New class of nonaqueous electrolytes for long-life and safe lithium-ion batteries

Chen, Zonghai; Ren, Yang; Jansen, Andrew N.; Lin, C. T.; Weng, Wei; Amine, Khalil

doi:10.1038/ncomms2518

Cited by 124 publications

(89 citation statements)

References 23 publications

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“…Compared to the conventional salt LiPF 6 , lithium borate cluster salts are insensitive toward water present in the electrolyte [38]. Hence, the SEI layer formed in Li 2 B 12 F 12-x H x -based electrolyte is generally weak, and an additional electrolyte additive is needed for a robust SEI layer to prevent the continuous reaction between the lithiated graphite and the solvent.…”

Section: Fluorinated Redox Shuttlesmentioning

confidence: 99%

“…Of particular interest here are two fluorinated additives, lithium difluoro[oxalato]borate (LiDFOB) [20,[37][38][39] and lithium tetrafluoro[oxalato] phosphate (LiTFOP) [40] (see Figure 1.6(b) and (c) for detailed molecular structures). Both additives can form a thermally more stable SEI layer on the surface of graphite to extend the life of graphite-based lithium-ion cells, but without adding extra interfacial impedance to the cells.…”

Section: Artificial Sei Layermentioning

confidence: 99%

“…The electrolyte used was 0.4 M Li 2 B 12 F 9 H 3 in mixture solvent of EC/EMC (3:7 by weight) and 2 wt% LiDFOB as an electrolyte additive to form a robust artificial SEI layer. The cell was able to maintain 74% of its initial capacity after being continuously tested for 1200 cycle at 55 °C [38].…”

Section: Fluorinated Redox Shuttlesmentioning

confidence: 99%

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High Performance Lithium-Ion Batteries Using Fluorinated Compounds

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2015

Advanced Fluoride-Based Materials for Energy Conversion

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Section: Fluorinated Redox Shuttlesmentioning

confidence: 99%

Section: Artificial Sei Layermentioning

confidence: 99%

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High Performance Lithium-Ion Batteries Using Fluorinated Compounds

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Zhang

Amine

2015

Advanced Fluoride-Based Materials for Energy Conversion

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“…Nowadays, exploration of a new anode material with high safety and excellent cyclability, as compared to commercial carbon/graphite materials, has become the key issue in the development of the electric vehicle industry [1].…”

Section: Introductionmentioning

confidence: 99%

One-step solid-state synthesis of Li4Ti5O12/C with low in situ carbon content and high rate cycling performance

Zhang

Zhang²,

et al. 2015

J Solid State Electrochem

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Spinel Li 4 Ti 5 O 12 /C composites were obtained from C 3 H 5 O 3 Li and TiO 2 via one-step solid-state reaction without adding extra carbon sources. This facile synthesis method can reduce production steps, contribute to uniform mixing of raw materials, and get homogenous particles. As-prepared Li 4 Ti 5 O 12 /C composites with low in situ carbon content of only 1.81 wt% show significant improvement in discharge capacity and high rate cycling performance comparable to Li 4 Ti 5 O 12 /C in previous studies, showing that low in situ carbon content in the as-prepared Li 4 Ti 5 O 12 /C composites perfectly balances discharge capacity and high rate cycling performance. At 1 C and 10 C, the initial discharge capacity is 168.0 and 140.0 mAh g −1 with capacity retention of 94.4 and 90.2 % after 200 cycles, respectively. Even at 20 C, the discharge capacity is 133.3 mAh g −1 at 1st cycle and 109.8 mAh g −1 at 50th cycle. It demonstrated promising potential as an anode material in lithium-ion batteries with excellent discharge capacity and high rate cycling performance.

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“…5 New materials for batteries and novel architecture designs are currently being pursued to address these issues and reduce the cost while improving safety and life of batteries. [6][7][8][9][10][11][12][13][14][15] Using detailed physics based predictive models can increase the utilization of advanced materials by allowing real-time control.…”

mentioning

confidence: 99%

Efficient Simulation and Reformulation of Lithium-Ion Battery Models for Enabling Electric Transportation

Northrop

Suthar

Ramadesigan

et al. 2014

J. Electrochem. Soc.

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Improving the efficiency and utilization of battery systems can increase the viability and cost-effectiveness of existing technologies for electric vehicles (EVs). Developing smarter battery management systems and advanced sensing technologies can circumvent problems arising due to capacity fade and safety concerns. This paper describes how efficient simulation techniques and improved algorithms can alleviate some of these problems to help electrify the transportation industry by improving the range of variables that are predictable and controllable in a battery in real-time within an electric vehicle. The use of battery models in a battery management system (BMS) is reviewed. The effect of different simulation techniques on computational cost and accuracy are also compared, and the validity of implementation in a microcontroller environment for model predictive control (MPC) is addressed. Using mathematical techniques to add more physics without losing efficiency is also discussed. Behavioral predictions can be made using mathematical models without the need to directly observe the states using expensive and time consuming physical experiments. Such predictions allow for more intelligent design of new systems, which is generally limited by the mathematical techniques used and the computational resources available. An improved modeling and simulation approach can achieve the following goals when applied to engineering systems: r More accurate predictions by using more meaningful models r Faster simulation with fewer computational resources r Optimization of design parameters r Better control, allowing aggressive performance while maintaining safetyHere we focus on the application of such principles to the use of physics-based battery models in battery management systems in electric vehicles.In recent years, battery electric vehicles (BEV) have increased in popularity to reduce the dependence on fossil fuels. Lithium-ion batteries are a popular choice as an energy storage medium for high demand applications due to their large energy density but are not utilized to their full capacity in BEV applications; operating a Li-ion battery too aggressively can lead to reduced cycle life and unpredictable thermal runaway reactions. These challenges reduce the functional capacity of the battery available for propulsion.The consumer expects the vehicle's performance and capabilities to remain uniform regardless of the state of charge or age of the battery, as they have become accustomed to internal combustion engines. When the battery is nearly depleted, it is difficult or impossible to satisfy high power demand, which is aggravated as the battery ages. To avoid these difficulties, the BMS shuts off the battery with a large amount of energy unused, so that Li-ion batteries for EVs are greatly overdesigned and carry extra weight and volume, reducing efficiency and increasing cost.1 Research is underway to better understand the internal limitations of Li-ion batteries including SEI layer growth, side * Electrochemical Society ...

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New class of nonaqueous electrolytes for long-life and safe lithium-ion batteries

Cited by 124 publications

References 23 publications

High Performance Lithium-Ion Batteries Using Fluorinated Compounds

High Performance Lithium-Ion Batteries Using Fluorinated Compounds

One-step solid-state synthesis of Li4Ti5O12/C with low in situ carbon content and high rate cycling performance

Efficient Simulation and Reformulation of Lithium-Ion Battery Models for Enabling Electric Transportation

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