Polymers for electrochemical devices (original) (raw)

Plenary Address-New Types of Rechargeable Lithium and Lithium-Ion Polymer Batteries

The activities in progress in our laboratory for the development of new types of lithium batteries to be proposed for portable electronics and hybrid car application, are reviewed and discussed. The research has been mainly focused on the characterization of new electrode and electrolyte materials. Results related to improved, solvent-free , as well as gel-type, polymer electrolytes are particularly stressed. It is shown that the use of proper gel electrolytes in combination with suitable electrode couples, allows the development of new types of safe, reliable and low cost lithium ion batteries which appear very promising power sources for hybrid vehicles.

A New, Safe, High-Rate and High-Energy Polymer Lithium-Ion Battery

Advanced Materials, 2009

Lithium-ion batteries are light and compact and operate using voltages on the order of 4 V and with energy densities ranging between 150 W h kg À1 and 250 W h kg À1. [1] Due to their highcapacity of energy storage, lithium-ion batteries have triggered the growth of the consumer electronics market and now are the power sources of choice for many popular devices, including mobile phones, laptop computers, and Mp3 players. Accordingly, lithium ion batteries are today produced in billions of units per year. [2] Although already a commercial reality, lithium-ion batteries are expected to enter into markets beyond the consumer, portable electronic sector. The main drivers for this market evolution are: i) the concern regarding global warming, which urgently requires a much greater proportion of clean, renewable energy sources than are used at present; and ii) the continuously growing interest, both ecological and industrial, in moving from gasoline-powered internal combustion engine cars to lowemission electric or hybrid vehicles. Systems such as lithium batteries that can efficiently store and deliver energy on demand in stand-alone or grid-connected renewable power plants (REPs) and provide power quality and load-levelling of the electrical grid in the case of integrated systems, are playing, at different time scales, a crucial role in this field. [3-5] Another important prospective market for lithium batteries is sustainable transportation. Low-emission cars, such as Hybrid Electric Vehicles, HEVs, and Plug-in Hybrid Electric Vehicles, PHEVs, are already on the road and it is expected that their penetration into the automobile market will continuously grow. In addition, zero-emission, full-electric vehicles, EVs, are also expected to be a commercial reality in a not-too-distant future. This potential gives great incentives for battery technology breakthroughs aimed at optimization of their performance and thus, enhancing their market competitiveness and penetration. Lithium-ion batteries are identified as the power systems of choice for such applications because they are considered the only solution able to guarantee a wide diffusion of HEVs at high level of hybridization. [6] However, scaling up the chemistry used in the available lithium batteries for vehicles or for renewable energy plants is problematic. Barriers of various natures still prevent this step. They include safety, cycle-life, energy density, performance over wide temperature ranges, and materials availability. The

Lithium-polymer batteries for electrical vehicles: A realistic view

1994

The technical limitations of lithium-polymer electrolyte batteries are discussed. The requirement for ultra-thin electrodes and high electrode area will drive costs up, and reliability and safety down. The lack of overcharge and overdischarge capability and the poor thermal characteristics will pose severe limitations on the applicability of the technology to large EV batteries.

Behavior of polymer electrolyte batteries at 80 – 100 °C and near room temperature

Journal of Power Sources, 1985

A joint R&D project (ACEP Project) between SNEA, IREQ and ANVAR (Agence Nationale de Valorisation de la Recherche) acting for LEE has been under way since 1980 to develop thin-film, solid-state batteries based on polyether complexes. The starting point for this project was Armand's pioneering work [ 11, which suggested the use of polymer electrolytes for highenergydensity batteries. Albeit only slightly conducting, these materials can be obtained in a high surface-to-thickness ratio and can also maintain good contact with the electrode materials. The main interest of SNEA and IREQ in this joint project is to develop a battery for electric vehicle (EV) application. Consequently, the project was organized along the lines of the main technical tasks identified as being essential to its success ). In addition, in order to meet the power density requirement for EV application (>80 W/kg sustained power) with polyethylene oxide (POE 5M) based electrolytes, the operating temperature was fixed at 80 -100 "C for most of the tests.

A Comparative Study of Electrochemical Battery for Electric Vehicles Applications

In Green transportation system, electric vehicle (EV) has become one of the most proficient technologies. In EV automotive industries, energy storage system is the most important sector to economic and ecological issues. Electrochemical battery technology is a fundamental category of EV and has a great market for energy storage system. It is essential to recognize system cost and lifetime, descend from the difficulty of assembly a high-power, high-energy, energy density, and flexible electrochemical system of electrochemical energy storage technologies. In this paper a rigorous study on EV application battery properties, formation, and comparison on advantages and disadvantages. It is observed that some batteries have good feature to run the EV. Green transportation system needs a smart energy storage system. Hopefully, in this review the feature of different types of batteries will be highlighted that will lead to choose the battery system in the EV application.

Novel types of lithium-ion polymer electrolyte batteries

Three new types of polymer electrolyte lithium-ion batteries are presented and discussed. These batteries have been Ž . prepared by using gel-type, poly acrylonitrile , PAN-based membranes as the electrolyte separators of various electrode ombinations. The latter include 'standard' materials such as a graphite Li C anode and a manganese spinel LiMn O x 6 2 4 cathode, as well as more innovative electrodes such as KC and SnO anodes, and LiCr Mn O and LiNi Co O 8 2 y 2yy 4 y 1yy 2

Trends in polymer electrolytes for secondary lithium batteries

Journal of Power Sources, 2000

The polymer electrolytes are promising materials for the ever-growing need for high energy density power sources for power and traction applications. With an emphasis on lithium batteries, the field of polymer electrolytes has gone through a sort of three stages; dry solid systems, polymer gels, and polymer composites. The 'polymer gels' and the 'polymer composites', the former incorporating organic solvents, have shown room temperature conductivities as high as 10 y3 S cm y1 .The 'dry solid systems' presently suffer from poor ionic Ž y5 y1 . conductivities ; 10 S cm at 208C , but are safer than the former due to absence of any organic solvent which can cause environmental hazards. In the area of electrode systems, one can notice quite good performances by the organo-sulfur polymers as Ž .

Rechargeable Na/NaxCo02 and NalsPb4/NaxCo02 Polymer Electrolyte Cells

Journal of The Electrochemical Society

Cells using polyethylene oxide as a sodium ion conducting electrolyte, P2 phase Na= CoO2 as the positive electrode and either sodium or sodium/lead alloy as the negative electrode were assembled, discharged, and cycled. Na=CoO2 intercalates sodium over a range of x = 0.3-0.9, giving theoretical energy densities of 1600 Wh/liter (for sodium) or 1470 Wh/liter (for sodium/lead alloy). Cells could be discharged at rates up to 2.5 mA/cm 2 corresponding to 25% depth of discharge and typically were discharged and charged at 0.5 mA/cm 2 (100% depth of discharge) or approximately 1-2 C rate. Over one hundred cycles to 60% utilization or more, and two hundred shallower cycles at this rate have been obtained in this laboratory. Experimental evidence suggests that the cathode is the limiting factor in determining cycle life and not the Na/PEO interface as previously thought. Estimates of practical energy and power densities based on the cell performance and the following configuration are presented: 30-45 w/o electroactive material in the positive electrode, a twofold excess of sodium, 10 ~m separators, and 5 ~m current collectors composed of metal coated plastic. On the basis of these calculations, practical power densities of 335 W/liter for continuous discharge at 0.5 mA/cm ~ and up to 2.7 kW/liter for short periods of time should be attainable. This level of performance approaches or exceeds that seen for some lithium/polymer systems under consideration for electric vehicle applications, but with a lower anticipated cost.

High energy density batteries derived from conductive polymers

Synthetic Metals, 1989

Allied-Signal has developed batteries which derive their superior performance from the unique combination of properties offered by conductive polymers: electroactivity, mechanical resiliency, and combined ionic and electronic conductivity. Composite electrodes fabricated from conductive polymers and alkali-metal alloys operate with high efficiency and high cycle life. Composite negative electrodes have been combined with cation inserting positive electrodes such as LixV6013 and NaxCoO 2 to produce high energy density cells having excellent cycle life and a high average voltage, 1.9 V and 2.5 V, respectively. Early Prototype AF-size cells in welded steel cans have demonstrated up to 65 mWh/g (160 mWh/cm 3) and 70 mWh/g (170 mWh/cm 3) for sodium and lithium cells, respectively. Energy densities as high as 100 mWh/g (260 mWh/cm 3) are projected for efficiently packaged sodium cells charged to a higher average voltage (2.8V).