olaf-lampe
10 kW
swbluto said:
If I remember correctly, it was all about carbon-nanotubes in the anode. It would work with many cathode chemistries.
Am I right?
Olaf
Thread for new battery breakthrough PR releases
- Thread starter Doctorbass
- Start date
If I remember correctly, it was all about carbon-nanotubes in the anode. It would work with many cathode chemistries.
Am I right?
Olaf
RoughRider
100 W
- Joined
- May 17, 2009
- Messages
- 208
everyone is looking for the greener gras...take the A123s and be happy
paultrafalgar
10 kW
A Solid-State, Rechargeable, Long Cycle Life Lithium–Air Battery
http://scitation.aip.org/getabs/servlet/GetabsServlet?prog=normal&id=JESOAN000157000001000A50000001&idtype=cvips&gifs=yes&ref=no
"This paper describes a totally solid-state, rechargeable, long cycle life lithium–oxygen battery cell. The cell is comprised of a Li metal anode, a highly Li-ion conductive solid electrolyte membrane laminate fabricated from glass–ceramic (GC) and polymer–ceramic materials, and a solid-state composite air cathode prepared from high surface area carbon and ionically conducting GC powder. The cell exhibited excellent thermal stability and rechargeability in the 30–105°C temperature range. It was subjected to 40 charge–discharge cycles at current densities ranging from 0.05 to 0.25 mA/cm2. The reversible charge/discharge voltage profiles of the Li–O2 cell with low polarizations between the discharge and charge are remarkable for a displacement-type electrochemical cell reaction involving the reduction of oxygen to form lithium peroxide. The results represent a major contribution in the quest of an ultrahigh energy density electrochemical power source. We believe that the Li–O2 cell, when fully developed, could exceed specific energies of 1000 Wh/kg in practical configurations. "
http://scitation.aip.org/getabs/servlet/GetabsServlet?prog=normal&id=JESOAN000157000001000A50000001&idtype=cvips&gifs=yes&ref=no
"This paper describes a totally solid-state, rechargeable, long cycle life lithium–oxygen battery cell. The cell is comprised of a Li metal anode, a highly Li-ion conductive solid electrolyte membrane laminate fabricated from glass–ceramic (GC) and polymer–ceramic materials, and a solid-state composite air cathode prepared from high surface area carbon and ionically conducting GC powder. The cell exhibited excellent thermal stability and rechargeability in the 30–105°C temperature range. It was subjected to 40 charge–discharge cycles at current densities ranging from 0.05 to 0.25 mA/cm2. The reversible charge/discharge voltage profiles of the Li–O2 cell with low polarizations between the discharge and charge are remarkable for a displacement-type electrochemical cell reaction involving the reduction of oxygen to form lithium peroxide. The results represent a major contribution in the quest of an ultrahigh energy density electrochemical power source. We believe that the Li–O2 cell, when fully developed, could exceed specific energies of 1000 Wh/kg in practical configurations. "
Lock
100 MW
Seen here (AXPW.OB):
http://www.axionpower.com
"Conventional lead-acid batteries use negative electrodes made of sponge lead pasted onto a lead grid current collector. In comparison, our technology uses negative electrodes made of microporous activated carbon with very high surface area. The result is a battery-supercapacitor hybrid that uses less lead."
"PbC® Technology
The full technical description of Axion's proprietary PbC® technology is a "multi-celled asymmetrically supercapacitive lead-acid-carbon hybrid battery." Like a lead-acid battery, our battery consists of a series of cells. Within the individual cells, however, our construction is more complex. Where the negative electrodes in lead-acid batteries are simple sponge lead plates, our negative electrodes are five-layer assemblies that consist of a carbon electrode, a corrosion barrier, a current collector, a second corrosion barrier and a second carbon electrode. These electrode assemblies are then sandwiched together with conventional separators and positive electrodes to make our battery, which is filled with an acid electrolyte, sealed and connected in series to the other cells.
We have been testing laboratory prototypes of Axion's PbC® batteries since April 2004. Our test protocol requires a complete charge-discharge cycle every 7 hours to a 90% depth of discharge. During testing, our laboratory prototypes have withstood more than 1,600 cycles before failure. In comparison, most lead-acid batteries designed for deep discharge applications can only survive 300 to 500 cycles under these operating conditions."
"Our new PbC® battery can be recycled in existing lead acid battery recycling facilities. This allows the lead, plastic, and acid to be reused in new PbC® Batteries."
"The PbC® battery is a hybrid device that uses the standard lead acid battery positive electrode and a supercapacitor negative electrode that is made of activated carbon. The specific type of activated carbon we use has an extremely high surface area (1500 m2/g) and has been specifically formulated by Axion for use in electrochemical applications. During charge and discharge, the positive electrode undergoes the same chemical reaction that occurs in a conventional lead acid battery, i.e. lead dioxide reacts with acid and sulphate ions to form lead sulphate and water. The main difference in the PbC® battery is the replacement of the lead negative electrode with an activated carbon electrode that does not undergo a chemical reaction at all. Instead, the very high surface area activated carbon electrode stores the protons (H+) from the acid in a layer on the surface of the electrode."
"In conventional lead acid batteries the concentration of acid changes from being very concentrated in the charged state to somewhat dilute in the discharged state as the acid is converted to water. In contrast, the PbC® battery stores H+ in the negative electrode in the fully charges state which move to the positive electrode during discharge where they are neutralized to form water. The result is reduced acid concentration swings from the charged to discharged state which reduces grid corrosion on the positive electrode and leads to longer life of the positive electrode."
From here (USA FORM 10-KSB/A filing from 2007):
http://msnmoney.brand.edgar-online....ingHTML1?ID=5458811&SessionID=jD3hWZnjVRJFbg9
We were incorporated in Delaware in January 1997 as Tamboril Cigar Company, which operated a wholesale cigar business until December 1998 and was an inactive public shell from January 1999 until December 2003. Since January 2004, we have been engaged in the business of developing a new technology for the production of lead-acid-carbon energy storage devices that we refer to as “e 3 Supercells.†We changed our name to Axion Power International, Inc. and implemented a one share for 16 reverse split in June 2004. The values in this report have been restated where necessary to give retroactive effect to the reverse split.
Mega-C Power Corporation, which we refer to in this report as “Mega-C,†was a prior licensee of limited rights to the e 3 Supercell technology. In February 2003, the Ontario Securities Commission began an investigation into Mega-C’s stock sales that terminated Mega-C’s ability to finance its operations and continue in business.
Axion Power Corporation, which we refer to in this report as “APC,†was incorporated in September 2003 for the purpose of acquiring rights to the e 3 Supercell technology from the original owner of the patents, an Ontario corporation named C and T Co., Inc., which we refer to in this report as “C&T.†The founders of APC were shareholders of Mega-C who collectively invested approximately $3.9 million in Mega-C and were facing a total loss when Mega-C was unable to continue in business.
Our development collaborators:
During the research stage, the late Dr. Brian Conway of the University of Ottawa was actively involved in the development and testing of our e 3 Supercell technology.
East Penn Manufacturing Company, Inc. We have entered into a memorandum of understanding with East Penn, the largest independent battery manufacturer in North America. The MOU establishes the framework for a three-phase joint development and testing program that includes laboratory testing; prototype development and testing; and co-development of a series of pre-commercial e 3 Supercells.
Dr. Andrew F. Burke, Ph.D . Dr. Burke is a member of the research faculty at the Institute of Transportation Studies, University of California at Davis, and a recognized expert in the field of electric and hybrid vehicle design, analysis, and testing. He directs the EV Power Systems Laboratory and performs research and teaches graduate courses on advanced electric driveline technologies, specializing in batteries, ultracapacitors, fuel cells and hybrid vehicle design. Dr. Burke is working with us in an effort to develop a high-power e 3 Supercell design that will be suitable for use in hybrid electric automobiles.
Our strategic alliances:
Hybridyne Power Systems is an Ontario company that specializes in integrated hybrid (wind and solar) renewable energy systems and has signed a non-binding letter of intent to conduct a total of five demonstration projects with us over the next 12 months. The first demonstration project will be a 75 kilowatt hour project and is scheduled for the third quarter of 2006. Additional projects of increasing size and complexity will follow every three months.
Omni Power, Inc. is an Ontario company that specializes in integrated clean power and grid connected inverter systems and has signed a non-binding letter of intent to conduct a total of five demonstration projects with us over the next 12 months. The first project is planned for the third quarter of 2006.
Vektec Electronics is a New Zealand company that specializes in integrated renewable energy systems and has signed a non-binding letter of intent to conduct a total of five demonstration projects with us over the next 12 months. The first project is planned for the third quarter of 2006.
CPE Div L is an Ontario company that acts as a value added reseller of wind power generating equipment and has signed a non-binding letter of intent to conduct a total of five demonstration projects with us over the next 18 months. The first project is planned for the fourth quarter of 2006.
Our patents and intellectual property:
· U.S. Patent No. 6,466,429 (expires May 2021) - Electric double layer capacitor;
· U.S. Patent No. 6,628,504 (expires May 2021) - Electric double layer capacitor;
· U.S. Patent No. 6,706,079 (expires May 2022) - Method of formation and charge of the negative polarizable carbon electrode in an electric double layer capacitor; and
· U.S. Patent No. 7,006,346 (expires April 2024) - Positive Electrode of an electric double layer capacitor.
Our employees
We have 22 full-time employees in Woodbridge, Ontario, including a 16-member scientific and engineering team, a three-member management and business development team and three clerical employees. Seven members of our scientific and engineering team hold PhDs and eight additional employees hold other advanced degrees. We began manufacturing activities in New Castle, Pennsylvania in March 2006. While we have not made our final staffing decisions at New Castle, we presently employ a staff of 10, including 7 people who are involved principally in manufacturing and 3 people who are involved principally in administration and sales. We are not subject to any collective bargaining agreements and believe our relations with our employees are good.
Risks related to our e 3 Supercell technology
Our e 3 Supercells are not a superior solution for all applications that currently rely on lead-acid battery technology.
While there are many similarities between our e 3 Supercell technology and conventional lead-acid technology, e 3 Supercells are not expected to be a superior solution for all applications that rely on lead-acid battery technology. In cases where total energy storage is the mission critical operating parameter, multiple e 3 Supercells may be required to perform functions that could be performed by a single lead acid battery. Therefore e 3 Supercells are not and should not be viewed as a fungible replacement for conventional lead acid batteries.
Risks relating to our common stock
Over one million shares of our common stock were never paid for by the purchaser, and stock certificates for these unissued shares are in the possession of this third party.
************** end of snips about Axion *****************
Quercus Trust owns a piece of Axion Power (Quercus also has money in Firefly and Aptera)
tks
Lock
http://www.axionpower.com
"Conventional lead-acid batteries use negative electrodes made of sponge lead pasted onto a lead grid current collector. In comparison, our technology uses negative electrodes made of microporous activated carbon with very high surface area. The result is a battery-supercapacitor hybrid that uses less lead."
"PbC® Technology
The full technical description of Axion's proprietary PbC® technology is a "multi-celled asymmetrically supercapacitive lead-acid-carbon hybrid battery." Like a lead-acid battery, our battery consists of a series of cells. Within the individual cells, however, our construction is more complex. Where the negative electrodes in lead-acid batteries are simple sponge lead plates, our negative electrodes are five-layer assemblies that consist of a carbon electrode, a corrosion barrier, a current collector, a second corrosion barrier and a second carbon electrode. These electrode assemblies are then sandwiched together with conventional separators and positive electrodes to make our battery, which is filled with an acid electrolyte, sealed and connected in series to the other cells.
We have been testing laboratory prototypes of Axion's PbC® batteries since April 2004. Our test protocol requires a complete charge-discharge cycle every 7 hours to a 90% depth of discharge. During testing, our laboratory prototypes have withstood more than 1,600 cycles before failure. In comparison, most lead-acid batteries designed for deep discharge applications can only survive 300 to 500 cycles under these operating conditions."
"Our new PbC® battery can be recycled in existing lead acid battery recycling facilities. This allows the lead, plastic, and acid to be reused in new PbC® Batteries."
"The PbC® battery is a hybrid device that uses the standard lead acid battery positive electrode and a supercapacitor negative electrode that is made of activated carbon. The specific type of activated carbon we use has an extremely high surface area (1500 m2/g) and has been specifically formulated by Axion for use in electrochemical applications. During charge and discharge, the positive electrode undergoes the same chemical reaction that occurs in a conventional lead acid battery, i.e. lead dioxide reacts with acid and sulphate ions to form lead sulphate and water. The main difference in the PbC® battery is the replacement of the lead negative electrode with an activated carbon electrode that does not undergo a chemical reaction at all. Instead, the very high surface area activated carbon electrode stores the protons (H+) from the acid in a layer on the surface of the electrode."
"In conventional lead acid batteries the concentration of acid changes from being very concentrated in the charged state to somewhat dilute in the discharged state as the acid is converted to water. In contrast, the PbC® battery stores H+ in the negative electrode in the fully charges state which move to the positive electrode during discharge where they are neutralized to form water. The result is reduced acid concentration swings from the charged to discharged state which reduces grid corrosion on the positive electrode and leads to longer life of the positive electrode."
From here (USA FORM 10-KSB/A filing from 2007):
http://msnmoney.brand.edgar-online....ingHTML1?ID=5458811&SessionID=jD3hWZnjVRJFbg9
We were incorporated in Delaware in January 1997 as Tamboril Cigar Company, which operated a wholesale cigar business until December 1998 and was an inactive public shell from January 1999 until December 2003. Since January 2004, we have been engaged in the business of developing a new technology for the production of lead-acid-carbon energy storage devices that we refer to as “e 3 Supercells.†We changed our name to Axion Power International, Inc. and implemented a one share for 16 reverse split in June 2004. The values in this report have been restated where necessary to give retroactive effect to the reverse split.
Mega-C Power Corporation, which we refer to in this report as “Mega-C,†was a prior licensee of limited rights to the e 3 Supercell technology. In February 2003, the Ontario Securities Commission began an investigation into Mega-C’s stock sales that terminated Mega-C’s ability to finance its operations and continue in business.
Axion Power Corporation, which we refer to in this report as “APC,†was incorporated in September 2003 for the purpose of acquiring rights to the e 3 Supercell technology from the original owner of the patents, an Ontario corporation named C and T Co., Inc., which we refer to in this report as “C&T.†The founders of APC were shareholders of Mega-C who collectively invested approximately $3.9 million in Mega-C and were facing a total loss when Mega-C was unable to continue in business.
Our development collaborators:
During the research stage, the late Dr. Brian Conway of the University of Ottawa was actively involved in the development and testing of our e 3 Supercell technology.
East Penn Manufacturing Company, Inc. We have entered into a memorandum of understanding with East Penn, the largest independent battery manufacturer in North America. The MOU establishes the framework for a three-phase joint development and testing program that includes laboratory testing; prototype development and testing; and co-development of a series of pre-commercial e 3 Supercells.
Dr. Andrew F. Burke, Ph.D . Dr. Burke is a member of the research faculty at the Institute of Transportation Studies, University of California at Davis, and a recognized expert in the field of electric and hybrid vehicle design, analysis, and testing. He directs the EV Power Systems Laboratory and performs research and teaches graduate courses on advanced electric driveline technologies, specializing in batteries, ultracapacitors, fuel cells and hybrid vehicle design. Dr. Burke is working with us in an effort to develop a high-power e 3 Supercell design that will be suitable for use in hybrid electric automobiles.
Our strategic alliances:
Hybridyne Power Systems is an Ontario company that specializes in integrated hybrid (wind and solar) renewable energy systems and has signed a non-binding letter of intent to conduct a total of five demonstration projects with us over the next 12 months. The first demonstration project will be a 75 kilowatt hour project and is scheduled for the third quarter of 2006. Additional projects of increasing size and complexity will follow every three months.
Omni Power, Inc. is an Ontario company that specializes in integrated clean power and grid connected inverter systems and has signed a non-binding letter of intent to conduct a total of five demonstration projects with us over the next 12 months. The first project is planned for the third quarter of 2006.
Vektec Electronics is a New Zealand company that specializes in integrated renewable energy systems and has signed a non-binding letter of intent to conduct a total of five demonstration projects with us over the next 12 months. The first project is planned for the third quarter of 2006.
CPE Div L is an Ontario company that acts as a value added reseller of wind power generating equipment and has signed a non-binding letter of intent to conduct a total of five demonstration projects with us over the next 18 months. The first project is planned for the fourth quarter of 2006.
Our patents and intellectual property:
· U.S. Patent No. 6,466,429 (expires May 2021) - Electric double layer capacitor;
· U.S. Patent No. 6,628,504 (expires May 2021) - Electric double layer capacitor;
· U.S. Patent No. 6,706,079 (expires May 2022) - Method of formation and charge of the negative polarizable carbon electrode in an electric double layer capacitor; and
· U.S. Patent No. 7,006,346 (expires April 2024) - Positive Electrode of an electric double layer capacitor.
Our employees
We have 22 full-time employees in Woodbridge, Ontario, including a 16-member scientific and engineering team, a three-member management and business development team and three clerical employees. Seven members of our scientific and engineering team hold PhDs and eight additional employees hold other advanced degrees. We began manufacturing activities in New Castle, Pennsylvania in March 2006. While we have not made our final staffing decisions at New Castle, we presently employ a staff of 10, including 7 people who are involved principally in manufacturing and 3 people who are involved principally in administration and sales. We are not subject to any collective bargaining agreements and believe our relations with our employees are good.
Risks related to our e 3 Supercell technology
Our e 3 Supercells are not a superior solution for all applications that currently rely on lead-acid battery technology.
While there are many similarities between our e 3 Supercell technology and conventional lead-acid technology, e 3 Supercells are not expected to be a superior solution for all applications that rely on lead-acid battery technology. In cases where total energy storage is the mission critical operating parameter, multiple e 3 Supercells may be required to perform functions that could be performed by a single lead acid battery. Therefore e 3 Supercells are not and should not be viewed as a fungible replacement for conventional lead acid batteries.
Risks relating to our common stock
Over one million shares of our common stock were never paid for by the purchaser, and stock certificates for these unissued shares are in the possession of this third party.
************** end of snips about Axion *****************
Quercus Trust owns a piece of Axion Power (Quercus also has money in Firefly and Aptera)
tks
Lock
Lock
100 MW
BTW, Axion has one job posting on their web site:
Mechanical Design Engineer
Axion Power International, Inc., is a leading developer of advanced lead acid carbon battery technologies and advanced energy storage devices. We are seeking to fill a Mechanical Design Engineer position at the New Castle, PA facility. The main role of this position will be to plan, engineer and design automation systems for high-speed, high-volume automated and semi-automated production of our lead carbon battery technology. This work will include the design of custom process automation machines, equipment, systems, devices, and fixtures to satisfy production requirements.
Mechanical Design Engineer
Axion Power International, Inc., is a leading developer of advanced lead acid carbon battery technologies and advanced energy storage devices. We are seeking to fill a Mechanical Design Engineer position at the New Castle, PA facility. The main role of this position will be to plan, engineer and design automation systems for high-speed, high-volume automated and semi-automated production of our lead carbon battery technology. This work will include the design of custom process automation machines, equipment, systems, devices, and fixtures to satisfy production requirements.
Lock
100 MW
Research shows metal catalysts play important role in improving the efficiency of lithium-oxygen batteries
David L. Chandler, MIT News Office
April 2, 2010
Lightweight batteries that can deliver lots of energy are crucial for a variety of applications  for example, improving the range of electric cars. For that reason, even modest increases in a battery’s energy-density rating  a measure of the amount of energy that can be delivered for a given weight  are important advances. Now a team of researchers at MIT has made significant progress on a technology that could lead to batteries with up to three times the energy density of any battery that currently exists.
Yang Shao-Horn, an MIT associate professor of mechanical engineering and materials science and engineering, says that many groups have been pursuing work on lithium-air batteries, a technology that has great potential for achieving great gains in energy density. But there has been a lack of understanding of what kinds of electrode materials could promote the electrochemical reactions that take place in these batteries.
Lithium-oxygen (also known as lithium-air) batteries are similar in principle to the lithium-ion batteries that now dominate the field of portable electronics and are a leading contender for electric vehicles. But because lithium-air batteries use lightweight porous carbon electrodes and oxygen drawn from a flow of air to take the place of heavy solid compounds used in lithium-ion batteries, the batteries themselves can be much lighter. That’s why leading companies, including IBM and General Motors, have committed to major research initiatives on lithium-air technology.
In a paper published this week in the journal Electrochemical and Solid-State Letters, Shao-Horn, along with some of her students and visiting professor Hubert Gasteiger, reported on a study showing that electrodes with gold or platinum as a catalyst show a much higher level of activity and thus a higher efficiency than simple carbon electrodes in these batteries. In addition, this new work sets the stage for further research that could lead to even better electrode materials, perhaps alloys of gold and platinum or other metals, or metallic oxides, and to less expensive alternatives.
Original URL and rest of article here:
http://web.mit.edu/newsoffice/2010/liair-batteries-0402.html
tks
lLoKc
David L. Chandler, MIT News Office
April 2, 2010
Lightweight batteries that can deliver lots of energy are crucial for a variety of applications  for example, improving the range of electric cars. For that reason, even modest increases in a battery’s energy-density rating  a measure of the amount of energy that can be delivered for a given weight  are important advances. Now a team of researchers at MIT has made significant progress on a technology that could lead to batteries with up to three times the energy density of any battery that currently exists.
Yang Shao-Horn, an MIT associate professor of mechanical engineering and materials science and engineering, says that many groups have been pursuing work on lithium-air batteries, a technology that has great potential for achieving great gains in energy density. But there has been a lack of understanding of what kinds of electrode materials could promote the electrochemical reactions that take place in these batteries.
Lithium-oxygen (also known as lithium-air) batteries are similar in principle to the lithium-ion batteries that now dominate the field of portable electronics and are a leading contender for electric vehicles. But because lithium-air batteries use lightweight porous carbon electrodes and oxygen drawn from a flow of air to take the place of heavy solid compounds used in lithium-ion batteries, the batteries themselves can be much lighter. That’s why leading companies, including IBM and General Motors, have committed to major research initiatives on lithium-air technology.
In a paper published this week in the journal Electrochemical and Solid-State Letters, Shao-Horn, along with some of her students and visiting professor Hubert Gasteiger, reported on a study showing that electrodes with gold or platinum as a catalyst show a much higher level of activity and thus a higher efficiency than simple carbon electrodes in these batteries. In addition, this new work sets the stage for further research that could lead to even better electrode materials, perhaps alloys of gold and platinum or other metals, or metallic oxides, and to less expensive alternatives.
Original URL and rest of article here:
http://web.mit.edu/newsoffice/2010/liair-batteries-0402.html
tks
lLoKc
Lock
100 MW
This is actually a recent discussion from a forum on LinkedIn but thought some on ES might find this of interest...
http://www.linkedin.com/groupAnswer...k=ug_qa_q&goback=.ana_85295_1270660379697_3_1
What is the percentage by weight of lithium in a typical Lithium Ion battery? Looking for a number.
A range would be fine. I am interested in learning how many pounds or kilos of battery cells you would need to collect to recover one pound or one kilo of elemental lithium. Please help me out with your expert knowledge of lithium usage in battery cells.
'Typical lithium ion battery' would be 2.6Ah lithium ion battery. Although the following reference mentioned 2Ah or 2.2Ah 18650 lithium ion batteries, those are being used as power source for netbook size portable computers and will be good example for you.
1. http://www.batteryuniversity.com/partone-5.htm
How do I know the lithium content of a lithium-ion battery? From a theoretical perspective, there is no metallic lithium in a typical lithium-ion battery. There is, however, equivalent lithium content that must be considered. For a lithium-ion cell, this is calculated at 0.3 times the rated capacity (in ampere-hours).
* Example: A 2Ah 18650 Li-ion cell has 0.6 grams of lithium content. On a typical 60 Wh laptop battery with 8 cells (4 in series and 2 in parallel), this adds up to 4.8g. To stay under the 8-gram UN limit, the largest battery you can bring is 96 Wh. This pack could include 2.2Ah cells in a 12 cells arrangement (4s3p). If the 2.4Ah cell were used instead, the pack would need to be limited to 9 cells (3s3p).
Restrictions on shipment of lithium-ion batteries
Anyone shipping lithium-ion batteries in bulk is responsible to meet transportation regulations. This applies to domestic and international shipments by land, sea and air.
Lithium-ion cells whose equivalent lithium content exceeds 1.5 grams or 8 grams per battery pack must be shipped as "Class 9 miscellaneous hazardous material." Cell capacity and the number of cells in a pack determine the lithium content.
Exception is given to packs that contain less than 8 grams of lithium content. If, however, a shipment contains more than 24 lithium cells or 12 lithium-ion battery packs, special markings and shipping documents will be required. Each package must be marked that it contains lithium batteries.
All lithium-ion batteries must be tested in accordance with specifications detailed in UN 3090 regardless of lithium content (UN manual of Tests and Criteria, Part III, subsection 38.3). This precaution safeguards against the shipment of flawed batteries.
Cells & batteries must be separated to prevent short-circuiting and packaged in strong boxes.
2. DOT Fed. Register (2007) regarding regulation on equiv. lithium for shipping
http://edocket.access.gpo.gov/2007/pdf/E7-15213.pdf
There is no elemental Li in a li-ion battery. This is a very common misconception. To find the equivalent lithium content in a cell multiply the amp-hour capacity in Ah (not mAh) by 0.3. For a battery take into consideration the number of cells you have as well.
It is wrong to say that there is no lithium metal in a Li-ion battery. The battery operates when Li ions move to the anode (often carbon) and get converted to Li metal. In fact, lithium dendrite growth is a common safety issue in earlier versions of Li-ion batteries!
Although lithium can reside as metal form inside graphene layer, what is normally being said is "Lithium equivalent" as Hari mentioned. The point here is to distinguish the nature of lithium in lithium-ion from that of lithium metal.
Allow me to restate the question differently. My intention was to understand the economic ($) value of the recovered metals from exhausted LI batteries. Recycling and recovery are always dependent on commodity values as opposed to density, transportation, labor and energy required to extract the commodity for sale.
My hypothesis and assumption is that the value of a LI battery is greater than the value of its commodity components almost up to the point of total exhaustion as a storage device. In other words, a half-life battery is probably worth more as a storage device for electricity than it would be worth reduced to compounds and refined to marketable materials in order to create a new "full power battery."
Thanks
t
A primary (non-rechargeable) AA lithium battery cell has about 1 gram of lithium, which is about 6.7% of the mass of the cell. So you would need to collect about 1000 cells to recover a kilo of metallic lithium. These cells also do generally have metallic lithium.
In rechargeable cells, the more valuable recoverable metals are probably the nickel and the cobalt, which are found in many of the li-ion cathode chemistries. This will depend on the cathode chemistry of course, which differ within the Li-ion chemistry class. The manganese spinel that is going into the Volt will have a lesser value, of course.
In rechargeable cells the Li ions are intercalated between the anode & cathode layers. Toxco & some others are already recycling these batteries.
Absent of government regulation forcing recycling & e-waste management, I do not believe it is currently highly economic to recycle these batteries with today's metal prices. The value of a depleted battery depends on the application for which it is intended. For example, what would be the value of a Tesla Roadster battery pack that can only do 0-60 in 8 seconds with a range of 80 miles instead of 3.8 seconds and 160 miles? I don't think it's worth half of the original price tag at that point.
The batteries containing Cobalt would be the ones to recycle. That is one of the more valuable cathode materials. Cobalt is 60% of a LiCoO2 cathode by mass, ( http://www.webqc.org/mmcalc.php ). So assuming that the cathode is 40% of the mass would yield just under 25% of the total mass of the battery as cobalt. The amount of lithium present in rechargeable batteries does not differ significantly between cathode chemistries.
So assuming that the separation costs are equal, the best Li-ion chemistries to recycle would probably be LiCo2, NCM and NCA.
Wikipedia covers the basic chemistries & BCG goes over the pro's & con's (for auto) in a report here: http://www.bcg.com/documents/file36615.pdf
tks
Lock
http://www.linkedin.com/groupAnswer...k=ug_qa_q&goback=.ana_85295_1270660379697_3_1
What is the percentage by weight of lithium in a typical Lithium Ion battery? Looking for a number.
A range would be fine. I am interested in learning how many pounds or kilos of battery cells you would need to collect to recover one pound or one kilo of elemental lithium. Please help me out with your expert knowledge of lithium usage in battery cells.
'Typical lithium ion battery' would be 2.6Ah lithium ion battery. Although the following reference mentioned 2Ah or 2.2Ah 18650 lithium ion batteries, those are being used as power source for netbook size portable computers and will be good example for you.
1. http://www.batteryuniversity.com/partone-5.htm
How do I know the lithium content of a lithium-ion battery? From a theoretical perspective, there is no metallic lithium in a typical lithium-ion battery. There is, however, equivalent lithium content that must be considered. For a lithium-ion cell, this is calculated at 0.3 times the rated capacity (in ampere-hours).
* Example: A 2Ah 18650 Li-ion cell has 0.6 grams of lithium content. On a typical 60 Wh laptop battery with 8 cells (4 in series and 2 in parallel), this adds up to 4.8g. To stay under the 8-gram UN limit, the largest battery you can bring is 96 Wh. This pack could include 2.2Ah cells in a 12 cells arrangement (4s3p). If the 2.4Ah cell were used instead, the pack would need to be limited to 9 cells (3s3p).
Restrictions on shipment of lithium-ion batteries
Anyone shipping lithium-ion batteries in bulk is responsible to meet transportation regulations. This applies to domestic and international shipments by land, sea and air.
Lithium-ion cells whose equivalent lithium content exceeds 1.5 grams or 8 grams per battery pack must be shipped as "Class 9 miscellaneous hazardous material." Cell capacity and the number of cells in a pack determine the lithium content.
Exception is given to packs that contain less than 8 grams of lithium content. If, however, a shipment contains more than 24 lithium cells or 12 lithium-ion battery packs, special markings and shipping documents will be required. Each package must be marked that it contains lithium batteries.
All lithium-ion batteries must be tested in accordance with specifications detailed in UN 3090 regardless of lithium content (UN manual of Tests and Criteria, Part III, subsection 38.3). This precaution safeguards against the shipment of flawed batteries.
Cells & batteries must be separated to prevent short-circuiting and packaged in strong boxes.
2. DOT Fed. Register (2007) regarding regulation on equiv. lithium for shipping
http://edocket.access.gpo.gov/2007/pdf/E7-15213.pdf
There is no elemental Li in a li-ion battery. This is a very common misconception. To find the equivalent lithium content in a cell multiply the amp-hour capacity in Ah (not mAh) by 0.3. For a battery take into consideration the number of cells you have as well.
It is wrong to say that there is no lithium metal in a Li-ion battery. The battery operates when Li ions move to the anode (often carbon) and get converted to Li metal. In fact, lithium dendrite growth is a common safety issue in earlier versions of Li-ion batteries!
Although lithium can reside as metal form inside graphene layer, what is normally being said is "Lithium equivalent" as Hari mentioned. The point here is to distinguish the nature of lithium in lithium-ion from that of lithium metal.
Allow me to restate the question differently. My intention was to understand the economic ($) value of the recovered metals from exhausted LI batteries. Recycling and recovery are always dependent on commodity values as opposed to density, transportation, labor and energy required to extract the commodity for sale.
My hypothesis and assumption is that the value of a LI battery is greater than the value of its commodity components almost up to the point of total exhaustion as a storage device. In other words, a half-life battery is probably worth more as a storage device for electricity than it would be worth reduced to compounds and refined to marketable materials in order to create a new "full power battery."
Thanks
t
A primary (non-rechargeable) AA lithium battery cell has about 1 gram of lithium, which is about 6.7% of the mass of the cell. So you would need to collect about 1000 cells to recover a kilo of metallic lithium. These cells also do generally have metallic lithium.
In rechargeable cells, the more valuable recoverable metals are probably the nickel and the cobalt, which are found in many of the li-ion cathode chemistries. This will depend on the cathode chemistry of course, which differ within the Li-ion chemistry class. The manganese spinel that is going into the Volt will have a lesser value, of course.
In rechargeable cells the Li ions are intercalated between the anode & cathode layers. Toxco & some others are already recycling these batteries.
Absent of government regulation forcing recycling & e-waste management, I do not believe it is currently highly economic to recycle these batteries with today's metal prices. The value of a depleted battery depends on the application for which it is intended. For example, what would be the value of a Tesla Roadster battery pack that can only do 0-60 in 8 seconds with a range of 80 miles instead of 3.8 seconds and 160 miles? I don't think it's worth half of the original price tag at that point.
The batteries containing Cobalt would be the ones to recycle. That is one of the more valuable cathode materials. Cobalt is 60% of a LiCoO2 cathode by mass, ( http://www.webqc.org/mmcalc.php ). So assuming that the cathode is 40% of the mass would yield just under 25% of the total mass of the battery as cobalt. The amount of lithium present in rechargeable batteries does not differ significantly between cathode chemistries.
So assuming that the separation costs are equal, the best Li-ion chemistries to recycle would probably be LiCo2, NCM and NCA.
Wikipedia covers the basic chemistries & BCG goes over the pro's & con's (for auto) in a report here: http://www.bcg.com/documents/file36615.pdf
tks
Lock
auraslip
10 MW
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Colorado advanced battery has 48v 10ah large format prismatic packs for $400.
Yeah I know battery space has 48v 10ah nihm packs for the same price, but because they are small format they require an expensive special charger.
Apparently you can charge these packs with a standard NIMH charger, or a SLA charger!
The spec pdf says the pack weigh 20lbs, which isn't as light as lithium. I wish they had mo' better discharge information.
I found a chinese company on alibaba that made Nilar and requested more info and they referred me to CAB, so we know these batteries are made in china!
Yeah I know battery space has 48v 10ah nihm packs for the same price, but because they are small format they require an expensive special charger.
Apparently you can charge these packs with a standard NIMH charger, or a SLA charger!
The spec pdf says the pack weigh 20lbs, which isn't as light as lithium. I wish they had mo' better discharge information.
I found a chinese company on alibaba that made Nilar and requested more info and they referred me to CAB, so we know these batteries are made in china!
In the technical specs tab on the page, it shows only 20A (2C) continuous, and 80A peak, 40A "nominal" which probably means for a few seconds at a time.
Lock
100 MW
More comments on the original question:
Nickel, Cobalt, and Chromium are strategic materials – used in high temperature alloys, tool steels, magnets etc – fighter aircrafts, turbines and other military hardware. Cobalt is generally associated with nickel production, but limited in quantity. It will make sense to recycle cobalt. But it would be wise to stay away from using cobalt in the first place - if possible.
In response to Jeff LeBrun, if you collect primary lithium cells for recycling (discharged cells), you will find very little lithium metal - they are discharged and the lithium will need to be recovered from the (LiMnO2) cathode. This recovery process will be similar to getting the Lithium out of a secondary battery where the lithium is intercalated into another compound. If the quantity of batteries rises - such as if EV's move forward with Lithium-ion batteries - then the number of scrap battery supply and new demand will control the economics.
In response to Bill, yes that is true that the majority of the Li will be in the cathode after use. In response to Gamdur, it definitely makes sense to avoid cobalt in battery cathode design for cost reasons. Some of the companies that were funded under ARRA are still using cobalt in their cathodes (Johnson Controls). Others are not. Note that the two finalists for the GM Volt contract do not (A123 and LG Chem). I suspect that most of the chemistries that are successful in the long run will steer clear of cobalt for cost purposes unless they find a way to seriously differentiate on energy density.
Here is a link to Toxco's current process description, which results in the production of low-value Li carbonate.
http://www.toxco.com/processes.html
Toxco and Chemetall received grants to develop hydrothermal recycling processes in the U.S. and Germany., respectively.
Thanks for so many great comments.
My point is this: End of Life for a LI battery made for a BEV or HEV is NOT THE END of its usefulness as electric storage. It just means that performance is not high enough for reliable transportation use.
Nissan claims that a battery that is no longer suitable for use in an EV will still have 70% to 80% of its capacity remaining. Way too much capacity to be harvested for small quantities of common metals alone!!
http://solveclimate.com/blog/20090917/evs-challenge-entrepreneurs-find-new-use-spent-batteries
http://online.wsj.com/article/SB10001424052748704500604574484642215724598.html
These batteries should be reconfigured, resold (or rented) and reused as stationary storage that supports alternative sources like Photovoltaic, small generator, peak leveling or wind turbine storage.
Yes, it would be nice if the packs for the larger production-run EV's were being designed for re-use in this way so that there is a plug & plug reuse opportunity for this type of application after they go through their 7 - 10 years on the road. It would be a serious hassle for any independent refurbisher to dismantle the entire pack and test individual cells to drop them into a new BMS.
The automakers should be required to take back their EV's at end-of-life as they are with electronics in the EU & some states -- they would figure out how to design the batteries for reuse relatively quickly if that was the case. The packs that are already including Vehicle to Grid software could possibly be removed & simply plugged in somewhere until they are dead or the probability of failure is too high. The domestic automakers should actually prefer that regulation from a strategic standpoint because it would be a larger barrier to foreign companies seeking to import smaller quantities of vehicles, but they probably only see the upfront costs & 7 - 10 years sounds like a long time to wait for the payback.
In response to the last comment of Thomas: Be careful that the decrease of the battery capacity vs. time is not linear! If it takes 7 years to lose the first 20% of the initial capacity, it doesn’t mean it will take another 7 years to lose the next 20%. Indeed, there is an inflexion point were the battery capacity decrease dramatically, and it could take only one year for the capacity of the battery to decrease from 80% to 0. That is why batteries are usually considered as “dead†when there are still 80 to 70% of the initial capacity left. The inflexion point is usually coming very soon after these percentages.
I think there may be some confusion here. It is lithium carbonate in a battery not elemental lithium.
There has been much dicussion on this but new work by the controversial Williiam Tahil suggest 3kg/kWh of lithium carbonate in a battery.
Note: lithium carbonate is presently trading $2.5/lb - it is the lowest value component of a li-ion battery.
Receysling will be a significant source of lithium carbonate in the future and it is the belief of Chemetal (world's number 2 lithium producer) that Europe will enforce this on auto manufacturers in the EU.
At the moment recycling of lithium has poor recover rates
This link is a review of the lithium conference by Industrial Minerals that i wrote
http://www.indmin.com/Article/2449540/Issue/74855/Gambling-on-lithiums-future.html
These issues were under dicsussion
I believe the question is what, in a lithium ion battery, is worth the expense of recovering. The cathodes of these cells can be one of several oxides containing lithium and a transition metal (nickel, manganese, cobalt, or some others). Presently, the anode is a carbon based material, though some companies use lithium titanate. SImon, there is no lithium carbonate actually in a lithium ion battery. Lithium carbonate a starting material for these materials, or a precursor to the starting materials. LIthium carbonate is important to lithium ion batteries because of this. However, it is the transition metals that are worth the recovery effort. Probably the lithium, too, when the price of lithium carbonate goes up too much.
Thanks Neal, interesting comment about lithium carbonate.
My technical knowledge of a battery is minimal thats why these forums are so helpful.
What material would lithium carbonate be turned into? Am I correct in thinking its the main component of the electrolyte?
Also lithium hydroxide is being use in a battery. Now is this in the cathode/ anode?
As for recovering materials, i would only imagine metals would be worth recovering but isnt that the point of the li-ion vs Nicel hydride debate that it uses much less expensive metal anyway?
Please note that since January 1, 2010 the UN code for lithium-Ion batteries became UN 3480. The code UN3090 is now only applicable for Lithium primary cells ( thus containing lithium metal).
Nickel, Cobalt, and Chromium are strategic materials – used in high temperature alloys, tool steels, magnets etc – fighter aircrafts, turbines and other military hardware. Cobalt is generally associated with nickel production, but limited in quantity. It will make sense to recycle cobalt. But it would be wise to stay away from using cobalt in the first place - if possible.
In response to Jeff LeBrun, if you collect primary lithium cells for recycling (discharged cells), you will find very little lithium metal - they are discharged and the lithium will need to be recovered from the (LiMnO2) cathode. This recovery process will be similar to getting the Lithium out of a secondary battery where the lithium is intercalated into another compound. If the quantity of batteries rises - such as if EV's move forward with Lithium-ion batteries - then the number of scrap battery supply and new demand will control the economics.
In response to Bill, yes that is true that the majority of the Li will be in the cathode after use. In response to Gamdur, it definitely makes sense to avoid cobalt in battery cathode design for cost reasons. Some of the companies that were funded under ARRA are still using cobalt in their cathodes (Johnson Controls). Others are not. Note that the two finalists for the GM Volt contract do not (A123 and LG Chem). I suspect that most of the chemistries that are successful in the long run will steer clear of cobalt for cost purposes unless they find a way to seriously differentiate on energy density.
Here is a link to Toxco's current process description, which results in the production of low-value Li carbonate.
http://www.toxco.com/processes.html
Toxco and Chemetall received grants to develop hydrothermal recycling processes in the U.S. and Germany., respectively.
Thanks for so many great comments.
My point is this: End of Life for a LI battery made for a BEV or HEV is NOT THE END of its usefulness as electric storage. It just means that performance is not high enough for reliable transportation use.
Nissan claims that a battery that is no longer suitable for use in an EV will still have 70% to 80% of its capacity remaining. Way too much capacity to be harvested for small quantities of common metals alone!!
http://solveclimate.com/blog/20090917/evs-challenge-entrepreneurs-find-new-use-spent-batteries
http://online.wsj.com/article/SB10001424052748704500604574484642215724598.html
These batteries should be reconfigured, resold (or rented) and reused as stationary storage that supports alternative sources like Photovoltaic, small generator, peak leveling or wind turbine storage.
Yes, it would be nice if the packs for the larger production-run EV's were being designed for re-use in this way so that there is a plug & plug reuse opportunity for this type of application after they go through their 7 - 10 years on the road. It would be a serious hassle for any independent refurbisher to dismantle the entire pack and test individual cells to drop them into a new BMS.
The automakers should be required to take back their EV's at end-of-life as they are with electronics in the EU & some states -- they would figure out how to design the batteries for reuse relatively quickly if that was the case. The packs that are already including Vehicle to Grid software could possibly be removed & simply plugged in somewhere until they are dead or the probability of failure is too high. The domestic automakers should actually prefer that regulation from a strategic standpoint because it would be a larger barrier to foreign companies seeking to import smaller quantities of vehicles, but they probably only see the upfront costs & 7 - 10 years sounds like a long time to wait for the payback.
In response to the last comment of Thomas: Be careful that the decrease of the battery capacity vs. time is not linear! If it takes 7 years to lose the first 20% of the initial capacity, it doesn’t mean it will take another 7 years to lose the next 20%. Indeed, there is an inflexion point were the battery capacity decrease dramatically, and it could take only one year for the capacity of the battery to decrease from 80% to 0. That is why batteries are usually considered as “dead†when there are still 80 to 70% of the initial capacity left. The inflexion point is usually coming very soon after these percentages.
I think there may be some confusion here. It is lithium carbonate in a battery not elemental lithium.
There has been much dicussion on this but new work by the controversial Williiam Tahil suggest 3kg/kWh of lithium carbonate in a battery.
Note: lithium carbonate is presently trading $2.5/lb - it is the lowest value component of a li-ion battery.
Receysling will be a significant source of lithium carbonate in the future and it is the belief of Chemetal (world's number 2 lithium producer) that Europe will enforce this on auto manufacturers in the EU.
At the moment recycling of lithium has poor recover rates
This link is a review of the lithium conference by Industrial Minerals that i wrote
http://www.indmin.com/Article/2449540/Issue/74855/Gambling-on-lithiums-future.html
These issues were under dicsussion
I believe the question is what, in a lithium ion battery, is worth the expense of recovering. The cathodes of these cells can be one of several oxides containing lithium and a transition metal (nickel, manganese, cobalt, or some others). Presently, the anode is a carbon based material, though some companies use lithium titanate. SImon, there is no lithium carbonate actually in a lithium ion battery. Lithium carbonate a starting material for these materials, or a precursor to the starting materials. LIthium carbonate is important to lithium ion batteries because of this. However, it is the transition metals that are worth the recovery effort. Probably the lithium, too, when the price of lithium carbonate goes up too much.
Thanks Neal, interesting comment about lithium carbonate.
My technical knowledge of a battery is minimal thats why these forums are so helpful.
What material would lithium carbonate be turned into? Am I correct in thinking its the main component of the electrolyte?
Also lithium hydroxide is being use in a battery. Now is this in the cathode/ anode?
As for recovering materials, i would only imagine metals would be worth recovering but isnt that the point of the li-ion vs Nicel hydride debate that it uses much less expensive metal anyway?
Please note that since January 1, 2010 the UN code for lithium-Ion batteries became UN 3480. The code UN3090 is now only applicable for Lithium primary cells ( thus containing lithium metal).
liveforphysics
100 TW
I predict, the guy who asked this just wanted to see a large amount of lithium metal get thrown into water.
Which would be a bummer for him, as lithium is at the top of the chart, and they only get more exciting as you go downward.
Which would be a bummer for him, as lithium is at the top of the chart, and they only get more exciting as you go downward.
Major points for using the word, "intercalated" I'm impressed.
Along the same lines, I think that the tool pack people should be re-using their cells, instead of just chucking them into the fire to recover the lithium (this is exactly what they do BTW, I have researched it)
Lithium in water...
In high school, my dad put red phosphorus (a much more reactive allotrope of elemental phosphorus) in a test tube with water, then shook it vigorously. He got most of the glass out at the hospital right away, but just a few years ago (40 years later), he dug a piece out of his hand, long and skinny, about 1" long.
Funny thing, same thing happened to my mom with a piece of sodium. The reaction was less energetic, perhaps because she didn't shake the damn thing, and she didn't get punctured by any glass, just scared.
What are the odds? A match made in heaven. So close to a Darwin though.
Katou
Along the same lines, I think that the tool pack people should be re-using their cells, instead of just chucking them into the fire to recover the lithium (this is exactly what they do BTW, I have researched it)
Lithium in water...
In high school, my dad put red phosphorus (a much more reactive allotrope of elemental phosphorus) in a test tube with water, then shook it vigorously. He got most of the glass out at the hospital right away, but just a few years ago (40 years later), he dug a piece out of his hand, long and skinny, about 1" long.
Funny thing, same thing happened to my mom with a piece of sodium. The reaction was less energetic, perhaps because she didn't shake the damn thing, and she didn't get punctured by any glass, just scared.
What are the odds? A match made in heaven. So close to a Darwin though.
Katou
liveforphysics
100 TW
katou said:
Right on! Sound's like you've got awesome parents!
Lock
100 MW
http://techon.nikkeibp.co.jp/english/NEWS_EN/20100415/181879/
High-performance Li-ion Capacitor Developed With CNT, Lithium Titanate
Apr 15, 2010 14:39
Kouji Kariatsumari, Nikkei Electronics
Japanese researchers developed a lithium-ion (Li-ion) capacitor whose capacity and discharge properties at a high rate were enhanced by using a composite material of single-layer carbon nanotube and lithium titanate (Li4Ti5O12, LTO) for the negative electrode.
The capacitor's energy density and output density per volume are 45Wh/L and 17,000W/L, respectively, which are about 4.5 and 3.8 times higher than those of an electric double layer capacitor using activated carbon. The capacitor was developed by the Naoi Laboratory at the graduate school of the Tokyo University of Agriculture and Technology and the participants of the "Capacitor Technology Lecture" at the school.
...Nippon Chemi-Con Corp announced that it will start shipping samples of a Li-ion capacitor using the technology in the spring of 2011.
Full article in the link
tks
Lock
High-performance Li-ion Capacitor Developed With CNT, Lithium Titanate
Apr 15, 2010 14:39
Kouji Kariatsumari, Nikkei Electronics
Japanese researchers developed a lithium-ion (Li-ion) capacitor whose capacity and discharge properties at a high rate were enhanced by using a composite material of single-layer carbon nanotube and lithium titanate (Li4Ti5O12, LTO) for the negative electrode.
The capacitor's energy density and output density per volume are 45Wh/L and 17,000W/L, respectively, which are about 4.5 and 3.8 times higher than those of an electric double layer capacitor using activated carbon. The capacitor was developed by the Naoi Laboratory at the graduate school of the Tokyo University of Agriculture and Technology and the participants of the "Capacitor Technology Lecture" at the school.
...Nippon Chemi-Con Corp announced that it will start shipping samples of a Li-ion capacitor using the technology in the spring of 2011.
Full article in the link
tks
Lock
Lock
100 MW
http://www.neicorporation.com/
NEI Corporation develops, manufactures, and distributes nanoscale materials for a broad range of industrial and government customers around the world. The company’s products incorporate proprietary nanotechnology and advanced materials science to create significant performance improvements in high-volume manufactured goods. NEI’s products include advanced protective coatings, high performance battery electrode materials, and nanomaterials for emerging markets, including heat transfer fluids. NEI has created a strong foundation in the emerging field of Nanotechnology that has enabled the company to become a leader in selected markets.
...anywhooo... NEI just published a white paper titled “Lithium Titanate Based Batteries for High Rate and High Cycle Life Applicationsâ€Â... from their press release about the whitepaper:
The paper provides a history of various cathodes, anodes and electrolytes that have been developed over the years for lithium ion batteries, with an emphasis on lithium titanate based batteries. Lithium titanate anode provides a number of significant advantages over its carbon counterpart: lithium titanate based batteries can be almost fully charged within 10 minutes. Further, these batteries also have exceptional cycle life compared to carbon based batteries. Due to these unique properties, lithium titanate based batteries are being considered for number of different applications such as PHEV, EV, power tools, peak saving, and power grid. The paper will also provide the reader a high level understanding of the capabilities and limitations of various cathode and anode materials.
The whitepaper is available here as an eight page PDF:
http://www.neicorporation.com/white...-LTO_Anode_high-rate-cycle-life-batteries.pdf
One snip from the whitepaper:
Given that the LTO anode material operates at a higher voltage (less negative), the overall cell voltage is lower and hence the overheating problem with respect to solid electrolyte interface (SEI) is eliminated. Also, the higher negative voltage of LTO allows them to be recharged at a higher rate, sometimes as little as five minutes. Due to this higher negative voltage, the overall cell voltage is lower and hence the energy and power densities are also lower. The cycle life for these batteries has been reported to be more than 10,000 at 80% depth of discharge. Due to the low energy and power densities, these batteries are not attractive for many applications, but the cycle life and fast charge capability bring unique values to applications where the reliability of the grid power is poor.
Lots of info about lithium cells, design and components... NASA has been funding NEI battery research and just renewed the funding for further work.
tks
loCk
NEI Corporation develops, manufactures, and distributes nanoscale materials for a broad range of industrial and government customers around the world. The company’s products incorporate proprietary nanotechnology and advanced materials science to create significant performance improvements in high-volume manufactured goods. NEI’s products include advanced protective coatings, high performance battery electrode materials, and nanomaterials for emerging markets, including heat transfer fluids. NEI has created a strong foundation in the emerging field of Nanotechnology that has enabled the company to become a leader in selected markets.
...anywhooo... NEI just published a white paper titled “Lithium Titanate Based Batteries for High Rate and High Cycle Life Applicationsâ€Â... from their press release about the whitepaper:
The paper provides a history of various cathodes, anodes and electrolytes that have been developed over the years for lithium ion batteries, with an emphasis on lithium titanate based batteries. Lithium titanate anode provides a number of significant advantages over its carbon counterpart: lithium titanate based batteries can be almost fully charged within 10 minutes. Further, these batteries also have exceptional cycle life compared to carbon based batteries. Due to these unique properties, lithium titanate based batteries are being considered for number of different applications such as PHEV, EV, power tools, peak saving, and power grid. The paper will also provide the reader a high level understanding of the capabilities and limitations of various cathode and anode materials.
The whitepaper is available here as an eight page PDF:
http://www.neicorporation.com/white...-LTO_Anode_high-rate-cycle-life-batteries.pdf
One snip from the whitepaper:
Given that the LTO anode material operates at a higher voltage (less negative), the overall cell voltage is lower and hence the overheating problem with respect to solid electrolyte interface (SEI) is eliminated. Also, the higher negative voltage of LTO allows them to be recharged at a higher rate, sometimes as little as five minutes. Due to this higher negative voltage, the overall cell voltage is lower and hence the energy and power densities are also lower. The cycle life for these batteries has been reported to be more than 10,000 at 80% depth of discharge. Due to the low energy and power densities, these batteries are not attractive for many applications, but the cycle life and fast charge capability bring unique values to applications where the reliability of the grid power is poor.
Lots of info about lithium cells, design and components... NASA has been funding NEI battery research and just renewed the funding for further work.
tks
loCk
Lock
100 MW
http://www.evwind.es/noticias.php?id_not=6022
Record Efficiency for Lithium-Air Batteries
12 de junio de 2010
A catalyst developed by researchers at MIT makes rechargeable lithium-air batteries significantly more efficient--a step toward making these high-energy-density batteries practical for use in electric vehicles and elsewhere.
The catalyst consists of nanoparticles of a gold and platinum alloy; in testing it was able to return 77 percent of the energy used to charge the battery as electricity when discharged. That's up from the previously published record of about 70 percent, the researchers say. The work, which was reported online this week in the Journal of the American Chemical Society, suggests a new approach to lithium-air battery catalysts that could lead to the even higher efficiencies of 85 to 90 percent needed for commercial batteries.
(More at the link above)
The Search for Cheaper, Lighter Car Batteries
Jonathan Fahey, www.forbes.com
The trick is to make use of something light and easily available: air. IBM and others, including carmakers like Toyota and the tiny 20-year-old PolyPlus of Berkeley, Calif., are working on what are known as metal-air batteries. One electrode is a metal (lithium is the most promising), but the other is air. This type of battery would be lighter for the simple fact that it doesn't have to carry around one of its electrodes. The concept is, says Wilcke, a lot like burning gasoline, which is a dense energy source precisely because the oxygen it marries doesn't have to be schlepped around.
Another difficulty is that the lithium needs to be kept away from water, and air contains water vapor. PolyPlus, a company founded by Lawrence Berkeley National Laboratory scientists, thinks it has found an answer. It's a thin ceramic membrane that envelops the lithium and allows lithium ions to pass through but not water molecules. "I don't see how anyone's going to commercialize lithium-air without using our technology," says Steven Visco, a founder and chief technology officer of PolyPlus.
(Again, more in the link at top)
PolyPlus here:
http://www.polyplus.com/
And an MIT TechReview article from last year:
http://www.technologyreview.com/energy/22926/page1/
Waterproof Lithium-Air Batteries
Quallion here:
http://www.quallion.com/
Per Quallion:
tks
LocK
Record Efficiency for Lithium-Air Batteries
12 de junio de 2010
A catalyst developed by researchers at MIT makes rechargeable lithium-air batteries significantly more efficient--a step toward making these high-energy-density batteries practical for use in electric vehicles and elsewhere.
The catalyst consists of nanoparticles of a gold and platinum alloy; in testing it was able to return 77 percent of the energy used to charge the battery as electricity when discharged. That's up from the previously published record of about 70 percent, the researchers say. The work, which was reported online this week in the Journal of the American Chemical Society, suggests a new approach to lithium-air battery catalysts that could lead to the even higher efficiencies of 85 to 90 percent needed for commercial batteries.
(More at the link above)
The Search for Cheaper, Lighter Car Batteries
Jonathan Fahey, www.forbes.com
The trick is to make use of something light and easily available: air. IBM and others, including carmakers like Toyota and the tiny 20-year-old PolyPlus of Berkeley, Calif., are working on what are known as metal-air batteries. One electrode is a metal (lithium is the most promising), but the other is air. This type of battery would be lighter for the simple fact that it doesn't have to carry around one of its electrodes. The concept is, says Wilcke, a lot like burning gasoline, which is a dense energy source precisely because the oxygen it marries doesn't have to be schlepped around.
Another difficulty is that the lithium needs to be kept away from water, and air contains water vapor. PolyPlus, a company founded by Lawrence Berkeley National Laboratory scientists, thinks it has found an answer. It's a thin ceramic membrane that envelops the lithium and allows lithium ions to pass through but not water molecules. "I don't see how anyone's going to commercialize lithium-air without using our technology," says Steven Visco, a founder and chief technology officer of PolyPlus.
(Again, more in the link at top)
PolyPlus here:
http://www.polyplus.com/
And an MIT TechReview article from last year:
http://www.technologyreview.com/energy/22926/page1/
Waterproof Lithium-Air Batteries
Quallion here:
http://www.quallion.com/
Per Quallion:
tks
LocK
Lock
100 MW
http://www.businesswire.com/portal/...d=news_view&newsId=20100713006946&newsLang=en
July 13, 2010 03:56 PM Eastern Daylight Time
Vorbeck Materials announces collaboration with PNNL to develop graphene product for batteries
JESSUP, Md.--(BUSINESS WIRE)--Vorbeck Materials Corp., in collaboration with the Pacific Northwest National Laboratory (PNNL), operated by Battelle for the Department of Energy, announces a cooperative research and development agreement (CRADA) to develop Li-ion battery electrodes using Vorbeck’s unique graphene material, Vor-xTM. These new battery materials could enable electronic devices and power tools that recharge in minutes rather than hours or function as part of a hybrid battery system to extend the range of electric vehicles.
“Vorbeck produces a very high quality graphene and they have demonstrated an ability to get products successfully to market. We believe that Vorbeck is an excellent partner with whom to commercialize some of our most innovative battery work.â€Â
PNNL, in collaboration with Prof. Ilhan Aksay’s group at Princeton University, has demonstrated that small quantities of high-quality graphene can dramatically improve the power and cycling stability of Li-ion batteries, while maintaining high-energy storage capacities. This advance can lead to batteries that both store large amounts of energy and recharge quickly – breaking traditional trade-offs in battery design between high-capacity and high-power/fast-recharge cells. PNNL and Princeton’s pioneering work in the field of graphene-based battery electrodes, together with Vorbeck’s leading expertise in the production and application of high-quality graphene, will enable the rapid commercialization of this energy storage technology upon completion of the CRADA. Vorbeck is already working with materials distribution and supply company, Targray Technology International, to bring novel battery electrode materials to market.
“PNNL battery materials synthesis expertise, their pioneering work in this area and IP position, together with Vorbeck’s leading work in graphene production and commercialization is a strong combination,†stated John Lettow, President of Vorbeck Materials, “We are excited to be working with the talented team at PNNL and to add battery electrode materials to our list of graphene-based products, furthering the work on applications of graphene developed in collaboration with Princeton University and our commercial partners.â€Â
Gordon Graff, project manager at PNNL, commented that, “Vorbeck produces a very high quality graphene and they have demonstrated an ability to get products successfully to market. We believe that Vorbeck is an excellent partner with whom to commercialize some of our most innovative battery work.â€Â
About Vorbeck Materials Corp.
Vorbeck Materials Corp. was established in 2006 to manufacture and develop applications using Vor-x™, Vorbeck’s patented graphene material developed at Princeton University.
Vorbeck became the first company to successfully commercialize a graphene product in 2009 with the introduction of Vor-ink, a graphene-based conductive ink.
Further information on Vorbeck is available at http://www.vorbeck.com or by emailing info@vorbeck.com.
About PNNL
Pacific Northwest National Laboratory is a Department of Energy Office of Science national laboratory where interdisciplinary teams advance science and technology and deliver solutions to America's most intractable problems in energy, national security and the environment. PNNL employs 4,700 staff, has an annual budget of nearly $1.1 billion, and has been managed by Ohio-based Battelle since the lab's inception in 1965. Follow PNNL on Facebook, LinkedIn and Twitter.
http://www.pnl.gov/news/release.aspx?id=807
Battery research could lead to shorter recharge time for cell phones
July 13, 2010
Anne Haas, PNNL, (509) 375-3732
Adding a bit of graphene to battery materials could dramatically cut the time it takes to recharge electronics
New battery materials developed by the Department of Energy’s Pacific Northwest National Laboratory and Vorbeck Materials Corp. could enable electric vehicles and other consumer electronics to recharge in minutes rather than hours. Here a PNNL researcher prepares and tests lithium ion batteries and lithium/air batteries for vehicle and other mobile applications.
In collaboration with Vorbeck and researcher Ilhan Aksay at Princeton University, PNNL has demonstrated that small quantities of graphene  an ultra-thin sheet of carbon atoms  can dramatically improve the power and cycling stability of lithium-ion batteries, while maintaining high energy storage capacity. The pioneering work could lead to the development of batteries that store larger amounts of energy and recharge quickly.
Today, a typical cell phone battery takes between two and five hours to fully recharge. Researchers think using new battery materials with graphene could cut recharge time to less than 10 minutes.
Battelle, which operates PNNL for DOE, entered into a Cooperative Research and Development Agreement with Vorbeck for use of its unique graphene material, Vor-xTM, in battery materials synthesis research. Click here to read the announcement from Vorbeck.
This research is made possible the by the Department of Energy's Office of Energy Efficiency and Renewable Energy's Technology Commercialization Fund.
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Vorbeck Materials Corp. was established in 2006 to manufacture and develop applications using Vor-xTM, Vorbeck's patented graphene material developed at Princeton University. Vorbeck became the first company to successfully commercialize a graphene product in 2009 with the introduction of Vor-ink, a graphene-based conductive ink.
Battelle is the world's largest non-profit independent research and development organization, providing innovative solutions to the world's most pressing needs through its four global businesses: Laboratory Management, National Security, Energy Technology, and Health and Life Sciences. It advances scientific discovery and application by conducting $5.2 billion in global R&D annually through contract research, laboratory management and technology commercialization. Headquartered in Columbus, Ohio, Battelle oversees 20,400 employees in more than 130 locations worldwide, including seven national laboratories which Battelle manages or co-manages for the U.S. Department of Energy and the U.S. Department of Homeland Security and two international laboratoriesâ€â€a nuclear energy lab in the United Kingdom and a renewable energy lab in Malaysia.
Pacific Northwest National Laboratory is a Department of Energy Office of Science national laboratory where interdisciplinary teams advance science and technology and deliver solutions to America's most intractable problems in energy, the environment and national security. PNNL employs 4,700 staff, has an annual budget of nearly $1.1 billion, and has been managed by Ohio-based Battelle since the lab's inception in 1965. Follow PNNL on Facebook, LinkedIn and Twitter.
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l0Ck
July 13, 2010 03:56 PM Eastern Daylight Time
Vorbeck Materials announces collaboration with PNNL to develop graphene product for batteries
JESSUP, Md.--(BUSINESS WIRE)--Vorbeck Materials Corp., in collaboration with the Pacific Northwest National Laboratory (PNNL), operated by Battelle for the Department of Energy, announces a cooperative research and development agreement (CRADA) to develop Li-ion battery electrodes using Vorbeck’s unique graphene material, Vor-xTM. These new battery materials could enable electronic devices and power tools that recharge in minutes rather than hours or function as part of a hybrid battery system to extend the range of electric vehicles.
“Vorbeck produces a very high quality graphene and they have demonstrated an ability to get products successfully to market. We believe that Vorbeck is an excellent partner with whom to commercialize some of our most innovative battery work.â€Â
PNNL, in collaboration with Prof. Ilhan Aksay’s group at Princeton University, has demonstrated that small quantities of high-quality graphene can dramatically improve the power and cycling stability of Li-ion batteries, while maintaining high-energy storage capacities. This advance can lead to batteries that both store large amounts of energy and recharge quickly – breaking traditional trade-offs in battery design between high-capacity and high-power/fast-recharge cells. PNNL and Princeton’s pioneering work in the field of graphene-based battery electrodes, together with Vorbeck’s leading expertise in the production and application of high-quality graphene, will enable the rapid commercialization of this energy storage technology upon completion of the CRADA. Vorbeck is already working with materials distribution and supply company, Targray Technology International, to bring novel battery electrode materials to market.
“PNNL battery materials synthesis expertise, their pioneering work in this area and IP position, together with Vorbeck’s leading work in graphene production and commercialization is a strong combination,†stated John Lettow, President of Vorbeck Materials, “We are excited to be working with the talented team at PNNL and to add battery electrode materials to our list of graphene-based products, furthering the work on applications of graphene developed in collaboration with Princeton University and our commercial partners.â€Â
Gordon Graff, project manager at PNNL, commented that, “Vorbeck produces a very high quality graphene and they have demonstrated an ability to get products successfully to market. We believe that Vorbeck is an excellent partner with whom to commercialize some of our most innovative battery work.â€Â
About Vorbeck Materials Corp.
Vorbeck Materials Corp. was established in 2006 to manufacture and develop applications using Vor-x™, Vorbeck’s patented graphene material developed at Princeton University.
Vorbeck became the first company to successfully commercialize a graphene product in 2009 with the introduction of Vor-ink, a graphene-based conductive ink.
Further information on Vorbeck is available at http://www.vorbeck.com or by emailing info@vorbeck.com.
About PNNL
Pacific Northwest National Laboratory is a Department of Energy Office of Science national laboratory where interdisciplinary teams advance science and technology and deliver solutions to America's most intractable problems in energy, national security and the environment. PNNL employs 4,700 staff, has an annual budget of nearly $1.1 billion, and has been managed by Ohio-based Battelle since the lab's inception in 1965. Follow PNNL on Facebook, LinkedIn and Twitter.
http://www.pnl.gov/news/release.aspx?id=807
Battery research could lead to shorter recharge time for cell phones
July 13, 2010
Anne Haas, PNNL, (509) 375-3732
Adding a bit of graphene to battery materials could dramatically cut the time it takes to recharge electronics
New battery materials developed by the Department of Energy’s Pacific Northwest National Laboratory and Vorbeck Materials Corp. could enable electric vehicles and other consumer electronics to recharge in minutes rather than hours. Here a PNNL researcher prepares and tests lithium ion batteries and lithium/air batteries for vehicle and other mobile applications.
In collaboration with Vorbeck and researcher Ilhan Aksay at Princeton University, PNNL has demonstrated that small quantities of graphene  an ultra-thin sheet of carbon atoms  can dramatically improve the power and cycling stability of lithium-ion batteries, while maintaining high energy storage capacity. The pioneering work could lead to the development of batteries that store larger amounts of energy and recharge quickly.
Today, a typical cell phone battery takes between two and five hours to fully recharge. Researchers think using new battery materials with graphene could cut recharge time to less than 10 minutes.
Battelle, which operates PNNL for DOE, entered into a Cooperative Research and Development Agreement with Vorbeck for use of its unique graphene material, Vor-xTM, in battery materials synthesis research. Click here to read the announcement from Vorbeck.
This research is made possible the by the Department of Energy's Office of Energy Efficiency and Renewable Energy's Technology Commercialization Fund.
--------------------------------------------------------------------------------
Vorbeck Materials Corp. was established in 2006 to manufacture and develop applications using Vor-xTM, Vorbeck's patented graphene material developed at Princeton University. Vorbeck became the first company to successfully commercialize a graphene product in 2009 with the introduction of Vor-ink, a graphene-based conductive ink.
Battelle is the world's largest non-profit independent research and development organization, providing innovative solutions to the world's most pressing needs through its four global businesses: Laboratory Management, National Security, Energy Technology, and Health and Life Sciences. It advances scientific discovery and application by conducting $5.2 billion in global R&D annually through contract research, laboratory management and technology commercialization. Headquartered in Columbus, Ohio, Battelle oversees 20,400 employees in more than 130 locations worldwide, including seven national laboratories which Battelle manages or co-manages for the U.S. Department of Energy and the U.S. Department of Homeland Security and two international laboratoriesâ€â€a nuclear energy lab in the United Kingdom and a renewable energy lab in Malaysia.
Pacific Northwest National Laboratory is a Department of Energy Office of Science national laboratory where interdisciplinary teams advance science and technology and deliver solutions to America's most intractable problems in energy, the environment and national security. PNNL employs 4,700 staff, has an annual budget of nearly $1.1 billion, and has been managed by Ohio-based Battelle since the lab's inception in 1965. Follow PNNL on Facebook, LinkedIn and Twitter.
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l0Ck
MitchJi
10 MW
Hi,
Sounds too good to be true. Faster charging and discharging, increased energy storage. safer and longer life and if they are telling the truth its being evaluated for power batteries right now, and could be on the market next year. Hopefully Doc's uncle will be supplying him with "defective" packs by the end of 2012. Or maybe safe, 150c high capacity Hobby City Lipo graphene packs.
http://www.networkworld.com/news/2010/071910-graphene-cuts-battery-recharge.html?page=1
Sounds too good to be true. Faster charging and discharging, increased energy storage. safer and longer life and if they are telling the truth its being evaluated for power batteries right now, and could be on the market next year. Hopefully Doc's uncle will be supplying him with "defective" packs by the end of 2012
. Or maybe safe, 150c high capacity Hobby City Lipo graphene packs.http://www.networkworld.com/news/2010/071910-graphene-cuts-battery-recharge.html?page=1
Lock
100 MW
Well, at least the President of Vorbeck has a lot of faith in his product :wink:
Paper from Princton here:
"Ternary Self-Assembly of Ordered Metal OxideGraphene Nanocomposites for Electrochemical Energy Storage"
http://www.princeton.edu/~cml/assets/pdf/pu_10_4wang.pdf
tks
l0Ck
Paper from Princton here:
"Ternary Self-Assembly of Ordered Metal OxideGraphene Nanocomposites for Electrochemical Energy Storage"
http://www.princeton.edu/~cml/assets/pdf/pu_10_4wang.pdf
tks
l0Ck
Lock
100 MW
They're talking about "self-assembled graphene nanocomposite electrodes"... so these would be "sandwiches" and as illustrated in the pic possibly bendable/flexible on their own...
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loCk
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loCk
Lock
100 MW
Still Unobtainium for us mere mortals but nice to see this stuff coming down the pipe:
http://www.sionpower.com
Data sheet here:
http://sionpower.com/pdf/articles/LIS Spec Sheet 10-3-08.pdf
Looks like they are working with PolyPlus
http://www.polyplus.com/lisulfur.html
Just wanted to mention Sion here as "sion" only gets 5 hits on ES... they supplied the Li-S cells used for the Zephyr unmanned airplane seen here:
http://endless-sphere.com/forums/viewtopic.php?f=38&t=20190
tks
Lock
http://www.sionpower.com
Data sheet here:
http://sionpower.com/pdf/articles/LIS Spec Sheet 10-3-08.pdf
Looks like they are working with PolyPlus
http://www.polyplus.com/lisulfur.html
Just wanted to mention Sion here as "sion" only gets 5 hits on ES... they supplied the Li-S cells used for the Zephyr unmanned airplane seen here:
http://endless-sphere.com/forums/viewtopic.php?f=38&t=20190
tks
Lock
mwkeefer
1 MW
Very cool - but Sulfur? and I though Cobalt was dangerous
-Mike
PS: Just tell me no Potassium Nitrate or Charcol are present?
-Mike
PS: Just tell me no Potassium Nitrate or Charcol are present?
heathyoung
100 kW
Nah, just ammonium nitrate and traces of fuel oil. :lol: