For decades, scientists and engineers have explored several paths to realize the great promise of lithium metal batteries. A major problem with the solid, crystalline electrolytes under study has been the formation of microscopic cracks that grow during use until the battery fails.
A joint research team led by Professor Soojin Park and Dr. Dong-Yeob Han of the Department of Chemistry at POSTECH, together with Professor Nam-Soon Choi and Dr. Saehun Kim of KAIST, and Professor Tae Kyung Lee and researcher Junsu Son of Gyeongsang National University, has successfully achieved a volumetric energy density of 1270 Wh/L in an anode-free lithium metal battery. This value is nearly twice that of lithium-ion batteries currently used in electric vehicles, which typically deliver around 650 Wh/L. The achievement was published in Advanced Materials.
This research demonstrates a new way to make carbon-based battery materials much safer, longer lasting, and more powerful by fundamentally redesigning how fullerene molecules are connected. Today’s lithium-ion batteries rely mainly on graphite, which limits fastcharging speed and poses safety risks due to lithium plating. These research findings mean progress toward safer electric vehicles, longer-lasting consumer electronics, and more reliable renewable-energy storage.
With the growing global demand for sustainable energy and high-performance mobile devices, lithium metal solid-state batteries (LMBs) have emerged as a research hotspot in the field of energy storage due to their exceptional high energy density and significant safety advantages. However, the growth of lithium dendrites and their penetration through the solid electrolyte remain key issues leading to battery short-circuiting and failure. To date, there has been a lack of effective in situ research methods to reveal the failure mechanisms, which has severely restricted the commercialization of LMBs. This study innovatively employs in situ electrochemical impedance spectroscopy (EIS) to investigate lithium plating behavior in symmetric cells during critical current density (CCD) tests under room temperature and elevated temperature conditions. By analyzing characteristic signals at 1 MHz, this study presents the in situ impedance changes at the grain boundaries and interfaces of the battery, revealing that lithium plating is a dynamic reduction-oxidation process. We summarize two modes of lithium plating: one involves lithium metal deposition at the interface due to local current density inhomogeneity; the other involves lithium metal deposition at grain boundaries far from the electrode due to concentration gradient differences. The study further reveals that lithium plating at grain boundaries is the primary cause of battery failure. This research highlights the unique advantages of in situ EIS in the field of solid-state battery research and its applicability to various material systems. Moreover, the proposed lithium plating mechanism provides a theoretical basis for optimizing battery design and enhancing battery safety, thereby facilitating the realization of high-energy-density solid-state batteries.
Reliable monitoring of the internal state of lithium-ion batteries (LIBs) is crucial for mitigating potential safety hazards. The incorporation of a reference electrode (RE) within the battery constitutes a vital approach for achieving single-electrode monitoring and understanding changes in electrode state during cycling. Among these, the lithium-copper reference electrode (Li-Cu RE) is particularly cost-effective and straightforward to prepare, being fabricated by depositing lithium onto a copper wire. However, Li-Cu RE exhibits a relatively short effective lifespan during long-term cycling, thereby limiting its practical application. In this work, based on a self-fabricated three-electrode single-layer pouch cell, the microstructural changes before and after failure of the Li-Cu RE were characterized and analyzed, revealing its failure evolution process. Post-failure microstructures observations exhibit marked porosity in the electrode, attributed to substantial depletion of surface lithium metal. Concurrently, the copper wire's elevated potential dominantly influences the overall Li-Cu RE potential, causing its potential to rise and destabilize. This induces a sharp decline in the measured electrode's potential curve. Furthermore, comparative analysis of key factors influencing Li-Cu RE lifespan were investigated. In the static state, the theoretical failure time of Li-Cu RE differed by only approximately 9 hours from that in the cycling state. Crucially, isolating the test electrode from the Li-Cu RE nearly doubled its lifespan, revealing that current generated by the potential difference between the test electrode and Li-Cu RE is the primary cause of failure under low-rate cycling. This paper systematically elucidates the observed failure behavior of the Li-Cu RE and comprehensively analyzes the various factors, which aids in further understanding the failure mechanism of the Li-Cu RE and identifying targeted solutions.
Lithium, the lightest metal on the periodic table, plays a pivotal role in modern life. Its low weight and high energy density make it ideal for electric vehicles, cellphones, laptops, and military technologies where every ounce counts. As demand for lithium skyrockets, concerns about supply and reliability are growing.
Applications Drive Lithium Technologies Optimization by SAFT
All-solid-state batteries are safe, powerful ways to power EVs and electronics and store electricity from the energy grid, but the lithium used to build them is rare, expensive, and can be environmentally devastating to extract. Sodium is an inexpensive, plentiful, less-destructive alternative, but the all-solid-state batteries they create currently don’t work as well at room temperature.
Although lithium is highly effective to treat bipolar disorder, the chemical has a narrow therapeutic window — too high a dose can be toxic to patients, causing kidney damage, thyroid damage, or even death, while too low a dose renders the treatment ineffective.
Lithium metal batteries (LMBs) are a promising technology for next-generation energy storage, offering higher energy density than traditional lithium-ion batteries. However, challenges related to the anode’s behavior — specifically issues related to its kinetics and reversibility — have hindered their widespread adoption. Researchers have long struggled with understanding the underlying causes of battery failure, often relying on post-mortem analysis that only reveals outcomes but fails to capture the dynamic processes leading to failure.
In the race to meet the growing global demand for lithium, a team of researchers from Rice University’s Elimelech lab has developed a breakthrough lithium extraction method that could reshape the industry.
Conventional solid polymer electrolyte batteries perform poorly due to structural limitations that hinder an optimal electrode contact. This could not eliminate the issue of “dendrites”, where lithium grows in tree-like structures during repeated charging and discharging cycles. Dendrites are a critical issue, as an irregular lithium growth can disrupt battery connections, potentially causing fires and explosions.
Continuing a common theme among some presenters at The Battery Show North America, the CEO and founder of Pure Lithium, which is betting on lithium vanadium, framed the company's efforts as a way to end China's dominance in the battery market. “The U.S. is facing an existential crisis, and that is the extinction of the U.S. automotive industry,” Emilie Bodoin said. “But unlike the dinosaurs, we can see this comet coming. We're literally in a cold war with China over supply chain.”
Existing commercial battery technologies, which use liquid electrolytes and carbonaceous anodes, have certain drawbacks such as safety concerns, limited lifespan, and inadequate power density particularly at high temperatures. This has prompted researchers to search for solid electrolytes that are safe and compatible with lithium metal anodes, which are known for their high theoretical specific power capacity.
Researchers have developed better rechargeable batteries by applying silicon to the batteries’ cathodes. A previously unknown mechanism by which lithium gets trapped in batteries limits the number of times it can be charged and discharged at full power. By not maxing out their storage capacity, a new approach could provide steady and stable cycling for applications that need it.
Safe and efficient energy storage is important for American prosperity and security. With the adoption of both renewable energy sources and electric vehicles on the rise around the world, it is no surprise that research into a new generation of batteries is a major focus. Researchers have been developing batteries with higher energy storage density, and thus, longer driving range. Other goals include shorter charging times, greater tolerance to low temperatures, and safer operation.
While Daimler Truck and Paccar are pursuing LFP battery cells, Volvo Trucks employs lithium-ion batteries in which lithium nickel cobalt aluminum oxide (NCA) is used as the cathode — for now anyway. The Swedish truck maker is continuously exploring other battery technologies.
A Columbia Engineering team has published a paper in the journal Joule that details how nuclear magnetic resonance spectroscopy techniques can be leveraged to design the anode surface in lithium metal batteries. The researchers also present new data and interpretations for how this method can be used to gain unique insight into the structure of these surfaces.
Sodium (Na), which is over 500 times more abundant than lithium (Li), has recently garnered significant attention for its potential in sodium-ion battery technologies. However, existing sodium-ion batteries face fundamental limitations, including lower power output, constrained storage properties, and longer charging times, necessitating the development of next-generation energy storage materials.
Researchers from the Harvard John A. Paulson School of Engineering and Applied Sciences (SEAS) have developed a new lithium metal battery that can be charged and discharged at least 6,000 times — more than any other pouch battery cell — and can be recharged in a matter of minutes.
Researchers at the U.S. Department of Energy’s (DOE) Argonne National Laboratory have invented and patented a new cathode material that replaces lithium ions with sodium and would be significantly cheaper. The cathode is one of the main parts of any battery. It is the site of the chemical reaction that creates the flow of electricity that propels a vehicle.
RMIT University’s Arnan Mitchell and University of Adelaide’s Dr. Andy Boes led an international team to review lithium niobate’s capabilities and potential applications in the journal Science. The team is working to make navigation systems that help rovers drive on the Moon — where GPS is unable to work — later this decade.
A team from Chalmers University of Technology has succeeded in observing how the lithium metal in the cell behaves as it charges and discharges. The new method may contribute to batteries with higher capacity and increased safety in our future cars and devices.
Researchers at Chalmers University of Technology, Sweden, have created a new and efficient way to recycle metals from spent electric vehicle (EV) batteries. The method allows recovery of 100 percent of the aluminum and 98 percent of the lithium in EV batteries. At the same time, the loss of valuable raw materials such as nickel, cobalt, and manganese is minimized. No expensive or harmful chemicals are required in the process because the researchers use oxalic acid – an organic acid that can be found in the plant kingdom.
At the Battery Show North America in Novi, Michigan, in September, a panel of leaders addressed North America's lithium supply challenges and how aggressive movement from companies and governments will attempt to address the problem. Moderator James Frith, a principal with Volta Energy Technologies, opened by laying out the extreme challenges, including the fact that a decade ago, 75% of the world's lithium supply came from China, Chile and Australia. “By 2030,” he said, those countries' share of all supply will be less than 50%.
Engineers have made progress toward lithium-metal batteries that charge as fast as an hour. This fast charging is thanks to lithium metal crystals that can be seeded and grown — quickly and uniformly — on a surprising surface. This new approach, led by University of California San Diego engineers, enables charging of lithium-metal batteries in about an hour, a speed that is competitive against today’s lithium-ion batteries.
ABSTRACT Cornerstone Research Group (CRG) developed a lithium metal (Li-metal) battery cell for military applications. Utilizing a Li-metal anode, high energy density cathode, and an advanced low-temperature fluorinated electrolyte, the cell was designed and developed to provide high-power and low temperature capabilities. The 1.5 Ah Li-metal pouch cell had a specific energy of 247 Wh/kg and was able to discharge at ultra-low temperatures (-57 °C). Moreover, the Li-metal cell demonstrated extremely high-power by fully discharging at 10 C while maintaining over 70% its initial capacity. To demonstrate the Li-metal cell’s utility for military vehicle use, CRG modeled the cell into the 6T battery platform. A novel module housing was designed to evenly apply compression to the Li-metal cells to improve cell performance. Based on these projections, the Li-metal 6T battery could have a capacity of 163 Ah with a specific energy of 179 Wh/kg. Citation: J. Hondred, F. Zalar, P. Nikolaev, B. Henslee, “High Power Li-Metal Battery Cell for Military Applications,” In Proceedings of the Ground Vehicle Systems Engineering and Technology Symposium (GVSETS), NDIA, Novi, MI, Aug. 15-17, 2023.
“Adjacent” strategies such as improving vehicle efficiency and advancing promising chemistries can mitigate the risks associated with today's favored battery materials. Battery electric vehicle (BEV) adoption is taking off for a variety of reasons. Battery cost per kWh of energy stored has dropped 10-fold since 2010. Driving range has increased, making range anxiety less of a concern, particularly for households having Level 2 charging and several vehicles. Government regulations in key vehicle markets and automakers rethinking the electrical architecture to support software-defined vehicles also are stimulating an expanding choice of consumer EVs. With increased EV adoption comes concern for the environmental and human rights impact associated with battery materials mining and processing as well as national-security concerns. Supply volatility, given the huge investments and long-term return, make battery production susceptible to price spikes, as seen in 2022 with lithium and nickel, for example.
Solid-state lithium-ion batteries that use a solid electrolyte may potentially operate at wide temperatures and provide satisfactory safety. Moreover, the use of a solid electrolyte, which blocks the formation of lithium dendrites, allows batteries to use metallic lithium for the anode, enabling the batteries gain an energy density significantly higher than that of traditional lithium-ion batteries. Solid electrolytes play a role of conducting lithium ions and are the core of solid-state lithium-ion batteries. However, the development of solid lithium electrolytes towards a high lithium ionic conductivity, good chemical and electrochemical stability and scalable manufacturing method has been challenging. We report a new material composed of nitrogen-doped lithium metaphosphate, denoted as NLiPO3. The material delivers a lithium ionic conductivity on the order of 10-4 S/cm at room temperature, which is about two orders of magnitude higher than that of conventional LiPON – the electrolyte currently used in solid-state thin-film lithium-ion batteries, and is comparable or generally higher than that of most of the existing solid electrolytes. The high lithium ionic conductivity was attributed to the formation of P−N
Lithium-ion batteries have high energy density and a long cycle life, making them indispensable in portable electronics as well as electric vehicles. However, the high cost and limited supply of lithium necessitate the development of alternative energy storage systems. To this end, researchers have suggested sodium-ion batteries (SIBs) as a possible candidate.
Among the limitations of electric vehicles (EVs) is the lack of a long-lasting, high-energy-density battery that reduces the need to fuel up on long-haul trips. The same is true for houses during blackouts and power grid failures — small, efficient batteries able to power a home for more than one night without electricity don’t yet exist. A major issue is that while rechargeable lithium metal anodes play a key role in how well this new wave of lithium batteries functions, during battery operation, they are highly susceptible to the growth of dendrites — microstructures that can lead to dangerous short-circuiting, catching on fire, and even exploding.
With the worldwide trends in mobile electrification, consumers' demand for fast charging of electric vehicles (EVs) continues to grow. However, due to the defects of the current mainstream vehicle-mounted lithium-ion batteries (LIBs), lithium plating will occur at the anode during charging at high current rates, reducing battery life and even causing serious safety problems. In this paper, a pseudo two-dimensional (P2D) model integrated with lithium plating and SEI growth reaction is established to simulate the aging behavior of the battery during the cycle aging process. After verifying the model, we set up simulation conditions to quantitatively analyze the relationship between battery operating temperature, charging rate and cycle life, as well as the causes of capacity attenuation under each operating condition. By analyzing the simulation results, we found that lithium deposition can be predicted based on the overpotential, which can provide guidance for healthy and efficient fast charging without lithium plating.
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