High-purity electrolytic lithium obtained from low-purity sources using solid electrolyte

Lang, Jialiang; Jin, Yang; Li, Kai; Long, Yuanzheng; Zhang, Haitian; Liu, Qi; Wu, Hui; Cui, Yi

doi:10.1038/s41893-020-0485-x

Cited by 58 publications

(34 citation statements)

References 13 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Although Li metal can be primarily obtained from salars, which produce LiCl, through which Li metal is reduced from molten LiCl electrolysis, Li 2 CO 3 and LiOH, the precursors for LMO cathodes, can be obtained from both sources using different processes. [47,48] As battery production forecasts predict large increments in cathode production, an industry based on Li metal foils may compete for the same Li source supply, which can cause price oscillations. Currently, Li metal ingot prices ranges from $80 to 120/kg (USGS data 2019), [49] which is already comparatively higher than graphite anodes (%$10/kg), despite the different mass loading practiced in these technologies.…”

Section: Considerations Of Cost and Ease Of Manufacturingmentioning

confidence: 99%

“…This cost range is certainly a reflection of the current manufacturing practices and does not reflect improvements that are under investigation. [47] However, it is a clear indication of how much progress is necessary and how the anode-free design has a potential cost and process advantage, at least until the Li metal anode becomes competitive. In this context, even though LMO and Li metal may have the same Li source in the near future, LMO may represent a less expensive and more secure source to produce Li metal in cells, favoring the anodefree cells in terms of cost and energy metrics.…”

Section: Considerations Of Cost and Ease Of Manufacturingmentioning

confidence: 99%

See 1 more Smart Citation

What Can be Expected from “Anode‐Free” Lithium Metal Batteries?

Salvatierra

Chen

Tour

2021

Adv Energy and Sustain Res

View full text Add to dashboard Cite

“Anode‐free” lithium metal batteries are cells that have no excess lithium metal. They have become a topic of tremendous attention, mostly driven by recent progress and interest in practical batteries with Li metal anodes. These cells are expected to provide improved performance. However, a deeper analysis on the potential manufacturing costs have not been weighed against the cell attributes. Specifically, the increased energy density and gravimetric energy density of anode‐free cells versus their reduced cycle life when compared with standard lithium‐ion batteries (LIB). In this perspective, a multifaceted comparison between anode‐free batteries with current LIB and future Li metal‐based batteries is shown. Furthermore, not only an overview of the research strategies on the anode‐free design is provided but also attempted to estimate the potential advantages weighed in different scenarios considering cost, performance, processing, and technology maturity.

show abstract

Section: Considerations Of Cost and Ease Of Manufacturingmentioning

confidence: 99%

Section: Considerations Of Cost and Ease Of Manufacturingmentioning

confidence: 99%

What Can be Expected from “Anode‐Free” Lithium Metal Batteries?

Salvatierra

Chen

Tour

2021

Adv Energy and Sustain Res

View full text Add to dashboard Cite

show abstract

“…Lithium is the lightest alkali metal and shows excellent performance and wide applicability in batteries, ceramics, glass, and lithium-based lubricating oils, among other things [1,2]. In recent years, the world has witnessed a tremendous increase in the consumption of lithium, stimulated especially by the development of new electric vehicles.…”

Section: Introductionmentioning

confidence: 99%

Recycling Lithium from Waste Lithium Bromide to Produce Lithium Hydroxide

et al. 2021

View full text Add to dashboard Cite

Lithium resources face risks of shortages owing to the rapid development of the lithium industry. This makes the efficient production and recycling of lithium an issue that should be addressed immediately. Lithium bromide is widely used as a water-absorbent material, a humidity regulator, and an absorption refrigerant in the industry. However, there are few studies on the recovery of lithium from lithium bromide after disposal. In this paper, a bipolar membrane electrodialysis (BMED) process is proposed to convert waste lithium bromide into lithium hydroxide, with the generation of valuable hydrobromic acid as a by-product. The effects of the current density, the feed salt concentration, and the initial salt chamber volume on the performance of the BMED process were studied. When the reaction conditions were optimized, it was concluded that an initial salt chamber volume of 200 mL and a salt concentration of 0.3 mol/L provided the maximum benefit. A high current density leads to high energy consumption but with high current efficiency; therefore, the optimum current density was identified as 30 mA/cm2. Under the optimized conditions, the total economic cost of the BMED process was calculated as 2.243 USD·kg−1LiOH. As well as solving the problem of recycling waste lithium bromide, the process also represents a novel production methodology for lithium hydroxide. Given the prices of lithium hydroxide and hydrobromic acid, the process is both environmentally friendly and economical.

show abstract

“…16), since existing recycling technologies recover lithium as compounds, and further processing of these compounds would be necessary to produce lithium metal. Although this is technically feasible, it is unlikely to be cost competitive with primary lithium metal production from brine, which does not require the intermediate compounds production step and may work with lower-purity feedstock 31 . In the Li-S/Air scenario, the CLRP of lithium compounds surpasses 50% from 2040-2050.…”

mentioning

confidence: 99%

Future material demand for automotive lithium-based batteries

et al. 2020

View full text Add to dashboard Cite

The world is shifting to electric vehicles to mitigate climate change. Here, we quantify the future demand for key battery materials, considering potential electric vehicle fleet and battery chemistry developments as well as second-use and recycling of electric vehicle batteries. We find that in a lithium nickel cobalt manganese oxide dominated battery scenario, demand is estimated to increase by factors of 18–20 for lithium, 17–19 for cobalt, 28–31 for nickel, and 15–20 for most other materials from 2020 to 2050, requiring a drastic expansion of lithium, cobalt, and nickel supply chains and likely additional resource discovery. However, uncertainties are large. Key factors are the development of the electric vehicles fleet and battery capacity requirements per vehicle. If other battery chemistries were used at large scale, e.g. lithium iron phosphate or novel lithium-sulphur or lithium-air batteries, the demand for cobalt and nickel would be substantially smaller. Closed-loop recycling plays a minor, but increasingly important role for reducing primary material demand until 2050, however, advances in recycling are necessary to economically recover battery-grade materials from end-of-life batteries. Second-use of electric vehicles batteries further delays recycling potentials.

show abstract

High-purity electrolytic lithium obtained from low-purity sources using solid electrolyte

Cited by 58 publications

References 13 publications

What Can be Expected from “Anode‐Free” Lithium Metal Batteries?

What Can be Expected from “Anode‐Free” Lithium Metal Batteries?

Recycling Lithium from Waste Lithium Bromide to Produce Lithium Hydroxide

Future material demand for automotive lithium-based batteries

Contact Info

Product

Resources

About