An Advanced Lithium–Air Battery Exploiting an Ionic Liquid-Based Electrolyte

Elia, Giuseppe Antonio; Hassoun, Jusef; Kwak, Won‐Jin; Sun, Yang Kook; Scrosati, B.; Mueller, Franziska; Bresser, Dominic; Passerini, Stefano; Oberhumer, Philipp; Tsiouvaras, Nikolaos; Reiter, Jakub

doi:10.1021/nl5031985

Cited by 200 publications

(186 citation statements)

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“…A recent study suggests that a modified glyme (2,3-dimethyl-2,3-dimethoxybutane) might be a stable Li-O 2 electrolyte solvent, but while on-line mass spectrometry shows oxygen evolution during charge, the O 2 -recovery is still substantially below 100%. 44 Similarly, the ionic liquid Pyr 14 TFSI (1-butyl-1-methylpyrrolidinium bis(trifluoromethanesulfonyl)imide) was suggested to be stable in Li-O 2 cells, 45 but ex-situ tests have shown that it undergoes a Hofmann β-H elimination reaction in the Li-O 2 cell environment. 46 Thus, to the best of our knowledge, 100% O 2 -recovery has not yet been demonstrated for any of the investigated electrolytes, so that the search for a stable electrolyte is probably the most critical challenge and need for the progress of Li-O 2 batteries.…”

Section: Lithium-oxygen Battery -Energy Density Projections and Challmentioning

confidence: 99%

Review—Electromobility: Batteries or Fuel Cells?

Gröger

Gasteiger

Suchsland³

2015

J. Electrochem. Soc.

439

367

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This study provides an analysis of the technological barriers for all-electric vehicles, either based on batteries (BEVs) or on H 2 -powered proton exchange membrane (PEM) fuel cells (FCEVs). After an initial comparison of the two technologies, we examine the likely limits for lithium ion batteries for BEV applications, and compare the projected cell-and system-level energy densities with those which could be expected from lithium-air and lithium-sulfur batteries. Subsequently, we will review the current development status of H 2 PEM fuel cells, with particular attention to their viability with regards to the required amount of platinum and the resulting cost and availability constraints. It is widely accepted that global warming is caused by CO 2 emissions and that they must be substantially reduced in order to prevent climate change. Since ≈23% of the world-wide CO 2 emissions are due to transportation, ≈75% of which are contributed by the road sector (numbers from 2012 1 ), a reduction of CO 2 emissions from vehicles is imperative to combat global warming. Towards this goal, many countries have passed legislature to lower passenger vehicle emissions over the long term like, e.g., the European Union mandate for 95 g CO2 /km fleet average emissions by 2020.2 The analysis by Eberle et al. 3 in Figure 1 suggests that this rather ambitious goal can only be met by means of extended range electric vehicles or all-electric vehicles in combination with the integration of renewable energy (e.g., wind and solar). Without increased integration of renewable energy sources and basing the calculations on the current European electricity generation mix, the only vehicle concept which could meet the 95 g CO2 /km target are pure battery electric vehicles (BEV100 in Fig. 1). However, for electricity produced entirely by renewable energy sources, the 95 g CO2 /km target could also be met by extended range electric vehicles with 40 miles all-electric range (E-REV40 in Fig. 1), if 50% of driving is powered by the battery (i.e., the average driving range would have to be below 80 miles), or by fuel cell electric vehicles (FECVs), with hydrogen produced by water electrolysis. While these propulsion concepts look promising, their contribution to CO 2 emission savings in the transportation sector would only be meaningful if their market penetration were substantial. In the absence of government regulations, the latter largely hinges on consumer acceptance, which in turn strongly depends on cost. In addition, in the case of BEVs, recent studies clearly showed that BEV driving range (closely followed by cost) are the predominant variables determining consumer acceptance. 4 In the following we will thus focus on the two vehicle types, which would be capable to meet and exceed the CO 2 emission targets of 95 g CO2 /km on the long-term, viz., pure BEVs and hydrogen powered FCEVs. For both vehicle types, but particularly for the latter, meaningful CO 2 emission reductions require the predominant use of renewable energy, which in turn necess...

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Section: Lithium-oxygen Battery -Energy Density Projections and Challmentioning

confidence: 99%

Review—Electromobility: Batteries or Fuel Cells?

Gröger

Gasteiger

Suchsland³

2015

J. Electrochem. Soc.

439

367

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“…3 depicts the behaviour at RT and 60 °C of discharge capacity at different LiTFSI concentrations, applying a current of 0.1 mA cm -2 . At both temperatures, the graphics show a "volcano" shape evidencing optimal performances for a concentration of 0.6 M. The low capacity at RT compared to the work of Elia et al 23 could be mainly attributed to our cathode geometry, which in our case was flooded and not supported on a gas-diffusion layer. Nevertheless, as it is possible to see from Fig.…”

Section: Resultsmentioning

confidence: 45%

Tailoring oxygen redox reactions in ionic liquid based Li/O₂ batteries by means of the Li⁺ dopant concentration

Cecchetto

Tesio

Olivares-Marín

et al. 2018

Sustainable Energy Fuels

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a Ionic liquids' (ILs) reusability, non-volatility and non-corrosiveness, as well as their ease of isolation and a large electrochemical stability window make them an interesting choice as environment-friendly electrolyte for metal/air batteries. ILs have been described as designer solvents as their properties and behaviour can be adjusted to suit an individual reaction need. In the framework of this study we applied a conceptually similar designer approach and show that a simple parameter as the concentration of a Li + dopant dramatically affects the reactions yields of Li/O2 based energy storage devices. We studied the effect of Li + concentration from 0.1 to 1 M in a LiTFSI:PYR14TFSI ionic liquid electrolyte on the kinetics of the oxygen reduction reaction (ORR) and on the formation rate of different Li-O species at two different temperatures, finding that discharge capacity, rates and product distribution change in a non-linear way. At 60 °C highest rates and up to one order of magnitude larger capacities were observed at intermediate LiTFSI concentrations, implying a complete mechanism switch from surface to volume phase mediation for Li2O2 precipitation. At room temperature the same evolution was observed, even if in this case the surface mediation remained predominant at all concentrations. These results suggest the possibility to optimise the ionic liquid based Li/O2 battery performances in terms of discharge capacity and lithium use, by playing on temperature and alkali cation concentration.

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“…Na-ion, Mg-ion and metal-air batteries) for the development of potentially safer devices. [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15] Furthermore, the high (electro)chemical stabilities and non-volatilities exhibited by many IL structures provides interesting electrolyte media for electrochemical gas sensors (e.g. for O 2 , [16][17][18][19] CO 2 ,20,21 NO 2 22 ) where traditional solvents are prone to evaporation leading to device failure, and also for electromechanical actuator, [23][24][25] and electrodeposition applications.…”

mentioning

confidence: 99%

Physical and Electrochemical Investigations into Blended Electrolytes Containing a Glyme Solvent and Two Bis{(trifluoromethyl)sulfonyl}imide-Based Ionic Liquids

Neale

Goodrich

Hughes

et al. 2017

J. Electrochem. Soc.

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In this paper, we report on thermophysical and electrochemical investigations of a series of molecular solvent/ionic liquid (IL) binary mixture electrolytes. Tetraethylene glycol dimethyl ether (TEGDME) is utilized as the molecular solvent component in separate mixtures with two bis{(trifluoromethyl)sulfonyl}imide anion based ILs paired with similarly sized cyclic and acyclic alkylammonium cations; 1-butyl-1-methylpyrrolidinium bis{(trifluoromethyl)sulfonyl}imide, [Pyrr 14 ] [TFSI], or N-butyl-N,N-dimethyl-N-ethylammonium bis{(trifluoromethyl)sulfonyl}imide, [N 1124 ] [TFSI]. The blending of ILs with select molecular solvents is an important strategy for the improvement of the typically sluggish transport capabilities of these interesting electrolytic solvents. Bulk volumetric and transport properties are reported as a function of temperature and binary mixture formulation; demonstrating the capacity for enhancing desired properties of the IL. Micro-disk electrode voltammetry and chronoamperometry in O 2 -saturated binary mixture electrolytes was used to assess the effect of formulation on the solubility and diffusivity of the dissolved gas. In addition, further investigations of the behavior of the O 2 redox couple at a GC macro-disk electrode are discussed. The exploration of ionic liquids (ILs) as alternatives to conventional molecular solvents in electrolyte formulations is continually growing for a variety of electrochemical applications. These low melting organic salts can be tailored to exhibit a variety of properties, including hydrophobicity and thermal, chemical, and electrochemical stability, which make them attractive candidate electrolyte solvents. Composed solely of ionic components, ILs consequently possess intrinsic electrolytic conductivity and are additionally non-volatile. These properties have encouraged the use of ILs as (complete or partial) substitutions of the volatile components of commercial Li-ion batteries, electrochemical double layer capacitors (EDLCs), and other prospective battery technologies (e.g. Na-ion, Mg-ion and metal-air batteries) for the development of potentially safer devices.1-15 Furthermore, the high (electro)chemical stabilities and non-volatilities exhibited by many IL structures provides interesting electrolyte media for electrochemical gas sensors (e.g. for O 2 , 16-19 CO 2 , 20,21 NO 2 22 ) where traditional solvents are prone to evaporation leading to device failure, and also for electromechanical actuator, 23-25 and electrodeposition applications. [26][27][28] Nevertheless, while the properties of ILs are dependent on the virtually unlimited combinations of different cation and anion structures, the attractive features are generally coupled with sluggish transport properties relative to conventional electrolytes based on either aqueous or organic solvents. In turn, electrochemical devices constructed with neat IL electrolytes are likely to suffer transport limitations on useable current rates for the given application, for example restricting power capabiliti...

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An Advanced Lithium–Air Battery Exploiting an Ionic Liquid-Based Electrolyte

Cited by 200 publications

References 38 publications

Review—Electromobility: Batteries or Fuel Cells?

Review—Electromobility: Batteries or Fuel Cells?

Tailoring oxygen redox reactions in ionic liquid based Li/O₂ batteries by means of the Li⁺ dopant concentration

Physical and Electrochemical Investigations into Blended Electrolytes Containing a Glyme Solvent and Two Bis{(trifluoromethyl)sulfonyl}imide-Based Ionic Liquids

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An Advanced Lithium–Air Battery Exploiting an Ionic Liquid-Based Electrolyte

Cited by 200 publications

References 38 publications

Review—Electromobility: Batteries or Fuel Cells?

Review—Electromobility: Batteries or Fuel Cells?

Tailoring oxygen redox reactions in ionic liquid based Li/O2 batteries by means of the Li+ dopant concentration

Physical and Electrochemical Investigations into Blended Electrolytes Containing a Glyme Solvent and Two Bis{(trifluoromethyl)sulfonyl}imide-Based Ionic Liquids

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Tailoring oxygen redox reactions in ionic liquid based Li/O₂ batteries by means of the Li⁺ dopant concentration