Study explains conflicting results from other experiments, may lead to batteries with more energy per pound.
CAMBRIDGE, Mass. -- Battery researchers agree that one of the most promising possibilities for future battery technology is the lithium-air (or lithium-oxygen) battery, which could provide three times as much power for a given weight as todays leading technology, lithium-ion batteries. But tests of various approaches to creating such batteries have produced conflicting and confusing results, as well as controversies over how to explain them.
The new results appear in the journal Energy and Environmental Science, in a paper by Yang Shao-Horn, MITs W.M. Keck Professor of Energy; Paula Hammond, the David H. Koch Professor in Engineering and head of the Department of Chemical Engineering; Michal Tulodziecki, a recent MIT postdoc at the Research Laboraotory of Electronics; Graham Leverick, an MIT graduate student; Yu Katayama, a visiting student; and three others.
The promise of the lithium-air battery comes from the fact one of the two electrodes, which are usually made of metal or metal oxides, is replaced with air that flows in and out of the battery; a weightless substance is thus substituted for one of the heavy components. The other electrode in such batteries would be pure metallic lithium, a lightweight element.
But that theoretical promise has been limited in practice because of three issues: the need for high voltages for charging, a low efficiency with regard to getting back the amount of energy put in, and low cycle lifetimes, which result from instability in the batterys oxygen electrode. Researchers have proposed adding lithium iodide in the electrolyte as a way of addressing these problems. But published results have been contradictory, with some studies finding the LiI does improve the cycling life, "while others show that the presence of LiI leads to irreversible reactions and poor battery cycling," Shao-Horn says.
Previously, "most of the research was focused on organics" to make lithium-air batteries feasible, says Michal Tulodziecki, the papers lead author. But most of these organic compounds are not stable, he says, "and thats why theres been a great focus on lithium iodide [an inorganic material], which some papers said helps the batteries achieve thousands of cycles. But others say no, it will damage the battery." In this new study, he says, "we explored in detail how lithium iodide affects the process, with and without water," a comparison which turned out to be significant.
The team looked at the role of LiI on lithium-air battery discharge, using a different approach from most other studies. One set of studies was conducted with the components outside of the battery, which allowed the researchers to zero in on one part of the reaction, while the other study was done in the battery, to help explain the overall process.
They then used ultraviolet and visible-light spectroscopy and other techniques to study the reactions that took place. Both of these processes foster the production of different lithium compound such as LiOH (lithium hydroxide) in the presence of both LiI and water, instead of Li2O2 (lithium peroxide). LiI can enhance waters reactivity and make it lose protons more easily, which promotes the formation of LiOH in these batteries and interferes with the charging process. These observations show that finding ways to suppress these reactions could make compounds such as LiI work better.
This study could point the way toward selecting a different compound instead of LiI to perform its intended function of suppressing unwanted chemical reactions at the electrode surface, Leverick says, adding that this work demonstrates the importance of "looking at the detailed mechanism carefully."
Shao-Horn says that the new findings "help get to the bottom of this existing controversy on the role of LiI on discharge. We believe this clarifies and brings together all these different points of view."
But this work is just one step in a long process of trying to make lithium-air technology practical, the researchers say. "Theres so much to understand," says Leverick, "so theres not one paper thats going to solve it. But we will make consistent progress."
The team also included recent MIT graduates Chibueze Amanchukwu PhD 17 and David Kwabi PhD 16, and Fanny Bardé of Toyota Motor Europe. The work was supported by Toyota Motor Europe and the Skoltech Center for Electrochemical Energy Storage, and used facilities supported by the National Science Foundation.
Written by David L. Chandler, MIT News Office