Keywords: li ion customized battery packs, battery longevity, battery care, charging, storage

Summary:
This article provides valuable insights into enhancing the lifespan of li ion customized battery packs. Covering key factors like charging, storage conditions, and proper maintenance, it equips readers with the knowledge to ensure maximum performance and longevity of their batteries.

Body:

Li ion customized battery packs have become an integral part of our daily lives, powering everything from smartphones to electric vehicles. However, ensuring their longevity can be a challenge. Here’s a guide to increasing the lifespan of li ion customized battery packs.

1.Proper Charging:

• Charging the battery to full capacity and draining it completely can shorten its lifespan. It’s recommended to charge the battery when it reaches about 40-80% discharge level to minimize damage to the battery.
• Using a high-quality charger that adheres to battery manufacturer’s recommended charging parameters is essential for maintaining battery health.
• Avoid charging or discharging the battery at high temperatures as this can damage the battery’s internal structure, leading to premature aging.

2.Storage Conditions:

• When not in use, li ion customized battery packs should be stored in a cool, dry place. Extreme temperatures can affect battery performance and longevity.
• It’s best to store the battery at about 50% charge level to prevent damage caused by deep discharging or overcharging.
• Regularly charging and discharging the battery even when not in use helps maintain battery health.

3.Proper Maintenance:

• Regularly cleaning the battery contacts with a lint-free cloth can help prevent corrosion and ensure efficient charging and discharging.
• Inspecting for cracks, tears, or other damage on the battery casing and ensuring it’s securely fastened can prevent leaks and failures.
• It’s essential to use only recommended chargers and not to attempt repairs or modifications on the battery as this can lead to damage or malfunction.

By following these guidelines, you can ensure that your lithium-ion batteries perform at their best for longer, extending their lifespan and providing reliable power throughout their service life. Remember, proper care and maintenance are key to achieving maximum performance from your lithium-ion batteries.

If you have any question, please feel free to contact us:

• Name: Dawn Zeng (Director)
• E-mail address: sales@himaxelectronics.com

In recent years, compared to li ion customized battery packs, sodium-ion batteries have continued to develop in the industry and are now gradually being put into use.

 

What are the outstanding advantages of sodium-ion batteries compared with li ion customized battery packs?

According to current industry test data analysis, sodium-ion batteries not only have better safety, but are more cold-resistant than li ion customized battery packs when encountering low temperatures of -40°C.

 

Sodium-ion batteries have no over-discharge characteristics, allowing sodium-ion batteries to discharge to zero volts. The energy density of sodium-ion batteries is greater than 100Wh/kg, which is comparable to lithium iron phosphate batteries. However, its cost advantage is obvious, and it is expected to replace traditional lead-acid batteries in the large-scale energy storage industry.

The working principle of sodium-ion batteries is the same as that of lithium-ion batteries, and the existing production equipment of lithium ion battery companies can be directly used to produce sodium-ion batteries. Since there is basically no equipment investment, it is easy for companies to produce them as alternative batteries.

 

Although the energy density of sodium-ion batteries is not as high as lithium-ion batteries, due to the abundant Na resources and easy availability, and the current high price of lithium carbonate, Na-ion batteries still have very broad application prospects in the long run. It still has application prospects in some fields that do not require high energy density, such as grid energy storage, peak shaving, wind power energy storage, etc.

 

Himax has now also begun to provide sodium-ion battery solutions to our customers to meet the needs of industry development.

 

Your inquiries are warmly welcome.

Contact Himax now to unlock your exclusive battery customization options, Himax offers a wide range of options and flexible customization services to meet the needs of different users.
If you have any question, please feel free to contact us:

• Name: Dawn Zeng (Director)
• E-mail address: sales@himaxelectronics.com

Researchers led by Genki Kobayashi at the RIKEN Cluster for Pioneering Research in Japan have developed a solid electrolyte for transporting hydride ions (H−) at room temperature.

 

This breakthrough means that the advantages of hydrogen-based solid-state batteries and fuel cells are within practical reach, including improved safety, efficiency, and energy density, which are essential for advancing toward a practical hydrogen-based energy economy. The study was published in the journal Advanced Energy Materials.

 

For hydrogen-based energy storage and fuel to become more widespread, it needs to be safe, very efficient, and as simple as possible. Current hydrogen-based fuel cells used in electric cars work by allowing hydrogen protons to pass from one end of the fuel cell to the other through a polymer membrane when generating energy.

 

Efficient, high-speed hydrogen movement in these fuel cells requires water, meaning that the membrane must be continually hydrated so as not to dry out. This constraint adds a layer of complexity and cost to battery and fuel cell design, limiting the practicality of a next-generation hydrogen-based energy economy. To overcome this problem, scientists have been struggling to find a way to conduct negative hydride ions through solid materials, particularly at room temperature.

 

The wait is over. “We have achieved a true milestone,” says Kobayashi. “Our result is the first demonstration of a hydride ion-conducting solid electrolyte at room temperature.”

 

The team had been experimenting with lanthanum hydrides (LaH3-δ) for several reasons: the hydrogen can be released and captured relatively easily, hydride ion conduction is very high, they can work below 100°C, and have a crystal structure.

But, at room temperature, the number of hydrogens attached to lanthanum fluctuates between 2 and 3, making it impossible to have efficient conduction. This problem is called hydrogen non-stoichiometry and was the biggest obstacle overcome in the new study. When the researchers replaced some of the lanthanum with strontium (Sr) and added just a pinch of oxygen—for a basic formula of La1-xSrxH3-x-2yOy, they got the results they were hoping for.

 

The team prepared crystalline samples of the material using a process called ball-milling, followed by annealing. They studied the samples at room temperature and found that they could conduct hydride ions at a high rate. Then, they tested its performance in a solid-state fuel cell made from the new material and titanium, varying the amounts of strontium and oxygen in the formula. With an optimal value of at least 0.2 strontium, they observed complete 100% conversion of titanium to titanium hydride, or TiH2. This means that almost zero hydride ions were wasted.

 

“In the short-term, our results provide material design guidelines for hydride ion-conducting solid electrolytes,” says Kobayashi. “In the long-term, we believe this is an inflection point in the development of batteries, fuel cells, and electrolytic cells that operate by using hydrogen.”

 

The next step will be to improve performance and create electrode materials that can reversibly absorb and release hydrogen. This would allow batteries to be recharged, as well as make it possible to place hydrogen in storage and easily release it when needed, which is a requirement for hydrogen-based energy use.

 

More information: Yoshiki Izumi et al, Electropositive Metal Doping into Lanthanum Hydride for H− Conducting Solid Electrolyte Use at Room Temperature, Advanced Energy Materials (2023). DOI: 10.1002/aenm.202301993

Journal information: Advanced Energy Materials

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Electrolytes are key custom lithium battery pack components that transfer charge carrying particles (i.e., ions) back and forth between two electrodes, ultimately allowing batteries to repeatedly charge and discharge. Engineering and identifying promising electrolytes can help to improve the performance and properties of batteries, allowing them to better support the needs of the electronics industry.

Lithium-metal batteries (LMBs) are a promising class of batteries that have been found to have numerous advantageous properties, including longer battery use per single charge. However, electrodes in these batteries are prone to become corroded when exposed to some chemicals, which makes the design of suitable liquid electrolytes for these batteries challenging.

Researchers at the Korea Advanced Institute of Science and Technology (KAIST) and LG Energy Solution in South Korea recently engineered a new liquid electrolyte for LMBs based on lean borate-pyran. Their paper, published in Nature Energy, shows that this electrolyte could minimize corrosion in LMBs, while retaining their performance.

“Lithium metal batteries are undergoing development with the aim of maximizing battery energy density,” Hee-Tak Kim, one of the researchers who carried out the study, told Tech Xplore. “However, the current obstacle lies in the electrolyte, which currently represents the second-highest weight fraction in the battery. To effectively implement high energy density, it is imperative to reduce the amount of electrolyte used.”

The recent work by Kim and his colleagues draws inspiration from an earlier paper by a research team at Stanford University, published in Science. The authors of this paper found that the swelling of the solid electrolyte interphase (SEI), a protective layer created on the surface of anodes in lithium batteries, ultimately prompts the reversibility of Li metal electrodes.

“Motivated by the finding, we tried to devise a strategy to build a SEI with minimal liquid electrolyte swelling and consequently minimal Li corrosion,” Kim said. “To make Li-metal batteries work, two requirements should be met, namely uniform Li plating/stripping and minimal Li corrosion. Our electrolyte design achieves both requirements by inducing the densely packed, nanocrystalline, and inorganic-rich SEI.”

The borate-pyran based electrolyte engineered by this team of researchers produces the anti-Oswald ripening of LiF crystallites in the SEI. This process in turn prompts the formation of the SEI, while also reducing the protective layers’ swelling and thus minimizing the electrodes’ corrosion.

In the future, the new promising liquid electrolyte identified by Kim and his colleagues could be tested in further experiments and integrated in other LMBs with varying designs. In addition, this recent work could inform the engineering of additional electrolytes, thus contributing to ongoing efforts aimed at introducing better performing battery designs.

“Our recent paper emphasizes the critical role of the microstructure of SEI in addressing the problem of Li corrosion,” Kim added. “Furthermore, the microstructure can be strategically restructured by the unique design of the electrolyte. The ultimate goal of Li metal battery technology is to achieve an anode-free lithium metal battery and to enable high-rate charging. Our efforts are dedicated to resolving the pivotal challenges associated with making these cutting-edge technologies a reality.”

More information: Hyeokjin Kwon et al, Borate–pyran lean electrolyte-based Li-metal batteries with minimal Li corrosion, Nature Energy (2023). DOI: 10.1038/s41560-023-01405-6

Journal information: Science  , Nature Energy

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A team headed by business chemist Prof. Stephan von Delft from the University of Münster has concluded that China will be the first country worldwide to become independent of the need to mine the raw materials that are essential for custom lithium battery pack. They have also established that this development could be accelerated in all the regions they looked at—including Europe and the U.S.

With the increase in the production of batteries for electric vehicles, demand is also rising for the necessary raw materials. In view of risks to the supply chain, environmental problems and precarious working conditions which are all associated with the mining and transportation of these materials, the recycling of battery materials has become an important issue in research, politics and industry.

Prof. Stephan von Delft from the University of Münster heads a team of researchers from the fields of science and the automotive and battery industries who have therefore been investigating when the demand for the three most important raw materials for batteries—lithium, cobalt and nickel—can be met entirely through recycling in Europe, the U.S. and China; in other words, when a completely circular economy will be possible in these regions. The team’s conclusion is that China will achieve this first, followed by Europe and the U.S.

In detail, the results published in Resources, Conservation and Recycling show that China is expected to be able to employ recycling to meet its own demand for primary lithium for electric vehicles, obtained through mining, from 2059 onwards; in Europe and the U.S., this will not happen until after 2070. As far as cobalt is concerned, recycling is expected to ensure that China will be able to meet its needs after 2045, at the earliest; in Europe this will happen in 2052 and in the U.S. not until 2056. As regards nickel: China can probably meet demand through recycling in 2046 at the earliest, with Europe following in 2058 and the U.S. from 2064 onwards.

Although earlier research looked at the supply of recycled raw materials for batteries and the demand for them, it had not so far been clear when complete circularity would be achieved, with supply and demand being equal (“break-even point”). The team of researchers also looked at the question of whether there are any possibilities of achieving equilibrium sooner than is predicted by current developments.

“Yes, there are,” says Stephan von Delft. “Our research shows that, in particular, a faster rate of electrification in the automotive industry, as is currently being discussed in the EU, will play a role in the process. The reason is that the faster electric vehicles spread throughout the automotive market, the sooner there will be sufficient quantities of batteries available for recycling.”

As Ph.D. student Jannis Wesselkämper adds, “The demand for raw materials could also be met much earlier by recycling as a result of a reduction in custom lithium battery pack size and by avoiding a so-called ‘second life’ for batteries—for example as stationary storage units for solar power.”

The researchers made use of a so-called dynamic material flow analysis to calculate both future demand and the recyclable raw materials then available. The data basis the team used consisted of data from current research work and market forecasts regarding developments in custom lithium battery pack production and sales and the associated demand for raw materials.

More information: Jannis Wesselkämper et al, A battery value chain independent of primary raw materials: Towards circularity in China, Europe and the US, Resources, Conservation and Recycling (2023). DOI: 10.1016/j.resconrec.2023.107218

Provided by University of Münster

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• Name: Dawn Zeng (Director)
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