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Difference between Supercapacitors and Lithium Batteries

　　In the realm of energy storage, two prominent technologies have emerged as frontrunners, each offering unique advantages and catering to diverse applications: supercapacitors and lithium batteries. Both play pivotal roles in powering our modern world, yet their functionalities, characteristics, and applications differ significantly. This article will explain the differences between them: Supercapacitors VS Lithium Batteries.　　Supercapacitors: The Power of Rapid Energy DischargeSupercapacitors, also known as ultracapacitors or electric double-layer capacitors (EDLCs), excel in rapid energy discharge and high-power applications. Unlike traditional capacitors, supercapacitors store energy electrostatically, using a porous material with a large surface area to achieve high capacitance. This allows them to deliver bursts of power quickly, making them ideal for applications requiring rapid energy release, such as regenerative braking in vehicles, peak power shaving in electronics, and short-term energy storage solutions.　　Lithium Batteries: The Champion of Energy DensityLithium batteries, on the other hand, are renowned for their high energy density, making them a preferred choice for applications requiring extended power supply. These batteries operate based on the movement of lithium ions between positive and negative electrodes during charge and discharge cycles, offering a relatively higher energy storage capacity compared to supercapacitors.　　Difference between Supercapacitors and Lithium BatteriesSupercapacitors VS Lithium Batteries: Key FeaturesSupercapacitors:　　High Power Density: Supercapacitors boast high power density, enabling them to quickly store and discharge energy. However, their energy density (the amount of energy stored per unit volume) is lower compared to lithium batteries.　　Long Cycle Life: They have a longer cycle life than most batteries, enduring hundreds of thousands to millions of charge-discharge cycles without significant degradation.　　Fast Charging: Supercapacitors can charge and discharge rapidly, offering quick energy replenishment and release.　　Lithium Batteries:　　High Energy Density: Lithium batteries have a higher energy density than supercapacitors, allowing them to store more energy per unit volume or weight.　　Stable Voltage: They provide a stable voltage output, making them suitable for continuous power supply in various applications, including portable electronics, electric vehicles, and grid energy storage.　　Longer Discharge Duration: Lithium batteries are designed for longer discharge durations, providing a consistent power supply over extended periods compared to supercapacitors.　　Supercapacitors VS Lithium Batteries: ApplicationSupercapacitors find their niche in applications requiring quick bursts of power, such as in hybrid vehicles for regenerative braking, backup power systems, and some wearable electronics.　　Lithium batteries dominate in scenarios demanding longer-term energy storage, such as smartphones, laptops, electric vehicles, and stationary energy storage systems for renewable energy sources like solar and wind.　　Supercapacitors VS Lithium Batteries: ConstructionSupercapacitors store energy electrostatically using two electrodes and an electrolyte. They typically consist of high surface area electrodes (often activated carbon) with a separator and an electrolyte in between.　　Lithium-ion batteries store energy through chemical reactions in electrodes made of lithium compounds (like lithium cobalt oxide, lithium iron phosphate) separated by an electrolyte.　　Supercapacitors VS Lithium Batteries: Energy Storage MechanismEnergy is stored as an electrical charge at the interface between the electrode and electrolyte. They have a high surface area, allowing for high capacitance but lower energy density compared to batteries.　　Energy is stored in the form of chemical energy within the battery’s electrodes.　　Supercapacitors and Lithium Batteries　　SummaryBoth supercapacitors and lithium-ion batteries have their unique strengths and limitations, making them suitable for different applications based on the specific requirements of power, energy, and lifespan. Integration of both technologies is sometimes seen in systems that require both high power and energy storage capabilities.　　The choice between supercapacitors and lithium batteries depends on the specific requirements of the application. Supercapacitors excel in high-power, rapid discharge applications, while lithium batteries offer higher energy density and longer-term energy storage capabilities. As technology advances, efforts are underway to bridge the gap between these technologies, aiming to create hybrid solutions that leverage the strengths of both to meet a broader spectrum of energy storage needs.

Key word：

Supercapacitors

Release time：2024-01-12 15:50 reading：1611 Continue reading>>

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Lithium Batteries for EVs: NMC or LFP?

　　Among the many commercial battery technologies, lithium-based batteries excel in the two primary energy-storage figures of merit, namely energy density by volume and weight. Of course, the term “lithium battery” really encompasses various chemistry and construction arrangements. Like all batteries, lithium-ion batteries have two electrodes: an anode and a cathode.　　NMC VS. LFP　　In electric vehicles (EVs), the dominant cathode chemistries are lithium nickel manganese cobalt (LiNixMnyCozO2, designated NMC) and lithium iron phosphate (LiFePO4 or LFP). Which is the better battery for EVs? As a general statement, NMC batteries offer higher energy capacity than LFP and so might seem to be preferred for EVs where range is a critical parameter, but they are also more expensive.　　Cost comparison　　How much more? That’s a difficult question to answer since the cost is highly dependent on the fluctuating prices of the underlying commodities which constitute the battery. (Note that “commodity” in this context does not mean “widely, easily available, with little price differentiation” such as light bulbs or even PCs; instead, it refers to a base material which rarely used in its raw form but which is used as a building block or key ingredient.) The iron-based battery cells cost less than the nickel-and-cobalt combination used widely in North America and Europe.　　Along with energy density figures, another critical figure of merit for batteries is the cost per stored kilowatt-hour ($/kWh). Although the numbers fluctuate with the changes in commodity pricing, rough estimates are that LFP cells are in the ~$70/kWh range, a significant 30% less than NMC cells at ~$100/kWh.　　As part of the effort to build a more affordable electric car, automakers are turning to that lower-cost battery type, but it also delivers less driving range, a major concern in some regions and a much smaller one in others. Several car companies plan to increasingly deploy LFP batteries in the U.S., and they are commonly used in China, the world’s largest market for electric cars.　　Market forecast for EV batteries　　LFP batteries already comprise 17% of the global EV market and represent a potential path for the mass market, according to the AlixPartners 2022 Global Automotive Outlook (Reference 1). Tesla announced in October 2021 that it was switching to LFP batteries for its standard-range models (Model 3 and Model Y), while retaining the NMC cells for longer-range models. Rivian Automotive, Inc., an emerging maker of smaller electric trucks that is getting lots of Wall Street and other attention will be using LFP batteries in their vehicles.　　The forecast for the various battery types is hazy, typical of all such predictions. The conventional thinking was that the “better” NMC batteries would dominate the EV market, but that wisdom may be somewhat incorrect. A report from ARK Investment Management LLC indicates that continued cost declines, nickel supply constraints, and improving EV efficiency should propel the market share of LFP cells from roughly 33% in 2021 to ~47% by 2026, Figure and Reference 2. (Of course, there are countless such forecasts out there and you can undoubtedly find one which provides the answer you are seeking if you have an agenda!)　　Among the many available forecasts, ARK Investment Management LLC projects that the market share of lower-cost LFP batteries will grow from roughly 33% in 2021 to about 47% by 2026.　　Of course, all these forecasts have to be taken with a huge grain of salt, as the cliché goes. For example, the equity analyst who leads global EV battery research at UBS Group AG, now expects EVs equipped with LFP batteries to account for 40% of the global market by 2030, up from a previous forecast of 15% (Reference 3). (Incidentally, this is an excellent example of forecasters saying, “oh well, never mind what we said then”!)　　If energy density and cost were the only issues, the decision of which battery chemistry to use in EVs or even non-vehicular situations would be tricky but have only a few variables. Reality is quite different, however, as there are many geopolitical, supply chain, and other technical factors that complicate the assessment:　　• The supply chain for LFP cells is heavily concentrated in China, leaving automakers more dependent on Chinese battery supplies at a time when the industry is trying to wean itself from dependence on China for EV technology.　　• Automakers are trying to limit the use of cobalt in response to environmental and human rights violations in cobalt mining in Congo, where the majority of the metal is produced.　　• Russia is a large supplier of high-grade nickel used in batteries.　　• LFP is well-suited to situations where the vehicle is frequently recharged and there is room for a physically larger pack; delivery vehicles are a good fit.　　• LFPs have lower manufacturing costs and are easier to produce.　　• LFPs can be charged to 100% without degrading battery life; in contrast, NMC cells should be limited to 80% to maximize life. This means that the actual effective range of an EV using LFP cells is close to one with NMC cells, but there’s greater weight penalty of the LFP negates that factor to a large extent. However, for applications such as tools or fixed-in-place machinery where weight is not as critical, LFPs can provide longer run time after a full charge.　　• LFPs can operate effectively over a wide temperature range, especially on the low end. On the other side, they are slower to charge at lower temperatures.　　• LFPs deliver nearly five times as many charge cycles as NMCs and suffer less degradation at higher temperatures and at faster charge/discharge rates, so they are better suited to handle high-performance driving and quick charging.　　No doubt of it: There are a lot of cross-currents here and the entire NMC-versus-LFP situation is fluid and dynamic, with dependencies on many non-engineering factors as well as purely technical ones. Further, battery pricing is driven by short-term commodity pricing bumping into long-term contracts between supplies and customers.　　Summary and conclusion　　How you assess and quantify the battery technology and market situation depends to a large extent on where you are coming from. The forecasts and numbers are all over the place, partially due to the fact that different market analyses use a variety of criteria and metrics for various reasons.　　Here’s what I wonder: given the uncertainties and importance of the battery pack to EV performance, perhaps in the near future manufacturers will list a suggested retail price for the EV itself without any battery at all, and then offer customers a choice between two or three battery-chemistries for a given vehicle – with the battery pack price being updated weekly or monthly. There is some historical precedent: back in the day, you could get some consumer products with lower-end carbon-zinc primary (non-rechargeable) battery packs or pay a modest premium for the better alkaline-battery packs.　　When it comes to batteries, there is only one thing we all know for sure (except for some politicians, apparently, who believe they can legislate battery progress): battery technology is not guided by anything like Moore’s law which has defined semiconductor technology for 50+ years.　　What’s your view on the mid- or long-term viability of LFP versus NMC-based batteries for EVs and even non-EV applications? Will the markets become highly fragmented, or will one type come to dominate?

Key word：

EVs,Ameya360

Release time：2023-01-18 11:32 reading：2003 Continue reading>>

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Ameya360:Lithium Batteries for EVs: NMC or LFP?

　　Among the many commercial battery technologies, lithium-based batteries excel in the two primary energy-storage figures of merit, namely energy density by volume and weight. Of course, the term “lithium battery” really encompasses various chemistry and construction arrangements. Like all batteries, lithium-ion batteries have two electrodes: an anode and a cathode.　　NMC VS. LFP　　In electric vehicles (EVs), the dominant cathode chemistries are lithium nickel manganese cobalt (LiNixMnyCozO2, designated NMC) and lithium iron phosphate (LiFePO4 or LFP). Which is the better battery for EVs? As a general statement, NMC batteries offer higher energy capacity than LFP and so might seem to be preferred for EVs where range is a critical parameter, but they are also more expensive.　　Cost comparison　　How much more? That’s a difficult question to answer since the cost is highly dependent on the fluctuating prices of the underlying commodities which constitute the battery. (Note that “commodity” in this context does not mean “widely, easily available, with little price differentiation” such as light bulbs or even PCs; instead, it refers to a base material which rarely used in its raw form but which is used as a building block or key ingredient.) The iron-based battery cells cost less than the nickel-and-cobalt combination used widely in North America and Europe.　　Along with energy density figures, another critical figure of merit for batteries is the cost per stored kilowatt-hour ($/kWh). Although the numbers fluctuate with the changes in commodity pricing, rough estimates are that LFP cells are in the ~$70/kWh range, a significant 30% less than NMC cells at ~$100/kWh.　　As part of the effort to build a more affordable electric car, automakers are turning to that lower-cost battery type, but it also delivers less driving range, a major concern in some regions and a much smaller one in others. Several car companies plan to increasingly deploy LFP batteries in the U.S., and they are commonly used in China, the world’s largest market for electric cars.　　MARKET FORECAST FOR EV BATTERIES　　LFP batteries already comprise 17% of the global EV market and represent a potential path for the mass market, according to the AlixPartners 2022 Global Automotive Outlook (Reference 1). Tesla announced in October 2021 that it was switching to LFP batteries for its standard-range models (Model 3 and Model Y), while retaining the NMC cells for longer-range models. Rivian Automotive, Inc., an emerging maker of smaller electric trucks that is getting lots of Wall Street and other attention will be using LFP batteries in their vehicles.　　The forecast for the various battery types is hazy, typical of all such predictions. The conventional thinking was that the “better” NMC batteries would dominate the EV market, but that wisdom may be somewhat incorrect. A report from ARK Investment Management LLC indicates that continued cost declines, nickel supply constraints, and improving EV efficiency should propel the market share of LFP cells from roughly 33% in 2021 to ~47% by 2026, Figure and Reference 2. (Of course, there are countless such forecasts out there and you can undoubtedly find one which provides the answer you are seeking if you have an agenda!)　　Among the many available forecasts, ARK Investment Management LLC projects that the market share of lower-cost LFP batteries will grow from roughly 33% in 2021 to about 47% by 2026.　　Among the many available forecasts, ARK Investment Management LLC projects that the market share of lower-cost LFP batteries will grow from roughly 33% in 2021 to about 47% by 2026.　　Of course, all these forecasts have to be taken with a huge grain of salt, as the cliché goes. For example, the equity analyst who leads global EV battery research at UBS Group AG, now expects EVs equipped with LFP batteries to account for 40% of the global market by 2030, up from a previous forecast of 15% (Reference 3). (Incidentally, this is an excellent example of forecasters saying, “oh well, never mind what we said then”!)

Key word：

Ameya360,Battey

Release time：2023-01-13 14:47 reading：1904 Continue reading>>

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Low-cost Lifetime Boost for Lithium Batteries

　　Want to boost your lithium-ion battery’s lifetime without setting the house on fire? Taiwan’s Industrial Technology Research Institute (ITRI, Hsinchu) is proposing a quick-fix solution: a composite paste that OEMs can apply to battery electrodes. ITRI claims, with the test data to support it, that its ChemSEI-Linker paste increases Li-ion batteries’ lifetime up to 70%. ITRI also says ChemSEI-Linker is a green technology because it enables easier recycling of Li-ion cells at the end of their extended lifetimes.　　ITRI engineered the material after analyzing why the electrodes always seem to be the weak link that causes Li-ion batteries to fail in the field. (The researchers looked at performance degradation, not the failures that result in fires or explosions; those have been traced to dendrites).　　After surveying the literature and testing the most likely culprits in its labs, ITRI concluded that the primary cause of full-lifetime failure is the buildup of a predatory solid-electrolyte interface (SEI) layer starting with the very first recharge cycle. The buildup layer thickens over the lifetime of the battery, gradually degrading its performance until it works so poorly as to need replacement.　　ITRI says ChemSEI-Linker inhibits that natural accumulation by depositing its own, nanoscale-thick SEI layer. The deposited SEI repels further buildup during recharging, much as depositing a single monolayer of oxidation on aluminum prevents more from accumulating and thereby makes the aluminum rust-free.　　“Normal SEI formation is similar to the growing of tree rings. During each charging cycle, an irreversible electrochemical decomposition of the organic electrolyte happens at the electrode surface. This kind of decomposition deposits a layer with an increasingly complex composition on the surface of the active material, thus the name: solid-electrolyte interphase,” Jing-Pin Pan, chief technology officer of ITRI’s Material and Chemical Research Laboratories, told EE Times in an exclusive interview in advance of its Nov. 9 announcement. “The performance degradation results from the continuous SEI formation. As the SEI grows thicker, transportation of the lithium ion from the electrolyte to the active material becomes more difficult. Further, the lithium ion itself tends to be reduced on the SEI surface or intercalated within the SEI layer, leading to the loss of free lithium. Eventually, that loss leads to a positive potential shift of the anode, rendering the battery unusable.”　　To nix this natural process, ITRI’s chemists searched for a methodology that would inhibit the constant thickening of the SEI layers on the anode and found that the intentional deposition of a first layer of SEI inhibits the growth of more layers during recharging. While the process is similar to the growth of a single oxidation layer on aluminum to prevent rusting, ITRI’s SEI formulation is many orders of magnitude more complex. As Pan described it, “ChemSEI-Linker is an integrated, multifunctional, unique combinational structure, which in situ combines organic hyperbranched polymer material with silane-type linkers, electroconductive additives, and conductive metallic-ion inorganic structural materials.”　　The protective film forms on the surface of the active electrode materials as the electrode paste is mixed. In lab testing, ITRI researchers found that the film provided stress buffering and functional protection for the interfaces between the various components (for example, the active electrode materials, electroconductive additives, and binders) of normal electrode paste.　　“The paste can be applied as a two-sided precision coating and baked to manufacture ChemSEI-linker electrodes. SEI film strongly adheres to the active electrode materials. The resultant electrodes have high durability and great stability, and can be assembled into a unique cell. ChemSEI-Linker can also be used as an adhesive to join active electrode particles, electroconductive additives, and binders,” Pan said.　　The material and application process would raise the manufacturing bill of materials for Li-ion cells by 7% to 10%, but that is an acceptable trade-off for the 70% potential extension of the product lifetime, according to ITRI. Pan noted that the coating stays put, virtually intact, throughout the extended lifetime of the battery.　　Lab results　　Beyond collecting test data on the formulation’s performance, ITRI reverse-engineered it to explain how and why the process preserves battery life, allowing higher energy output to be maintained over a longer period, while also enabling safer operation, higher voltage endurance, and a faster charge/discharge cycle.　　“With the ever-increasing desire for higher energy densities, the usual technique for battery manufacturers is to reach the goal by roller compaction. However, the cracks that occur with high-pressure rolling take their toll,” Pan said. “ChemSEI-Linker electrodes improve this adhesion from 85 kgf [kilogram-force] to 220 kgf on the electrode with ChemSEI-Linker, without producing any cracks after the standard folding test. In addition, ChemSEI-Linker forms a tenacious protection layer on the active material particle surfaces, thus effectively preventing the electrolyte from damaging the particles. This reduces the microcrack phenomenon in the primary and secondary particles in the charge/discharge process.”　　In more detail, IRTI’s life cycle testing was conducted with standard 1C charging and 1C discharging at 2.4 to 4.2 volts and 25°C. The results showed that the capacity retention of prismatic cells with ChemSEI-Linker-modified lithium nickel manganese cobalt (NMC) was better than 97% after 995 test cycles. This result showed that ChemSEI-Linker effectively protected the cathodes of NMC prismatic cells and was able to prevent discharge capacity loss, extending the battery’s potential lifetime to more than 3,000 charge/discharge cycles.　　“The service life of NCA [lithium nickel cobalt aluminum oxide] batteries with ChemSEI-Linker modification can reach 1,400 cycles (80% capacity retention), giving 70% longer service life than unmodified batteries,” said Pan. “ChemSEI-Linker modification also improves DCIR [direct current internal resistance] relative to unmodified systems, because the increase of DCIR is directly proportional to the increase of SEI on the surface of the anode material. ChemSEI-Linker surface modification effectively protects the NCA cathode material, allowing it to suppress SEI film growth on the NCA surface, thus reducing accumulated resistance and enhancing service life.”　　ITRI is not releasing all the details of the process until ITRI has obtained a U.S. patent, but Pan had this to say about maintaining higher energy over time: “As we know, the high-temperature environment causes battery capacity to fade. The reason is that the elements of active material ionize and dissolve into the electrolyte at high temperature. [At ITRI,] an aging test was conducted at 55°C for 30 days. The results for the change of cell capacity reveals that the capacity recovery ratios of the compared batteries after the aging test were 2% coating, >1% coating, and >0% coating; the corresponding values were 99%, 96%, and 93%, respectively. Moreover, the order for the manganese-ion dissolution quantities of the compared batteries after the aging test was 0% coating, >1% coating, and >2% coating, and the corresponding values were 220, 120, and 90 ppm [parts per million], respectively. These results proved that ChemSEI-Linker can effectively protect the cathodes of MCN/LMO [lithium nickel manganese/lithium manganese oxide] batteries and can prevent manganese-ion dissolution and battery capacity loss.”　　The researchers observed similarly favorable test results for voltage endurance. “With the normal charge- and discharge-cycle voltage range of 4.2 to 2.5 V, both ChemSEI-Linker-modified and unmodified batteries performed similarly within 500 cycles. However, the discharging capacity of a battery with ChemSEI-Linker modification is higher than that of an unmodified battery; hence the discharging range is higher after 500 cycles (for 4.2 to 2.5 V), and the battery capacity is 15% higher,” said Pan.　　Finally, ITRI claims the coating provides higher safety to the user. “Linker modification reduced the accelerating heat rates in the temperature region of the ARC [adiabatic calorimeter] tests,” Pan said. The accelerated heat rates for NCA, NCM, and LCO batteries with ChemSEI-Linker modification were 50, 10, and 0.2 °C/min, respectively, compared with 1,700, 400, and 4°C/min, respectively, for unmodified batteries. Because ChemSEI-Linker modification can control heat, it can prevent thermal runaway and thus makes batteries safer.”　　ChemSEI-Linker is still unavailable in the United States, but ITRI is authorized to license its use for industrial battery cooperation efforts once the U.S. Patent and Trademark Office issues a patent.

Key word：

Low-cost ,Lithium Batteries

Release time：2017-11-13 00:00 reading：1289 Continue reading>>

Nanodiamonds to prevent fires in <span style='color:red'>lithium batteries</span>

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Nanodiamonds to prevent fires in lithium batteries

　　Nanodiamonds can curtail the electrochemical deposition – called plating – that can lead to hazardous short-circuiting of lithium ion batteries, say researchers at Drexel University, Tsinghua University in Beijing, and Hauzhong University of Science and Technology in Wuhan, China.　　To avoid dendrite formation and minimise the probability of fire, current battery designs include one electrode made of graphite filled with lithium instead of pure lithium. The use of graphite as the host for lithium prevents the formation of dendrites. But lithium intercalated graphite also stores about 10 times less energy than pure lithium.　　"Small primary batteries in watches use lithium anodes, but they are only discharged once,” Professor Yury Gogotsi said. “When you start charging them again and again, dendrites start growing. There may be several safe cycles, but sooner or later a short-circuit will happen. We want to eliminate or, at least, minimise that possibility."　　To make lithium anodes more stable and lithium plating more uniform so that dendrites won't grow, the researchers added nanodiamonds to the electrolyte solution in a battery. Nanodiamonds have been used in the electroplating industry for some time as a way of making metal coatings more uniform. When they are deposited, they naturally slide together to form a smooth surface.　　The researchers found that lithium ions can easily attach to nanodiamonds, so that they plate the electrode in the same orderly manner as the nanodiamond particles to which they're linked. The team reports that mixing nanodiamonds into the electrolyte solution of a lithium ion battery slows dendrite formation to nil through 100 charge-discharge cycles.　　According to the team, the breakthrough means that a great increase in energy storage is possible because dendrite formation can be eliminated in pure lithium electrodes.

Key word：

Nanodiamonds,fires,lithium batteries

Release time：2017-08-30 00:00 reading：1024 Continue reading>>

model	brand	Quote
CDZVT2R20B	ROHM Semiconductor
BD71847AMWV-E2	ROHM Semiconductor
MC33074DR2G	onsemi
RB751G-40T2R	ROHM Semiconductor
TL431ACLPR	Texas Instruments

model	brand	To snap up
BU33JA2MNVX-CTL	ROHM Semiconductor
STM32F429IGT6	STMicroelectronics
ESR03EZPJ151	ROHM Semiconductor
IPZ40N04S5L4R8ATMA1	Infineon Technologies
TPS63050YFFR	Texas Instruments
BP3621	ROHM Semiconductor

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