Future generations of cathode materials: an automotive industry perspective

André, Dave; Kim, Sungjin; Lamp, Peter; Lux, Simon Franz; Maglia, Filippo; Paschos, Odysseas; Stiaszny, Barbara

doi:10.1039/c5ta00361j

Cited by 707 publications

(640 citation statements)

References 192 publications

Supporting

Mentioning

614

Contrasting

Unclassified

Order By: Relevance

“…Thus, there has been intense interest in developing high-capacity, high-voltage cathodes to increase the specific energy of LIBs. 88,89 Additionally, cathode materials must meet several other design criteria including electrochemical and thermal stability, abuse tolerance, reasonable cost, good electronic conductivity, and high-rate capability.…”

Section: High-voltage Cathode Materialsmentioning

confidence: 99%

Toward Low-Cost, High-Energy Density, and High-Power Density Lithium-Ion Batteries

Ruther

et al. 2017

JOM

224

136

View full text Add to dashboard Cite

Reducing cost and increasing energy density are two barriers for widespread application of lithium-ion batteries in electric vehicles. Although the cost of electric vehicle batteries has been reduced by $70% from 2008 to 2015, the current battery pack cost ($268/kWh in 2015) is still >2 times what the USABC targets ($125/kWh). Even though many advancements in cell chemistry have been realized since the lithium-ion battery was first commercialized in 1991, few major breakthroughs have occurred in the past decade. Therefore, future cost reduction will rely on cell manufacturing and broader market acceptance. This article discusses three major aspects for cost reduction: (1) quality control to minimize scrap rate in cell manufacturing; (2) novel electrode processing and engineering to reduce processing cost and increase energy density and throughputs; and (3) material development and optimization for lithium-ion batteries with high-energy density. Insights on increasing energy and power densities of lithium-ion batteries are also addressed.

show abstract

Section: High-voltage Cathode Materialsmentioning

confidence: 99%

Toward Low-Cost, High-Energy Density, and High-Power Density Lithium-Ion Batteries

Ruther

et al. 2017

JOM

224

136

View full text Add to dashboard Cite

show abstract

“…However, its lower specific capacity (146 mAh/g LNMO ) compared to layered oxide materials (e.g. lithium nickel manganese cobalt oxide (NMC), specific capacity 150-250 mAh/g NMC ) 1 is regarded as a major drawback. In full-cells, the practically achievable capacity of LNMO is even lower, as the formation of the solid-electrolyte interphase (SEI) on the graphite anode consumes active lithium.…”

mentioning

confidence: 99%

Lithium Oxalate as Capacity and Cycle-Life Enhancer in LNMO/Graphite and LNMO/SiG Full Cells

Solchenbach

Wetjen

Pritzl

et al. 2018

J. Electrochem. Soc.

View full text Add to dashboard Cite

In the present study, we explore the use of lithium oxalate as a "sacrificial salt" in combination with lithium nickel manganese spinel (LNMO) cathodes. By online electrochemical mass spectrometry (OEMS), we demonstrate that the oxidation of lithium oxalate to CO 2 (corresponding to 525 mAh/g) occurs quantitatively around 4.7 V vs. Li/Li + . LNMO/graphite cells containing 2.5 or 5 wt% lithium oxalate show an up to ∼11% higher initial discharge capacity and less capacity fade over 300 cycles (12% and 8% vs. 19%) compared to cells without lithium oxalate. In LNMO/SiG full-cells with an FEC-containing electrolyte solution, lithium oxalate leads to a better capacity retention (45% vs 20% after 250 cycles) and a higher coulombic efficiency throughout cycling (∼1%) compared to cells without lithium oxalate. When CO 2 from lithium oxalate oxidation is removed after formation, a similar capacity fading as in LNMO/SiG cells without lithium oxalate is observed. Hence, we attribute the improved cycling performance to the presence of CO 2 in the cells. Further analysis (e.g., FEC consumption by 19 F-NMR) indicate that CO 2 is an effective SEI-forming additive for SiG anodes, and that a combination of FEC and CO 2 has a synergistic effect on the lifetime of full-cells with SiG anodes. Lithium nickel manganese spinel (LiNi 0.5 Mn 1.5 O 4 , LNMO) is a promising cathode material for high energy lithium ion batteries due to its high operating potential around 4.7 V vs. Li/Li + , its high rate capability, structural stability and the absence of cobalt. However, its lower specific capacity (146 mAh/g LNMO ) compared to layered oxide materials (e.g. lithium nickel manganese cobalt oxide (NMC), specific capacity 150-250 mAh/g NMC ) 1 is regarded as a major drawback. In full-cells, the practically achievable capacity of LNMO is even lower, as the formation of the solid-electrolyte interphase (SEI) on the graphite anode consumes active lithium. For many layered oxide cathodes, however, the first cycle irreversible capacity of the cathode is similar to the capacity needed for SEI formation (∼20 mAh/g NMC ), and hence the practical discharge capacity of the cathode and the remaining active lithium are more or less balanced again. 2,3 In contrast, the first cycle irreversible capacity of LNMO (∼6 mAh/g LNMO ) is much lower than the capacity needed for SEI formation. This leads to a mismatch between active lithium and practical cathode capacity, i.e., there is not enough active lithium available to fully discharge the LNMO cathode during subsequent cycling.In cells with silicon-based anodes, active lithium losses on the anode are even higher compared to graphite, as the expansion of the silicon particles during the first lithiation leads to a continuous exposure of fresh, unpassivated silicon surface. 4 On this new surface, electrolyte reduction occurs instantaneously, which reduces the total lithium reservoir in the cell. Therefore, different ideas to increase the amount of active lithium in lithium ion full-cells have been suggested, ...

show abstract

“…Depending on the application and layout of the storage system, the cells have to be capable of different load profiles which convert to different current densities depending on the individual cell design. 1,4 This is an important aspect which has to be considered when designing and evaluating tests as shown in Fig. 4 …”

mentioning

confidence: 99%

“…3, a calculation is reported for a prismatic hard-case automotive cell format with LiNi 0.6 Mn 0.2 Co 0.2 O 2 (NMC622) cathode versus synthetic graphite (Gr) anode. 1,4 The cathode porosity and thickness were varied in this calculation. The negative electrode porosity was kept constant at 22% whereas the thickness was adjusted to obtain a constant negative to positive capacity ratio.…”

mentioning

confidence: 99%

Optimizing Areal Capacities through Understanding the Limitations of Lithium-Ion Electrodes

Gallagher

Trask

Bauer

et al. 2015

J. Electrochem. Soc.

Self Cite

515

449

View full text Add to dashboard Cite

Increasing the areal capacity or electrode thickness in lithium ion batteries is one possible means to increase pack level energy density while simultaneously lowering cost. The physics that limit use of high areal capacity as a function of battery power to energy ratio are poorly understood and thus most currently produced automotive lithium ion cells utilize modest loadings to ensure long life over the vehicle battery operation. Here we show electrolyte transport limits the utilization of the positive electrode at critical C-rates during discharge; whereas, a combination of electrolyte transport and polarization lead to lithium plating in the graphite electrode during charge. Experimental measurements are compared with theoretical predictions based on concentrated solution and porous electrode theories. An analytical expression is derived to provide design criteria for long lived operation based on the physical properties of the electrode and electrolyte. Finally, a guideline is proposed that graphite cells should avoid charge current densities near or above 4 mA/cm 2 unless additional precautions have been made to avoid deleterious side reaction. Lithium-ion (Li-ion) batteries are currently being used as the primary energy storage device in hybrid, plug-in, and all electric vehicles. This commercialization has been possible only by leveraging decades of previous scientific and engineering advances on materials, electrodes, and cell development. However, interactions in this complex system are still not fully understood. Automotive grade battery cells are required to fulfill a variety of optimization criteria in order to meet customer expectations and enable highly functional, robust and competitive products. In Fig. 1, key cell level criteria are shown for available technology as well as future development goals. Many of these values are highly influential on each other. In order to optimize one of the criteria it is always necessary to critically evaluate the impact on others. Key goals are to increase vehicle range and decrease cost at the same time. Minimizing the fraction of non-active material is an intuitive path to achieve these goals; however, the cell power and rate capability must simultaneously be maintained. [1][2][3] To derive clear development goals, the high level targets can be broken down to specific component requirements on the different levels of a storage system. 1,4 In Fig. 2, an analysis is shown for a state of the art prismatic hard-case automotive cell format. A battery level specific energy of ∼225 Wh/kg is widely accepted to be a critical value for sustainable implementation of long range electric vehicles. It represents a useful ratio between vehicle weight and range. In order to achieve this high specific energy, all subcomponents of the storage system have to meet demanding requirements as well. On the cell level, large format cells are favorable as they reduce the amount of cell housing needed per cell volume. Prismatic cell formats have a positive influence on the packing densi...

show abstract

Future generations of cathode materials: an automotive industry perspective

Abstract: The potential application in the automotive field of several future cathode materials is evaluated based on their energy density, power capability and lifetime expectation.

Cited by 707 publications

References 192 publications

Toward Low-Cost, High-Energy Density, and High-Power Density Lithium-Ion Batteries

Toward Low-Cost, High-Energy Density, and High-Power Density Lithium-Ion Batteries

Lithium Oxalate as Capacity and Cycle-Life Enhancer in LNMO/Graphite and LNMO/SiG Full Cells

Optimizing Areal Capacities through Understanding the Limitations of Lithium-Ion Electrodes

Contact Info

Product

Resources

About