Comparison of Cycling Performance of Lithium Ion Cell Anode Graphites

Ridgway, Paul; Zheng, Honghe; Bello, Alessandra; Song, Xiangyun; Xun, Shidi; Jia, Chong; Battaglia, Vincent

doi:10.1149/2.006205jes

Cited by 28 publications

(16 citation statements)

References 7 publications

(7 reference statements)

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“…This material has been previously characterized in the literature. 22 The model also assumes a uniform particle size. Therefore, the as received powder was sieved (Advantech Manufacturing) to obtain a narrow particle size distribution.…”

Section: Methodsmentioning

confidence: 99%

Examination of Graphite Particle Cracking as a Failure Mode in Lithium-Ion Batteries: A Model-Experimental Study

Takahashi

Srinivasan

2015

J. Electrochem. Soc.

108

104

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Capacity fade in lithium-ion batteries remains an area of active research, with failure of the graphite anode thought to be an important contributor. While the formation of the solid electrolyte interphase and the subsequent loss of cyclable lithium have been well studied, mechanical degradation remains an area where ambiguity remains. While there appears to be little experimental evidence that suggest that macroscopic particle cracking occurs, mathematical models have suggested that this phenomenon is likely. The goal of this paper is to clarify this ambiguity by combining experimental cycling, mathematical stress modeling, and post-mortem microscopy. We experimentally determine an average diffusion coefficient of lithium in graphite using a thin-layer electrode and use this information in a diffusion-induced stress model. Our results suggest that cracking is not likely during lithiation due to the proximity of equilibrium potential to the cutoff potential. On delithiation, at 25 • C, even at 30 C rate cracking is unlikely while at −10 • C, a rate of 10 C can lead to particle cracking. By extrapolating the results of the thin-layer electrode to a thick porous electrode, we found that graphite cracking is unlikely to occur during typical vehicle operations. In recent years, there have been numerous studies on lithium-ion batteries for vehicle applications. [1][2][3][4][5] Of particular interest are the various degradation mechanisms encountered when operating the battery under severe conditions (i.e., wide temperature ranges and high Crates) typical for vehicle applications.6 One likely degradation mechanism is the mechanical breakdown of the active materials. Lithium insertion (or extraction) into (or out of) the lattice of the active materials causes volume change (expansion and contraction), resulting in stress generation and possible fracture of the particles. For example, in graphite anodes, crack generation can expose new surfaces to the electrolyte, leading to further formation of the solid electrolyte interphase (SEI) 7,8 and/or particle isolation from the electronic network, leading to impedance growth, loss of cyclable lithium, and capacity fade.Mathematical models, based on diffusion-induced stress generation, have been used to investigate particle fracture and have suggested that graphite particle cracking is likely under certain conditions. [9][10][11][12][13] For the diffusion-induced stress model, diffusion coefficient in solid phase is a key parameter to determine the concentration gradient in the particle, which in turn affects the stress generated.9 However, there is a wide disparity in the measured diffusion coefficient of lithium in graphite, ranging from 10 −16 to 10 −11 m 2 /s. [14][15][16][17][18][19] This wide range can be attributed to different kinds of graphite used in these studies in addition to different techniques used to extract the diffusion coefficient. Model predictions would suggest that for the lower value of diffusion coefficient (1.0 × 10 −14 m 2 /s) particle cracking durin...

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Section: Methodsmentioning

confidence: 99%

Examination of Graphite Particle Cracking as a Failure Mode in Lithium-Ion Batteries: A Model-Experimental Study

Takahashi

Srinivasan

2015

J. Electrochem. Soc.

108

104

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“…26,36 Our results in this work are only comparable to what has been reported for carbon nanospheres prepared by carbonizing polypyrrole nanospheres. 35 This exceptional cyclic performance for RF derived carbon xerogel nanoparticles may be attributed to facile diffusion between interconnected particles due to smaller diffusion length (radius of gyration 2.46 nm) and adsorption of lithium on the nanopores formed by small crystallites arrangement like house of cards with small in-plane crystallite thickness and mean stack height of crystallite as shown by XRD and Raman spectra. These results clearly indicate the superior electrochemical behaviour of as-prepared RF derived carbon xerogel nanoparticles even as compared to graphite which is most widely used anode material in commercial Li ion battery.…”

Section: Galvanostatic Charge/discharge Experimentsmentioning

confidence: 99%

Synthesis of carbon xerogel nanoparticles by inverse emulsion polymerization of resorcinol–formaldehyde and their use as anode materials for lithium-ion battery

2015

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Carbon xerogel nanoparticles were synthesized using repeated inverse emulsion polymerization of resorcinol-formaldehyde, followed by subcritical drying and pyrolysis at 1173 K. The prepared carbon xerogel nanoparticles were then structurally characterized by scanning electron microscopy, Raman spectroscopy, X-ray diffraction, transmission electron microscopy and small angle X-ray scattering.Further, these carbon xerogel nanoparticles were tested for their electrochemical properties. Galvanostat charge/discharge experiments revealed a reversible capacity (400 mA h g À1 ) higher than that of graphite with excellent capacity retention and coulombic efficiency. Cyclic voltammetry and impedance spectroscopic studies were also carried out to support these findings. The remarkable electrochemical behaviour as exhibited by these carbon xerogel nanoparticles paves the way for their potential use as anode materials in lithium-ion battery.

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“…Rempel et al [12], Xue et al [25], and Nelson et al [10] have suggested that electrode coating thickness plays a major role on cost. While numerous articles are dealing with the technical effects of thick or thin electrodes [26][27][28][29][30][31][32][33][34][35][36], none are dedicated to the study of the effects on cost.…”

Section: Introductionmentioning

confidence: 99%

Cost modeling of lithium‐ion battery cells for automotive applications

Patry

Romagny

Martinet

et al. 2014

Energy Science & Engineering

152

127

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The purpose of this study was to highlight the technical and economic issues arising in lithium-ion cells for automotive applications, and to indicate some potential solutions to lower the cost. This topic has already been the subject of some studies, but, although of primary importance, the role on cost of a cell design parameter, the electrode coating thickness, has rarely been described. This study intends to explore particularly the influence of this parameter. To do so, the cost of cells with four positive electrode materials (NMC, NCA, LFP, and LMO), and the same negative electrode material are compared at several electrode thickness. The cost of these cells is computed using an innovative model and varies between 230 and 400 $ per kWh. With the assumptions used, it appears that the potential savings resulting from doubling the electrode coating thickness from 50 to 100 lm at a given porosity represent roughly 25% of the cell cost. The electrode coating thickness emerges as an essential parameter for an unbiased cells cost comparison. This article gives a view of the current lithium-ion cells costs, and provides guidelines to lower cells cost.

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Comparison of Cycling Performance of Lithium Ion Cell Anode Graphites

Cited by 28 publications

References 7 publications

Examination of Graphite Particle Cracking as a Failure Mode in Lithium-Ion Batteries: A Model-Experimental Study

Examination of Graphite Particle Cracking as a Failure Mode in Lithium-Ion Batteries: A Model-Experimental Study

Synthesis of carbon xerogel nanoparticles by inverse emulsion polymerization of resorcinol–formaldehyde and their use as anode materials for lithium-ion battery

Cost modeling of lithium‐ion battery cells for automotive applications

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