The expansion of lithium-ion batteries from consumer electronics to larger-scale transport and energy storage applications has made understanding the many mechanisms responsible for battery degradation increasingly important. The literature in...

Lithium-ion battery development is conventionally driven by energy and power density targets, yet the performance of a lithium-ion battery pack is often restricted by its heat rejection capabilities. It is therefore common to observe elevated cell temperatures and large internal thermal gradients which, given that impedance is a function of temperature, induce large current inhomogeneities and accelerate cell-level degradation. Battery thermal performance must be better quantified to resolve this limitation, but anisotropic thermal conductivity and uneven internal heat generation rates render conventional heat rejection measures, such as the Biot number, unsuitable. The Cell Cooling Coefficient (CCC) is introduced as a new metric which quantifies the rate of heat rejection. The CCC (units W.K −1) is constant for a given cell and thermal management method and is therefore ideal for comparing the thermal performance of different cell designs and form factors. By enhancing knowledge of pack-wide heat rejection, uptake of the CCC will also reduce the risk of thermal runaway. The CCC is presented as an essential tool to inform the cell down-selection process in the initial design phases, based solely on their thermal bottlenecks. This simple methodology has the potential to revolutionise the lithium-ion battery industry.

This highlight discusses magnesium hydroxide design at the nanoscale, common aspects of crystallite growth and how nanostructuring impacts properties.

The Lithium-ion battery (LIB) is an important technology for the present and future of energy storage, transport, and consumer electronics. However, many LIB types display a tendency to ignite or release gases. Although statistically rare, LIB fires pose hazards which are significantly different to other fire hazards in terms of initiation route, rate of spread, duration, toxicity, and suppression. For the first time, this paper collects and analyses the safety challenges faced by LIB industries across sectors, and compares them to the research contributions found in all the review papers in the field. The comparison identifies knowledge gaps and opportunities going forward. Industry and research efforts agree on the importance of understanding thermal runaway at the component and cell scales, and on the importance of developing prevention technologies. But much less research attention has been given to safety at the module and pack scales, or to other fire protection layers, such as compartmentation, detection or suppression. In order to close the gaps found and accelerate the arrival of new LIB safety solutions, we recommend closer collaborations between the battery and fire safety communities, which, supported by the major industries, could drive improvements, integration and harmonization of LIB safety across sectors.

There is no universal and quantifiable standard to compare a given cell model’s capability to reject heat. The consequence of this is suboptimal cell designs because cell manufacturers do not have a metric to optimise. The Cell Cooling Coefficient for pouch cell tab cooling (CCC tabs ) defines a cell’s capability to reject heat from its tabs. However, surface cooling remains the thermal management approach of choice for automotive and other high-power applications. This study introduces a surface Cell Cooling Coefficient, CCC surf which is shown to be a fundamental property of a lithium-ion cell. CCC surf is found to be considerably larger than CCC tabs , and this is a trend anticipated for every pouch cell currently commercially available. However, surface cooling induces layer-to-layer nonuniformity which is strongly linked to reduced cell performance and reduced cell lifetime. Thus, the Cell Cooling Coefficient enables quantitative comparison of each cooling method. Further, a method is presented for using the Cell Cooling Coefficients to inform the optimal design of a battery pack thermal management system. In this manner, implementation of the Cell Cooling Coefficient can transform the industry, by minimising the requirement for computationally expensive modelling or time consuming experiments in the early stages of battery-pack design.

Cooling electrical tabs of the cell instead of the lithium ion cell surfaces has shown to provide better thermal uniformity within the cell, but its ability to remove heat is limited by the heat transfer bottleneck between tab and electrode stack. A two-dimensional electro-thermal model was validated with custom made cells with different tab sizes and position and used to study how heat transfer for tab cooling could be increased. We show for the first time that the heat transfer bottleneck can be opened up with a single modification, increasing the thickness of the tabs, without affecting the electrode stack. A virtual large-capacity automotive cell (based upon the LG Chem E63 cell) was modelled to demonstrate that optimised tab cooling can be as effective in removing heat as surface cooling, while maintaining the benefit of better thermal, current and state-of-charge homogeneity. These findings will enable cell manufacturers to optimise cell design to allow wider introduction of tab cooling. This would enable the benefits of tab cooling, including higher useable capacity, higher power, and a longer lifetime to be possible in a wider range of applications.

Lithium-ion batteries get hot, and it is hard to keep them cool. Industry has paid too little attention to this problem for the past decade. The focus has been elsewhere: on cutting costs and on boosting the amount of energy a single cell in a battery can store (energy density). This strategy has, for example, increased the longevity and capabilities of mobile phones. Future applications, such as electric vehicles and smart grids, need thousands of cells in a battery pack. These are prone to overheating.Manufacturers of large, high-energy battery packs must design complicated systems to manage heat. The battery pack in electric-vehicle maker Tesla's Model 3 car, for example, holds more energy than 6,000 iPhone 11 handsets. Coolant fluid is pumped through a network of channels to carry heat away from the individual cells. But these cumbersome additions make the battery pack heavy and drain its energy 1 . Developers are wasting time and money on these inefficient designs. Heat-removal strategies must be improved to make battery packs both light and powerful.Why this lack of attention? One reason is that there is no standard way of judging the thermal performance of battery packs. Manufacturers of single cells compete by chasing ever greater energy density. Their product-specification sheets do not cover how easy it is to remove heat from a cell. Designers of battery packs A new measure for the rate of heat removal from battery packs gives manufacturers a simple way to compare products.

Mg(OH)2 nanoplates are synthesised from MgO and water without surfactants in <3 min using microwaves; MgO is recycled pseudomorphically by either microwave or conventional heating.