In a bid to reduce vehicular emissions, automobile manufacturers are moving towards elec- tric and hybrid vehicles. Most hybrid vehicles use Lithium-ion batteries as energy storage systems. Lithium-ion batteries have a narrow range of temperature within which they can be operated efficiently. Operation of Lithium-ion batteries outside this range decreases the life of batteries and reduces performance of the vehicle. Due to this limitation, it is important to prevent overheating of Lithium-ion batteries. Battery pack studied in this work has a fan system for air-cooling the cells. The battery management system (BMS) in the battery pack functions to keep the temperature of the cells within allowable limits by either regulating the fan speed or communicating with the vehicle controller to adjust magnitude of applied current. BMS used in the work is equipped with limited number of temperature sensors that can measure surface temperature of few cells in the battery pack. Additional temper- ature information can be used for better thermal control of the cells in the battery pack. Lithium-ion cells are known to have a measurable temperature gradient when operating un- der extreme conditions. As a result, the surface temperature of cells as measured by the temperature sensors in BMS is not always representative of the maximum cell temperature. To overcome these limitations, a simplified transient thermal model predicting core and sur- face temperature of cell is presented in this work. This model can be implemented in a BMS for real-time control of cell temperature. The thermal model is validated against data avail- able from testing the battery pack. Different current profiles, representative of real-world driving scenarios, are applied to the thermal model and the temperature rise of cells under those conditions is studied. For an array of cells, the thermal model predicts significant temperature rise along the airflow direction, suggesting the use of last cell temperature for thermal control. For short duration, high magnitude of current pulses, temperature rise is shown to be similar for same thermal energy deposited by different current pulses. The maximum thermal energy that can be deposited in the battery by a current pulse can be determined for given conditions of airflow rate, continuous current and air inlet temperature. The maximum magnitude of thermal energy that can be deposited by a peak current pulse to limit cell temperature is shown to be a function of current magnitude squared and the pulse duration time. For multiple current pulses applied to the battery pack, the model can evaluate the minimum time interval between current pulses to keep the temperature of cells within prescribed limits. The minimum time required between two current pulses is shown to decrease by increasing the airflow rate through the battery pack. By increasing the airflow rate, the battery pack is able to operate at a higher continuous current without exceeding the temperature limit. / Master of Science / In a bid to reduce vehicular emissions, automobile manufacturers are moving towards electric and hybrid vehicles. Most hybrid vehicles have an energy storage system in addition to the conventional Internal Combustion (I.C.) engine. Lithium-ion batteries are used as energy storage systems in most hybrid vehicles due to their high energy density, long life and low self discharge rate. Lithium-ion batteries can be operated efficiently only in a narrow range of temperature. Operating these batteries outside of this temperature range results in their faster degradation which results in lower performance of hybrid vehicle. Due to this limi- tation, prevention of overheating in Lithium-ion batteries is extremely important. To keep the operation of Lithium-ion batteries within specified temperature limits, most batteries in hybrid vehicles are equipped with battery management systems (BMS). The BMS monitors cell voltage, cell temperature and applied current and keeps the temperature of cells within allowable limits. BMS of the battery pack used in this work has fan system for air-cooling the individual cells, and can lower the temperature rise of the cells by varying the fan speed. This BMS has limited temperature sensors that can predict surface temperature of few cells of the battery pack. Additional temperature information can be used to improve thermal control of the battery pack. This work presents a simplified thermal model that can be used in controller of a BMS to improve thermal control of cells and keep the temperature of cells within specified limits.

Energy-storing electrochemical batteries are the most critical components of high energy density storage systems for stationary and mobile applications. Lithium-ion batteries have received considerable interest for hybrid electric vehicles (HEV) because of their high specific energy, but face inherent thermal management challenges that have not been adequately addressed. In the present investigation, a fully coupled electrochemical and thermal model for lithium-ion batteries is developed to investigate the impact of different thermal management strategies on battery performance. This work represents the first ever study of these coupled electrochemical-thermal phenomena in batteries from the electrochemical heat generation all the way to the dynamic heat removal in actual HEV drive cycles. In contrast to previous modeling efforts focused either exclusively on particle electrochemistry on the one hand or overall vehicle simulations on the other, the present work predicts local electrochemical reaction rates using temperature-dependent data on commercially available batteries designed for high rates (C/LiFePO4) in a computationally efficient manner. Simulation results show that conventional external cooling systems for these batteries, which have a low composite thermal conductivity (~1 W/m-K), cause either large temperature rises or internal temperature gradients. Thus, a novel, passive internal cooling system that uses heat removal through liquid-vapor phase change is developed. Although there have been prior investigations of phase change at the microscales, fluid flow at the conditions expected here is not well understood. A first-principles based cooling system performance model is developed and validated experimentally, and is integrated into the coupled electrochemical-thermal model for assessment of performance improvement relative to conventional thermal management strategies. The proposed cooling system passively removes heat almost isothermally with negligible thermal resistances between the heat source and cooling fluid. Thus, the minimization of peak temperatures and gradients within batteries allow increased power and energy densities unencumbered by thermal limitations.

Conversion material electrodes such as FeF2 possess the potential to deliver transformative improvements in lithium ion battery performance because they permit a reversible change of more than one Li-ion per 3d metal cation. They outperform current state of the art intercalation cathodes such as LiCoO2, which have volumetric and gravimetric energy densities that are intrinsically limited by single electron transfer. Current studies focus on composite electrodes that are formed by mixing with carbon (FeF2-C), wherein the carbon is expected to act as a binder to support the matrix and facilitate electronic conduction. These binders complicate the understanding of the electrode-electrolyte interface (SEI) passivation layer growth, of Li agglomeration, of ion and electron transport, and of the basic phase transformation processes under electrochemical cycling. This research uses thin-films as a model platform for obtaining basic understanding to the structural and chemical foundations of the phase conversion processes. Thin film cathodes are free of the binders used in nanocomposite structures and may potentially provide direct basic insight to the evolution of the SEI passivation layer, electron and ion transport, and the electrochemical behavior of true complex phases. The present work consisted of three main tasks (1) Development of optimized processes to deposit FeF2 and LiPON thin-films with the required phase purity and microstructure; (2) Understanding their electron and ion transport properties and; (3) Obtaining insight to the correlation between structure and capacity in thin-film microbatteries with FeF2 thin-film cathode and LiPON thin-film solid electrolyte. Optimized pulsed laser deposition (PLD) growth produced polycrystalline FeF2 films with excellent phase purity and P42/mnm crystallographic symmetry. A schematic band diagram was deduced using a combination of UPS, XPS and UV-Vis spectroscopies. Room temperature Hall measurements reveal that as-deposited FeF2 is n-type with an electron mobility of 0.33 cm2/V.s and a resistivity was 0.255 Ω.cm. The LiPON films were deposited by reactive sputtering in nitrogen, and the results indicate that the ionic conductivity is dependent on the amount of nitrogen incorporated into the film during processing. The highest ionic conductivity obtained was 1.431.9E-6 Scm-1 and corresponded to a chemical composition of Li1.9PO3.3N.21. FeF2/LiPON thin films microbatteries were assembled using a 2032 coin cell configuration and subjected to Galvanostatic cycling. HRTEM and EELS spectroscopy where performed across the FeF2/LiPON interface of samples cycled once 15 times in their lithiated and delithiated states to understand the relationship between microstructural evolution and capacity. The EELS measurements provided evidence of a three-phase conversion reaction over the first discharge described by FeF2 +2e-+2Li+↔Fe +LiF, and of incomplete reconversion back to FeF2 after the 1st cycle resulting in new Fe0 and LiF phases in delithiated samples. This incomplete conversion results in (a) a smaller phase fraction of FeF2 participating in the conversion process subsequently and (b) the formation of LiF which is resistive to both electron and ion transport. This results in the observed drastic drop in capacity after the1st cycle. More study to understand the reconversion reaction pathways is required to fully exploit the potential of FeF2 and other conversion materials as cathodes in Li ion batteries.

Liu, Hao = 鋰離子電池納米電極的製備和表徵 / 劉昊. / Thesis (Ph.D.)--Chinese University of Hong Kong, 2013. / Includes bibliographical references (leaves 99-103). / Electronic reproduction. Hong Kong : Chinese University of Hong Kong, [2012] System requirements: Adobe Acrobat Reader. Available via World Wide Web. / Abstract also in Chinese. / Liu, Hao = Li li zi dian chi na mi dian ji de zhi bei he biao zheng / Liu Hao.

The main aim of this thesis is to reveal the chemical structures of the solid-liquid interphase in lithium ion batteries by NMR spectroscopy in order to understand the working mechanism of electrolyte additives for achieving stable cycling performance. In the first part, a combination of solution and solid-state NMR techniques, including dynamic nuclear polarization (DNP) are employed to monitor the formation of the solid electrolyte interphase (SEI) on next-generation, high-capacity Si anodes in conventional carbonate electrolytes with and without fluoroethylene carbonate (FEC) additives. A model system of silicon nanowire (SiNW) electrode is used to avoid interference from the polymeric binder. To facilitate characterization via one- and two-dimensional NMR, ^13C-enriched FEC was synthesized and used, ultimately allowing a detailed structural assignment of the organic SEI. FEC is found to first defluorinated to form soluble vinylene carbonate (VC) and vinoxyl species, which react to form both soluble and insoluble branched ethylene-oxide-based polymers. In the second part, the same methodology is applied to study the decomposition products of pure FEC or VC electrolytes containing 1 M LiPF_6. The pure FEC/VC system simplifies the electrolyte solvent formulation and avoids the interaction between different solvent molecules. Polymeric SEIs formed in pure FEC or VC electrolytes consist mainly of cross-linked PEO and aliphatic chain functionalities along with additional carbonate and carboxylate species. The presence of cross-linked PEO-type polymers in FEC and VC correlates with good capacity retention and high Coulombic efficiencies of the SiNWs anode. Using ^29Si DNP NMR, the interfacial region between SEI and the Si surface was probed for the first time with NMR spectroscopy. Organosiloxanes form upon cycling, confirming that some of the organic SEI is covalently bonded to the Si surface. It is suggested that both the polymeric structure of the SEI and the nature of its adhesion to the redox-active materials are important for electrochemical performance. Finally, the soluble decomposition products of EC formed during electrochemical cycling have been thoroughly analyzed by solution NMR and mass spectrometry, in order to explain the capacity-fading of Si anodes in a conventional EC-based electrolyte and address questions that arose when studying the additive-containing electrolytes. The detailed structures for the EC-degradation products are determined: a linear oligomer consist of ethylene oxide and carbonate units is observed as the major degradation product of EC.

Silicon has the highest theoretical capacity of any known anode material, and silicon coated carbon nanotubes (Si-CNTs) have shown promise of dramatically increasing battery capacity. However, capacity fading with cycling and low rate capability prevent widespread use. Here, three studies on differing aspects of these batteries are presented. Here, three studies on differing aspects of these batteries are presented. The first examines the rate capability of these batteries. It compares the cycling of electrodes hundreds of microns thick with and without ten micron access holes to facilitate diffusion. The holes do not improve rate capability, but thinner coatings of silicon do improve rate capability, indicating that the limiting mechanism is the diffusion through the nanoscale bulk silicon. The second attempts to enable stable cycling of anodes heavily loaded with silicon, using a novel monolithic scaffolding formed by coating vertically aligned carbon nanotubes (VACNTs) with nanocrystalline carbon. The structure was only able to stabilize the cycling at loadings of carbon greater than 60% of the electrode by volume. These electrodes have volume capacities of ~1000 mAhr/ml and retained over 725 mAhr/ml by cycle 100. The third studies the use of an encapsulation method to stabilize the solid electrolyte interphase (SEI) and exclude the electrolyte. The method was only able to stabilize cycling at loadings below 5% silicon, but exhibits specific capacities as high as 3000 mAhr/g of silicon after 20 cycles.

<p>The lucrative characteristics of high energy and power density from lithium-ion batteries have also become drawbacks when they are not handled appropriately. The reactive and flammable materials present within the cell raise safety concerns which need to be addressed. Aging of the cell components occurs in a natural way due to continuous cycling. Constant intercalation/deintercalation of Li-ions into the active materials induces stresses that in the long-term cycling mechanically modify the electrodes in an irreversible way. Also, electrode/electrolyte side reactions diminish the Li-ion inventory reducing the cell capacity and lifetime. Along with cell aging, intentional/unintentional abuse tests can occur at the hands of the final user. Improper handling and operation may lead the Li-ion cell to failure and possibly going into thermal runaway. This condition represents a threat to safety not only for cell integrity but also for user safety. Failure event can occur not only in brand new cells but also in aged cells. Current degradation studies focus either on the long-term aging degradation mechanisms or on fresh new cells’ abuse test. And few of them focused on the combination of both of them. </p>In this work, the degradation of Li-ion cells is investigated at different levels. First, at the electrode level, the effect of electrode processing and the intercalation properties of an anode and cathode materials is investigated. Then, at the cell level, abuse conditions such as external short, overcharge and overdischarge are studied in fresh and aged cells with different levels of degradation. Last but not least, the cells are assembled in a module configuration to investigate how a minor difference from one cell to another can affect the long-term performance. The aim is accomplished via a controlled lab test approach in order to get insights about the electrochemical, thermal and morphological changes that take place when the cell degrades.<br>

Batteries have found wide use in many household and industrial applications and since the 1990s, they have continued to rapidly shape the economy and social landscape of humans. Lithium ion batteries, a type of rechargeable batteries, have experienced a leap-frog development at technology and market share due to their prominent performance and environmental advantages and therefore, different forecasts have been made on the future trend for the lithium ion batteries in-terms of their use. The steady growth of energy demand for consumer electronics (CE) and electric vehicles (EV) have resulted in the increase of battery consumption and the electric vehicle (EV) market is the most promising market as it will consume a large amount of the lithium ion batteries and research in this area has reached advanced stages. This will consequently be resulting in an increase of metal-containing hazardous waste. Thus, to help prevent environmental and raw materials consumption, the recycling and recovery of the major valuable components of the spent lithium ion batteries appears to be beneficial. In this thesis, it was attempted to recover lithium from a synthetic slag produced using pyrometallurgy processing and later treated using hydrometallurgy. The entire work was done in the laboratory to mimic a base metal smelting slag. The samples used were smelted in a Tamman furnace under inert atmosphere until 1250oC was reached and then maintained at this temperature for two hours. The furnace was then switched off to cool for four hours and the temperature gradient during cooling was from 1250oC to 50oC. Lime was added as one of the sample materials to change the properties of the slag and eventually ease the possibility of selectively leaching lithium from the slag. It was observed after smelting that the slag samples had a colour ranging from dark grey to whitish grey among the samples.The X - ray diffractions done on the slag samples revealed that the main phases identified included fayalite (Fe2SiO4), magnetite (Fe3O4), ferrobustamine (CaFeO6Si2), Kilchoanite (Ca3Si2O7), iron oxide (Fe0.974O) and quartz (SiO2). The addition of lime created new compound in the slag with the calcium replacing the iron. The new phases formed included hedenbergite (Ca0.5Fe1.5Si2O6), ferrobustamine (CaFeO6Si2), Kilchoanite (Ca3Si2O7) while the addition of lithium carbonate created lithium iron (II) silicate (FeLi2O4Si) and dilithium iron silicate (FeLi2O4Si) phases.The Scanning Electron Microscopy (SEM) micrographs of the slag consisted mainly of Fe, Si and O while the Ca was minor. Elemental compositions obtained after analysis was used to identify the different phases in all the slag samples. The main phases identified were the same as those identified by the XRD analysis above except no phase with lithium was identified. No lithium was detected by SEM due to the design of the equipment as it uses beryllium planchets which prevent the detection of lithium.Leaching experiments were done on three slag samples (4, 5 and 6) that had lithium carbonate additions. Leaching was done for four hours using water, 1 molar HCl and 1 molar H2SO4 as leaching reagents at room temperature. Mixing was done using a magnetic stirrer. The recoveries obtained after leaching with water gave a lithium recovery of 0.4%. Leaching with HCl gave a recovery of 8.3% while a recovery of 9.4% was obtained after leaching with H2SO4.It can be concluded that the percentage of lithium recovered in this study was very low and therefore it would not be economically feasible. It can also be said that the recovery of lithium from the slag system studied in this work is very difficult because of the low recoveries obtained. It is recommended that test works be done on spent lithium ion batteries so as to get a better understanding of the possibilities of lithium recovery as spent lithium ion batteries contain other compounds unlike the ones investigated in this study.

<p>The current work focuses on the synthesis and characterization of nano-devices with potential application in alkaline electrolysis and secondary polymer lithium ion batteries.</p>

This study highlights the importance of the anion in the electrochemical uptake of lithium by metal phosphides. It is shown through a variety of <em>in-situ</em> and <em>ex-situ</em> analytical techniques that the redox active centers in three different systems (MnP<i>₄</i>, FeP<i>₂</i>, and CoP<i>₃</i>) are not necessarily cationic but can rest almost entirely upon the anionic network, thanks to the high degree of covalency of the metal-phosphorus bond and strong P-character of the uppermost filled electronic bands in the phosphides. The electrochemical mechanism responsible for reversible Li uptake depends on the transition metal, whether a lithiated ternary phase exists in the phase diagram with the same M:P stoichiometry as the binary phase, and on the structure of the starting phase. When both binary and lithiated ternary phases of the transition metal exist, as in the case of MnP<i>₄</i> and Li<i>₇</i>MnP<i>₄</i>, a semi-topotactic phase transformation between binary and ternary phases occurs upon lithium uptake and removal. When only the binary phase exists two different behaviours are observed. In the FeP<i>₂</i> system, lithium uptake leads to the formation of an amorphous material in which short-range order persists; removal of lithium reforms some the long-range order bonds. In the case of CoP<i>₃</i>, lithium uptake results in phase decomposition to metallic cobalt plus lithium triphosphide, which becomes the active material for the subsequent cycles.