Tests of a full-sized mechanically rechargeable zinc-air battery in an electric vehicle

Goldstein, J.R.; Koretz, B.

doi:10.1109/62.242061

Cited by 16 publications

(6 citation statements)

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Section: Xing Zhongmentioning

confidence: 99%

“…[11][12][13][14][15] More recently, there has been renewed interest in this battery for application in electric vehicles. [16] However, the zinc-air battery can provide a practical energy density of only 470 Wh kg À1 , from a theoretical value of 1370 Wh kg À1 . [17] The aluminum-air battery has a high theoretical energy density (8100 Wh kg À1 ), [18,19] but is limited to military applications owing to its high self-discharge rate.…”

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confidence: 99%

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High‐Capacity Silicon–Air Battery in Alkaline Solution

et al. 2011

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The ever-increasing demand for portable power sources has motivated considerable research efforts towards a variety of power and energy systems. [1][2][3][4][5][6][7][8][9] The metal-air battery, using the reduction of oxygen from the atmosphere as cathode reaction, is known for its high energy density.[10] The zinc-air battery, being the first commercialized metal-air battery, has received significant attention since the 1960s. [11][12][13][14][15] More recently, there has been renewed interest in this battery for application in electric vehicles.[16] However, the zinc-air battery can provide a practical energy density of only 470 Wh kg À1, from a theoretical value of 1370 Wh kg À1 .[17] The aluminum-air battery has a high theoretical energy density (8100 Wh kg À1 ), [18,19] but is limited to military applications owing to its high self-discharge rate. [20] Alloying the aluminum with tin or with other elements (in proprietary formulations) has made the battery's electrodes less corrosive in alkaline solutions. [21,22] As an alternative to aluminum-and zinc-air batteries, the lithium-air battery possesses a higher theoretical energy density of 13 000 Wh kg À1 and an expected practical value of 1700 Wh kg À1 , [23][24][25] but it suffers from potential safety and cost issues. [26][27][28] The silicon-air battery is another interesting system, with a theoretical energy density of 8470 Wh kg À1. This is less than lithium-air systems but compares favorably to the zinc-and aluminum-air systems. In addition silicon, unlike lithium, is one of the most abundant elements on Earth and therefore may offer a cost-effective alternative. Recently, a silicon-air battery was reported using EMI·(HF)2.3F ionic liquid-based electrolyte. [29,30] The battery system showed a practically unlimited shelf-life with a working potential in the range of 1.0-1.2 V. The practical application of this battery system, however, might be complicated by serious chemical safety issues, associated with the use of a fluoride-based electrolyte.Herein, we report a high capacity silicon-air battery using nanostructured silicon and alkaline solution based electrolyte that only involves environmentally friendly elements such as silicon, potassium, oxygen, and hydrogen. The silicon surface is first modified by the metal-assisted electroless chemical etching method. [31][32][33][34][35] The assembled battery displays a flat and stable discharge curve with a voltage ranging from 0.9 to 1.2 V (under different discharge current densities) over days. In contrast, the unmodified silicon wafer becomes passivated quickly in the alkaline solution and therefore the potential drops rapidly after discharging for a short period of time (minutes). We propose that the formation of the porous surface structure increases the overall Si(OH) 4 dissolving rate in the KOH electrolyte, which effectively removes the oxide and reactivates the silicon surface. The corrosion of the silicon in the KOH electrolyte is also carefully investigated to minimize self-discharge. Corrosion of...

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Section: Xing Zhongmentioning

confidence: 99%

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confidence: 99%

High‐Capacity Silicon–Air Battery in Alkaline Solution

et al. 2011

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“…Our electrochemical cell is comprised of two components: (1) A plastic frame contains the hopper, channels for air and electrolyte circulation, seals and a porous separator 191. (2) A bipolar plate supports both anode and cathode 181 and is provided w i t h feedthroughs to electrically connect the adjacent cells. Up to 12 cells can be combined with the electrolyte storage tank (Figure 3).…”

Section: Technicalresultsmentioning

confidence: 99%

A Refuelable Zinc/Air Battery for Fleet Electric Vehicle Propulsion

Cooper¹,

Fleming²,

Hargrove³

et al. 1995

SAE Technical Paper Series

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DISCWMER ABSTRACTWe report the development and on-vehicle testing of an engineering prototype zinc/air battery. The battery is refueled by periodic exchange of spent electrolyte for zinc particles entrained in fresh electrolyte. The technology is intended to provide a capability for nearly continuous vehicle operation, using the fleet's home base for 10 minute refuelings and zinc recycling instead of commercial inhstructure. In the battery, the zinc fuel particles are stored in hoppers, from which they are gravity fed into individual cells and completely consumed during discharge. A six-celled (7V) engineering prototype battery was combined with a 6 V leadacid battery to form a parallel hybrid unit, which was tested in series with the 216 V battery of an electric shuttle bus over a 75 mile circuit. The battery has an energy density of 140 Wh/kg and a mass density of 1.5 Isg/L. Cost, energy efficiency, and alternative hybrid configurations are discussed.

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“…Besides, a zinc–air battery-powered electric van was also realized by the Benz Automobile Company. 40 Driven by a 150 kW h zinc–air battery module, the electric van was able to cross over the Alps and continuously climbed 150 km to reach an altitude of 2083 m. In total, only 65% of the electricity (97.5 kW h) was consumed after a 244 km route, and a maximum speed of 120 km h −1 was reached. The successful operation of the zinc–air battery-powered electric vehicles greatly energized the whole field.…”

Section: Stage Ii: the Arising (1960–1990)mentioning

confidence: 99%