Search

Among various metal oxide nanomaterials, manganese oxides, which can exist in different structures and valence states, are considered highly promising anode materials for lithium-ion batteries (LIBs). However, conventional manganese oxides, such as MnO and MnO2, face significant challenges during cycling process. Specifically, poor electronic conductivity and large volume changes result in low specific capacity during high current charging and discharging, as well as poor fast-charging performance. This work presents an approach to synthesizing porous hexagonal Mn5O8 nanosheets via hydrothermal and annealing methods and applies them as anode materials for LIBs. The Mn5O8 nanomaterials exhibit a thin plate morphology, which effectively reduces the distance for ion/electron transmission and mitigates the phenomenon of volume expansion. Additionally, the large pore size of Mn5O8 results in abundant interlayer and intralayer defects, which further increase the rate of ion transmission. These unique characteristics enable Mn5O8 to demonstrate excellent electrochemical performance (938.7 mAh·g−1 after 100 cycles at 100 mA·g−1) and fast charging performance (675.7 mAh·g−1 after 1000 cycles at 3000 mA·g−1), suggesting that Mn5O8 nanosheets have the potential to be an ideal fast-charging anode material for LIBs.

Lithium-ion batteries (LIBs) with the “double-high” characteristics of high energy density and high power density are in urgent demand for facilitating the development of advanced portable electronics. However, the lithium ion (Li+)-storage performance of the most commercialized lithium cobalt oxide (LiCoO2, LCO) cathodes is still far from satisfactory in terms of high-voltage and fast-charging capabilities for reaching the double-high target. Herein, we systematically summarize and discuss high-voltage and fast-charging LCO cathodes, covering in depth the key fundamental challenges, latest advancements in modification strategies, and future perspectives in this field. Comprehensive and elaborated discussions are first presented on key fundamental challenges related to structural degradation, interfacial instability, the inhomogeneity reactions, and sluggish interfacial kinetics. We provide an instructive summary of deep insights into promising modification strategies and underlying mechanisms, categorized into element doping (Li-site, cobalt-/oxygen-site, and multi-site doping) for improved Li+ diffusivity and bulk-structure stability; surface coating (dielectrics, ionic/electronic conductors, and their combination) for surface stability and conductivity; nanosizing; combinations of these strategies; and other strategies (i.e., optimization of the electrolyte, binder, tortuosity of electrodes, charging protocols, and pre-lithiation methods). Finally, forward-looking perspectives and promising directions are sketched out and insightfully elucidated, providing constructive suggestions and instructions for designing and realizing high-voltage and fast-charging LCO cathodes for next-generation double-high LIBs.

Improving lithium-ion transport in electrodes by controlling electrode microstructure is a promising option for enhancing the fast-charging capability of graphite anodes in lithium-ion batteries. Dry processing of electrodes based on a polytetrafluoroethylene binder has attracted considerable attention as an alternative to solvent-based wet processing. The morphology of graphite particles has a significant impact on electrode microstructure, but few reports have been published on dry-processed graphite anodes. In this work, we found that the morphology of graphite particles is a key factor to determine the fast-charging capability of the dry-processed graphite electrode as well as the microstructure of the dry-processed graphite electrode. X-ray microscopy combined with mercury porosimetry and symmetrical cell electrochemical impedance spectroscopy reveal that the difference in porosity between the top and bottom layers of a dry electrode with spherical graphite particles is greater than that of flake-shaped graphite particles, resulting in enhanced lithium-ion transport in the electrode and improved fast-charging capability at a high charging rate of 5C (17.5 mA cm−2). These findings supply insights into the effective design of dry-processed graphite anodes with an emphasis on fast-charging capability as well as the development of graphite anode materials for dry-processing based lithium-ion batteries.

Abstract Recent technological advancements, such as portable electronics and electric vehicles, have created a pressing need for more efficient energy storage solutions. Lithium‐ion batteries (LIBs) have been the preferred choice for these applications, with graphite being the standard anode material due to its stability. However, graphite falls short of meeting the growing demand for higher energy density, possessing a theoretical capacity that lags behind. To address this, researchers are actively seeking alternative materials to replace graphite in commercial batteries. One promising avenue involves lithium‐alloying materials like silicon and phosphorus, which offer high theoretical capacities. Carbon–silicon composites have emerged as a viable option, showing improved capacity and performance over traditional graphite or pure silicon anodes. Yet, the existing methods for synthesizing these composites remain complex, energy‐intensive, and costly, preventing widespread adoption. A groundbreaking approach is presented here: the use of a laser writing strategy to rapidly transform common organic carbon precursors and silicon blends into efficient “graphenic silicon” composite thin films. These films exhibit exceptional structural and energy storage properties. The resulting three‐dimensional porous composite anodes showcase impressive attributes, including ultrahigh silicon content, remarkable cyclic stability (over 4500 cycles with ∼40% retention), rapid charging rates (up to 10 A g−1), substantial areal capacity (>5.1 mAh cm−2), and excellent gravimetric capacity (>2400 mAh g−1 at 0.2 A g−1). This strategy marks a significant step toward the scalable production of high‐performance LIB materials. Leveraging widely available, cost‐effective precursors, the laser‐printed “graphenic silicon” composites demonstrate unparalleled performance, potentially streamlining anode production while maintaining exceptional capabilities. This innovation not only paves the way for advanced LIBs but also sets a precedent for transforming various materials into high‐performing electrodes, promising reduced complexity and cost in battery production.

Abstract Lithium metal anode (LMA) emerges as a promising candidate for lithium (Li)‐based battery chemistries with high‐energy‐density. However, inhomogeneous charge distribution from the unbalanced ion/electron transport causes dendritic Li deposition, leading to “dead Li” and parasitic reactions, particularly at high Li utilization ratios (low negative/positive ratios in full cells). Herein, an innovative LMA structural model deploying a hyperporous/hybrid conductive architecture is proposed on single‐walled carbon nanotube film (HCA/C), fabricated through a nonsolvent induced phase separation process. This design integrates ionic polymers with conductive carbon, offering a substantial improvement over traditional metal current collectors by reducing the weight of LMA and enabling high‐energy‐density batteries. The HCA/C promotes uniform lithium deposition even under rapid charging (up to 5 mA cm−2) owing to its efficient mixed ion/electron conduction pathways. Thus, the HCA/C demonstrates stable cycling for 200 cycles with a low negative/positive ratio of 1.0 when paired with a LiNi0.8Co0.1Mn0.1O2 cathode (areal capacity of 5.0 mAh cm−2). Furthermore, a stacked pouch‐type full cell using HCA/C realizes a high energy density of 344 Wh kg−1cell/951 Wh L−1cell based on the total mass of the cell, exceeding previously reported pouch‐type full cells. This work paves the way for LMA development in high‐energy‐density Li metal batteries.

Highlights MPCF@VG@SiNDs/C, constructed by uniformly dispersing amorphous Si nanodots in carbon nanospheres that are welded on the wall of the macroporous carbon frameworks by vertical graphene, is synthesized and has achieved a few kilogram production per batch. Finite element imitation reveals that amorphous Si nanodots with high dispersity in carbon nanosphere can achieve ultra-low stress and strain values during lithiation. Unique low-strain property and fast-charging capability are achieved under industrial electrode conditions.

Fast-charging technology is the inevitable trend for electric vehicles (EVs). Current EVs’ lithium-ion batteries (LIBs) cannot provide ultrafast power input due to the capacity fading and safety hazards of graphite anode at high rates. Lithium vanadate oxide (Li3VO4) has been widely studied as fast-charging anode material due to its high capacity and stability at high rates. However, its highly safe characteristic under fast-charging has not been studied. In this study, a fast-charging anode material is synthesized by inserting Li3VO4 in Ti3C2Tx MXene framework. The morphologies of Li3VO4/Ti3C2Tx electrode after cycling at different rates were studied to analyze the dendrites growth. Electrochemical testing results demonstrate that Li3VO4/Ti3C2Tx composite displays high capacities of 151.6 mA h g−1 at 5 C and 87.8 mA h g−1 at 10 C, which are much higher than that of commercial graphite anode (51.9 mA h g−1 at 5 C and 17.0 mA h g−1 at 10 C). Moreover, Li3VO4/Ti3C2Tx electrode does not generate Li dendrite at high rates (5 and 10 C) while commercial graphite electrode grows many Li dendrites under the same conditions, demonstrating fast-charging and high safety of Li3VO4/Ti3C2Tx composite. Our work inspires promising fast-charging anode material design for LIBs.

Abstract Advancing fast‐charging technology is an important strategy for the development of alkali metal ion batteries (AMIBs). The exploitation of a new generation of anode material system with high‐rate performance, high capacity, and low risk of lithium/sodium/potassium plating is critical to realize fast‐charging capability of AMIBs while maintaining high energy density and safety. Among them, phosphorus‐based anodes including phosphorus anodes and metal phosphide anodes have attracted wide attention, due to their high theoretical capacities, safe reaction voltages, and natural abundance. In this review, we summarize the research progress of different phosphorus‐based anodes for fast‐charging AMIBs, including material properties, mechanisms for storing alkali metal ions, key challenges and solution strategies for achieving fast‐charging capability. Moreover, the future development directions of phosphorus‐based anodes in fast‐charging AMIBs are highlighted.

The use of batteries in modern electronic devices and electric cars is becoming increasingly important. Batteries with high energy density, high rate and cycle capability, as well as operational safety, are in high demand today. The cathode of a lithium-ion battery is a part that significantly affects the performance of the battery. LiNiMnCoO2 (NMC) cathode, especially in the composition of LiNi0.8Mn0.1Co0.1O2 (NMC811), has high specific capacity but not high thermal and electrical conductivity stability. To improve the temperature stability and performance of the battery, conductive elements such as graphene can be added. The addition of graphene can increase battery performance due to its high electrical conductivity characteristics. In this study, the addition of graphene on NMC cathode through a simple solid-state technique along with direct mixing was shown to improve the cathode characteristics. The addition of graphene on the NMC cathode also proved to be capable of improving the cycle stability and rate capability. The retention capacity is 95.83 %, higher than that of the cathode without graphene modification, which is 92.27 % after 100 cycles with 1C current, and comparable to the capability of commercial batteries. The ability to work under rapid charge and discharge conditions was also well demonstrated with a capacity drop of 5.44 % over 200 cycles at a charge and discharge current of 5C. The addition of graphene was also shown to improve the safe use of NMC batteries. With the test at 5C current, the highest temperature of the battery was 46.52 °C, which is still considered safe for the operation of lithium ion-based batteries at high currents. In this research, the use of a simple solid-state method to mix the graphene with NMC811 cathode is proven to be able to produce lithium-ion batteries with superior performance. This offers ease in terms for use in large-scale production of cathode preparation that can produce high-performance cathodes.

Highlights The microstructure of graphite upon rapid Li+ intercalation is a mixture of differently staging structures in the macroscopic and microscopic scales due to the incomplete and inhomogeneous intercalation reactions hindered by the sluggish reaction kinetics. The Li+ interface diffusion dominates the reaction kinetics at high rates in thin graphite electrode, while Li+ diffusion through the electrode cannot to be neglected for thick graphite electrode.

To establish battery electric vehicles as an attractive alternative to internal combustion vehicles, charging times of 15 min or less are increasingly demanded. This is especially challenging for lower battery temperatures, as this exacerbates the risk of accelerated battery degradation due to lithium plating. Therefore, active battery heating is utilized in state-of-the-art electric vehicles. To evaluate the impact of such heating strategies at vehicle level, we deployed an electrochemical battery model coupled with a longitudinal vehicle dynamics model. Using anode potential control to prevent lithium plating, we assess the time-saving potential versus the energy cost of different preconditioning and fast-charging strategies. The results reveal substantial energy saving and charge speed increase potential through optimal charge-stop planning, preconditioning timing, cost-adjusted thermal management thresholds, and considering driving behavior. This emphasizes the need for advanced operation strategies, taking into account both battery-level electrical and thermal restrictions, as well as vehicle integration and route planning.

The most common pattern types for anode structuring, in particular the line, grid, and hexagonal-arranged hole pattern were evaluated in a comparable setup in full-cells and symmetrical cells. The cells with structured electrodes were compared to reference cells with unstructured anodes of similar areal capacity (4.3 mAh cm−2) and the onset of lithium plating during fast-charging was determined in situ by differential voltage analysis of the voltage relaxation and ex situ by post-mortem analysis. Furthermore, electrochemical impedance spectroscopy measurements on symmetrical cells were used to determine the ionic resistance of structured and unstructured electrodes of similar areal capacity. All cells with structured electrodes showed lower ionic resistances and an onset of lithium plating shifted to higher C-rates compared to cells with unstructured electrodes. The structure patterns with capillary structures, i.e., lines and grids, showed significant reduced lithium plating during fast-charging and a higher rate capability compared to reference cells with unstructured electrodes and cells with hole structured electrodes. The continuous rewetting of the electrode with liquid electrolyte by capillary forces and the reduced ionic resistance of the 3D electrode are identified as key factors in improving overall battery performance. The data of the studied cells were used to calculate the resulting energy and power densities of prospective commercial pouch cells and potential pitfalls in the comparison to cells with unstructured electrodes were identified.

This paper proposes and analyzes a two-stage dc-dc isolated converter for electric vehicle charging applications, where high efficiency over a wide range of battery voltages is required. The proposed conversion circuit comprises a first two-output isolation stage with CLLC resonant structure and a second two-input buck regulator. The transformer of the first stage is designed such that its two output voltages correspond, ideally, to the minimum and maximum expected voltage to be supplied to the battery. Then, the second stage combines the voltages provided by the previous isolation stage to regulate the output voltage of the whole converter. The first stage is always operated at resonance, with the only function of providing isolation and fixed conversion ratios with minimum losses, whereas the second stage allows output voltage regulation over a wide range of battery voltages. Overall, it is shown that the solution features high conversion efficiency over a wide range of output voltages. This paper comprehensively describes the solution, including modeling, analyses, design considerations for the main circuit components (e.g., magnetics, switches), and modulation choices. Experimental results are reported considering a converter module prototype rated $10\,\mathrm{k}\mathrm{W}$, input voltage $800\,\mathrm{V}$, and output range $250\,\mathrm{V}$ to $500\,\mathrm{V}$, employing silicon-carbide and gallium-nitride semiconductors.

With the increasing popularity of electric/hybrid vehicles and the rapid development of 3C electronics, there is a growing interest in high-rate energy storage systems. The rapid development and widespread adoption of lithium-ion batteries (LIBs) can be attributed to their numerous advantages, including high energy density, high operating voltage, environmental friendliness, and lack of memory effect. However, the progress of LIBs is currently hindered by the limitations of energy storage materials, which serve as vital components. Therefore, there is an urgent need to address the development of a new generation of high-rate energy storage materials in order to overcome these limitations and further advance LIB technology. Niobium-based oxides have emerged as promising candidates for the fabrication of fast-charging Li-ion batteries due to their excellent rate capability and long lifespan. This review paper provides a comprehensive analysis of the fundamentals, methodologies, and electrochemistries of niobium-based oxides, with a specific focus on the evolution and creation of crystal phases of Nb2O5, fundamental electrochemical behavior, and modification methods including morphology modulation, composite technology, and carbon coating. Furthermore, the review explores Nb2O5-derived compounds and related advanced characterization techniques. Finally, the challenges and issues in the development of niobium-based oxides for high-rate energy storage batteries are discussed, along with future research perspectives.

Current research focuses on lithium-ion battery cells with a high energy density and efficient fast-charging capabilities. However, transport limitations, and, therefore, the uniform diffusion of lithium-ions across the electrode layers, remain a challenge and could lead to reduced cell performance. One approach to overcome these transport challenges is the use of subsequently produced two-layer anodes with the particle size variation of spherical graphite (x50 = 18 µm; x50 = 11 µm). Thereby, a defined pore network is created, which reduces the ionic resistance and ensuring improved fast charging capabilities. The analysis focuses on the evaluation of electrode properties and the electrochemical performance. By examining the pore size distribution of the anodes, it has been found that during the manufacturing of the two-layer anodes, carbon black and binder particles are transported into the existing microstructure of the lower layer, resulting in localized densification between the anode layers. This could also be supported by color measurements. This effect also extends to electrochemical investigations, with electrochemical impedance spectroscopy showing significantly lower ionic resistances in all two-layer anodes. Reduced ionic resistance and tortuosity near the separator due to absorption effects enhance the ion diffusion and have a direct impact on anode performance. Cell ageing analysis showed a significant capacity decrease of almost 15 mAh g −1 in the single-layer references only, in contrast to the stability of the two-layer anodes. This could also be attributed to the reduced ionic resistance and active counteraction of binder migration. In conclusion, this study highlights how subsequently produced two-layer anodes significantly shape the electrode properties and cell performance of lithium-ion batteries.

SiO-based materials represent a promising class of anodes for lithium-ion batteries (LIBs), with a high theoretical capacity and appropriate and safe Li-insertion potential. However, SiO experiences a large volume change during the electrochemical reaction, low Li diffusivity, and low electron conductivity, resulting in degradation and low rate capability for LIBs. Here, we report on the rapid crafting of SiO–Sn2Fe@C composites via a one-step plasma milling process, leading to an alloy of Sn and Fe and in turn refining SiO and Sn2Fe into nanoparticles that are well dispersed in a nanosized, few-layer graphene matrix. The Sn and Fe nanoparticles generated during the first Li-insertion process form a stable network to improve Li diffusivity and electron conductivity. As an anode material, the SiO–Sn2Fe@C composite manifests high reversible capacities, superior cycling stability, and excellent rate capability. The capacity retention is found to be as high as 95% and 84% at the 100th and 300th cycles under 0.3 ​C. During rate capability testing at 3, 6, and 11 ​C, the capacity retentions are 71%, 60%, and 50%, respectively. This study highlights that this simple, one-step plasma milling strategy can further improve SiO-based anode materials for high-performance LIBs.

Fast Charging Station (FCS) is required to reduce charging time of electric vehicle, electric bus, or electric trucks. However, FCS requires high amount of power to support charging a large number of vehicles in reduced time. To reduce the load on the grid and lower the emission of greenhouse gas (GHG), renewable energy sources (RESs) are the most promising option. Renewable energy sources are intermittent, and the penetration of renewable energy sources are restricted by the area and the capacity of the charging station. To address this issue, a micro modular reactor that acts as a small nuclear power plant is introduced to support the RESs and minimize GHG emissions. The proposed Nuclear-Renewable Hybrid Energy System (N-R HES) is compared with different energy systems such as standalone diesel generator-based systems, conventional diesel generators integrated with RESs, standalone small nuclear power plants, in terms of greenhouse gas emission, cost of energy, net present cost, and return on investment to analyze the feasibility of the N-R HES. Sensitivity analysis is performed to assess the technical and economic aspects of the proposed system, where results show that the N-R HES can be a reliable option for sustainable energy solutions and decarbonization.

Abstract High-energy–density lithium-ion batteries (LIBs) that can be safely fast-charged are desirable for electric vehicles. However, sub-optimal lithiation potential and low capacity of commonly used LIBs anode cause safety issues and low energy density. Here we hypothesize that a cobalt vanadate oxide, Co2VO4, can be attractive anode material for fast-charging LIBs due to its high capacity (~ 1000 mAh g−1) and safe lithiation potential (~ 0.65 V vs. Li+/Li). The Li+ diffusion coefficient of Co2VO4 is evaluated by theoretical calculation to be as high as 3.15 × 10–10 cm2 s−1, proving Co2VO4 a promising anode in fast-charging LIBs. A hexagonal porous Co2VO4 nanodisk (PCVO ND) structure is designed accordingly, featuring a high specific surface area of 74.57 m2 g−1 and numerous pores with a pore size of 14 nm. This unique structure succeeds in enhancing Li+ and electron transfer, leading to superior fast-charging performance than current commercial anodes. As a result, the PCVO ND shows a high initial reversible capacity of 911.0 mAh g−1 at 0.4 C, excellent fast-charging capacity (344.3 mAh g−1 at 10 C for 1000 cycles), outstanding long-term cycling stability (only 0.024% capacity loss per cycle at 10 C for 1000 cycles), confirming the commercial feasibility of PCVO ND in fast-charging LIBs.

ChargEVal is a framework for simulating the performance of charging station deployment scenarios using agent-based modelling (ABM). The ABM utilizes behavioural models for simulating vehicle choice for the trip and charging choice during a trip. ChargEVal can be used by several users to submit multiple simulations simultaneously, using a graphical user interface or programmatically. ChargEVal also has a dedicated results viewer for viewing the simulation summary statistics and agent state values, facilitating detailed insight and simulation comparison. While the current implementation of ChargEVal is specific to the State of Washington, USA; the underlying framework is generic enough to be applied to any geography at any scale.

Despite numerous research on new active materials for anodes, graphite remains the most commonly used material in Li-ion batteries. The spherical shape of the graphite particles has proven to be beneficial for application in electric vehicles, especially for fast charging. So far, the spheroidization of natural flake graphite is conducted by a rigid and inefficient cascade process. In this work, a scalable classifier system was used for spheroidization, and it was demonstrated that a spheroidization time of 15 min is sufficient to improve material properties and enhance electrochemical performance while maintaining high process yields of 55%. Insights into the influence of the morphology on the intrinsic and structural properties of the graphite particles and manufactured electrodes are provided. Spheroidization creates a more efficient pore network in the coating layer while reducing the internal resistance and increasing the surface area of the particles by a factor of 1.8. We demonstrate that the spherical shape improves the discharge rate capability by 1.8, and the specific charge capacity could be enhanced by more than 237% at a C-rate of 3. An additional carbon coating could significantly decrease the specific surface area and increase the specific capacity at high C-rates.

Efficient fast-charging technology is necessary for the extension of the driving range of electric vehicles. However, lithium-ion cells generate immense heat at high-current charging rates. In order to address this problem, an efficient fast charging–cooling scheduling method is urgently needed. In this study, a liquid cooling-based thermal management system equipped with mini-channels was designed for the fast-charging process of a lithium-ion battery module. A neural network-based regression model was proposed based on 81 sets of experimental data, which consisted of three sub-models and considered three outputs: maximum temperature, temperature standard deviation, and energy consumption. Each sub-model had a desirable testing accuracy (99.353%, 97.332%, and 98.381%) after training. The regression model was employed to predict all three outputs among a full dataset, which combined different charging current rates (0.5C, 1C, 1.5C, 2C, and 2.5C (1C = 5 A)) at three different charging stages, and a range of coolant rates (0.0006, 0.0012, and 0.0018 kg·s−1). An optimal charging–cooling schedule was selected from the predicted dataset and was validated by the experiments. The results indicated that the battery module’s state of charge value increased by 0.5 after 15 min, with an energy consumption lower than 0.02 J. The maximum temperature and temperature standard deviation could be controlled within 33.35 and 0.8 °C, respectively. The approach described herein can be used by the electric vehicles industry in real fast-charging conditions. Moreover, optimal fast charging–cooling schedule can be predicted based on the experimental data obtained, that in turn, can significantly improve the efficiency of the charging process design as well as control energy consumption during cooling.

Nowadays solid‐state lithium metal batteries (SSLMBs) catch researchers’ attention and are considered as the most promising energy storage devices for their high energy density and safety. However, compared to lithium‐ion batteries (LIBs), the low ionic conductivity in solid‐state electrolytes (SSEs) and poor interface contact between SSEs and electrodes counteract some advantages of SSEs. As a result, SSLMBs show high energy density but low critical current density and slow charging speed. Herein, the recent progress and proposed strategies for fast‐charging SSLMBs are reviewed. In the second part of this review, various strategies for improving SSE performance in fast‐charging batteries are comprehensively highlighted. In the third part, various rational structure design schemes benefitting fast‐charging batteries are discussed. Finally, the development of fast‐charging SSLMBs is concluded and prospected. It is believed that the combination of fast‐charging times and SSLMBs is rather competitive for next‐generation, high energy density, high safety, and high charging rate energy storage devices.

Power sources supported by lithium-ion battery (LIB) technology has been considered to be the most suitable for public and military use. Battery quality is always a critical issue since electric engines and portable devices use power-consuming algorithms for security. For the practical use of LIBs in public applications, low heat generation, and fast charging are essential requirements, but those features are still unsatisfactory so far. In particular, the slow Li+ intercalation kinetics, lithium plating, and self-heat generation of conventional graphite-anode LIBs under fast-charging conditions are impediments to the use of these batteries by the public demands. The use of silicon-based anodes, which are associated with fast reaction kinetics and rapid Li+ diffusion, has great potential to render LIBs suitable for public use in the near future. In this perspective, the challenges in and future directions for developing silicon-based anode materials for realizing LIBs with fast-charging capability are highlighted.

In this article, a new methodology for the sizing of a fast-charging station for electric vehicles is presented. The proposed method is applicable to public service vehicles on urban journeys. Its use has been conceived for vehicles equipped with an energy storage system based on supercapacitors (SCs), which are already functional in several countries. The proposed charging station also uses a bank of SCs of variable capacitance. During the study, mathematical expressions will be obtained for the electrical variables involved in vehicle charging: instantaneous current, peak current, charging time, dissipated energy, and the efficiency of energy transference. From these, each of the components of the system will be dimensioned: the capacitance of the charger with its different variable steps, the initial voltage of the charger, and the current smoothing inductor. The proposed charger presents the advantage of allowing energy to be evacuated to the electric vehicle very quickly and with high performance, all without using an external power source or high-power converters. The proposed architecture minimizes the disturbances that, with conventional methods, would appear on the electrical grid, preventing the installation of fast-charging stations at many grid nodes, as is currently the case. Finally, the charger control algorithm is considerably simplified as it only depends on the initial voltage of the vehicle’s accumulator.

Electric vehicles expansion is accelerating rapidly due to e-mobility’s massive contribution in reducing fossil fuel consumption and CO2 emissions. Fulfilling the charging requirements of millions of electrical vehicles from the grid would overload the network and introduce substantial burden on the power sector. This study proposes, and thermodynamically assesses, a grid-independent and renewable energy-based, stand-alone electrical vehicle charging station consisting of CPV/T, wind turbine and biomass combustion-based steam Rankine cycle plant. Hydrogen and ammonia-based fuel cells are integrated in the design along with electrochemical, chemical and thermal storage units to ensure uninterrupted charging services during night times and unfavorable weather conditions. Since the proposed design is suggested for use in the State of Qatar, which is located in a hot region, an absorption cooling system is incorporated to cool the produced NH3 gas and convert it into liquid phase for optimal storage purposes and to maintain the operating temperature of the battery system within the allowable limits. The thermodynamic analysis followed in this study is based on writing the balance equations for mass, energy, entropy and exergy for the system’s components along with their energy and exergy efficiency equations. The results show that the energy generated from renewable energy sources and fuel cells are sufficient to fast-charge 80 electrical vehicles daily. The energy efficiencies of H2 fuel cell, NH3 fuel cell, CPV/T, wind turbine and energetic COP of the absorption cooling system are found to be 77%, 72%, 45%, 43% and 0.72, respectively. The exergy efficiency of CPV/T and the exergetic COP of the absorption cooling system are found to be 37% and 0.19, respectively. The overall energy and exergy efficiencies of the proposed integrated system are found to be 45% and 19%, respectively

Electric Vehicles (EV) offer eco-friendly transportation, but the growth of the electric vehicle market year over year is very minimal due to insufficient EV charging stations, slow charging time and grid instability during peak hours. This paper proposes a high gain, fast charging DC–DC converter and a control algorithm for grid integrated Solar PV based Electric Vehicle Charging Station (SPV-EVCS) with battery backup. The proposed converter and its control algorithm’s performance are investigated in three different modes using MATLAB/Simulink tool and the simulated results are validated with Real-Time Digital Simulation (RTDS) in OPAL-RT. The observed results meet the Power Quality limits of an IEC61000-3-2 standard and met the level-4 dc charging standard IEC61851.

Abstract Fast‐charging is highly demanded for applications requiring short charging time. However, fast‐charging triggers serious problems, leading to decline in charge acceptance and energy efficiency, accelerated capacity degradation, and safety risk. In this work, a three‐electrode coin cell with a Li metal reference electrode is designed to individually record the potential of two electrodes, and measure the impedance of each electrode by using a power‐optimized graphite‐LiNi0.80Co0.15Al0.05O2 electrode couple. It is shown that regardless of the state‐of‐charge the Li‐ion cell's impedance is contributed predominantly by the cathode, and that the cathode's impedance is dominated by the charge‐transfer resistance. In consistence with the impedance results, polarization of the Li‐ion cell is dominated by the cathode. It is surprised to find that no Li plating occurs on the graphite anode even if the charging rate is increased to 10 C (1 C = 1.30 mA cm−2). The results of this work indicate that low overall impedance with a high cathode‐to‐anode impedance ratio is the key to enabling safe fast‐charging, and that fast‐charging Li‐ion batteries without Li plating on the graphite anode is possible if the cathode and graphite anode are optimistically engineered.

Intercalation-type metal oxides are promising active anode materials for the fabrication of safer rechargeable lithium-ion batteries, as they are capable of minimizing or even eliminating Li plating at low voltages. Due to the excellent cycle performance, high specific capacity and appropriate working potential, TiNb2O7 (TNO) is considered to be the candidate of anode materials. Despite a lot of beneficial characteristics, the slow electrochemical kinetics of the TNO-based anodes limits their wide use. In this paper, TiNb2O7@C was prepared by using the self-polymerization coating characteristics of dopamine to enhance the rate-performance and cycling stability. The TNO@C-2 particles present ideal rate performance with the discharge capacity of 295.6 mA h g−1 at 0.1 C. Moreover, the TNO@C-2 anode materials exhibit initial discharge capacity of 177.4 mA h g−1, providing 91% of capacity retention after 400 cycles at 10 C. The outstanding electrochemical performance can be contributed to the carbon layer, which builds fast lithium ion paths, enhancing the electrical conductivity of TNO. All these results confirm that TNO@C is a valid methodology to enhance rate-performance and cycling stability and is a new way to provide reliable and quickly rechargeable energy storage resources.

Given the ongoing transformation of the transport sector toward electrification, expansion of the current charging infrastructure is essential to meet future charging demands. The lack of fast-charging infrastructure along highways and motorways is a particular obstacle for long-distance travel with battery electric vehicles (BEVs). In this context, we propose a charging infrastructure allocation model that allocates and sizes fast-charging stations along high-level road networks while minimizing the costs for infrastructure investment. The modeling framework is applied to the Austrian highway and motorway network, and the needed expansion of the current fast-charging infrastructure in place is modeled under different future scenarios for 2030. Within these, the share of BEVs in the car fleet, developments in BEV technology and road traffic load changing in the face of future modal shift effects are altered. In particular, we analyze the change in the requirements for fast-charging infrastructure in response to enhanced driving range and growing BEV fleets. The results indicate that improvements in the driving range of BEVs will have limited impact and hardly affect future costs of the expansion of the fast-charging infrastructure. On the contrary, the improvements in the charging power of BEVs have the potential to reduce future infrastructure costs.

Abstract To solve the problems of fast‐charging of lithium‐ion batteries in essence, development of new electrode materials with higher lithium‐ion diffusion coefficients is the key. In this work, a novel flower‐like Ni@SnNi structure is synthesized via a two‐step process design, which consists of the fabrication of Ni cores by spray pyrolysis followed by the formation of SnNi shells via a simple oxidation–reduction reaction. The obtained Ni@SnNi composite exhibits an initial capacity of ≈693 mA h g−1 and a reversible capacity of ≈570 mA h g−1 after 300 charge/discharge cycles at 0.5 C, and maintains 450 mA h g−1 even at a high rate of 3 C. Further, it is proved that a Ni@SnNi composite possesses high lithium‐ion diffusion coefficient (≈10−8), which is much higher than those (≈10−10) reported previously, which can be mainly attributed to the unique flower‐like Ni@SnNi structure. In addition, the full cell performance (Ni@SnNi‐9h/graphite vs LiCoO2) with a capacity ratio of 1.13 (anode/cathode) is also tested. It is found that even at 2 C rate charging/discharging, the capacity retention at 100 cycles is still close to 89%. It means that Ni@SnNi‐9h is a promising anode additive for lithium‐ion batteries with high energy density and power density.

This work presents three demos, which include Electric Buses (EBs) from four various brands with lengths of 12 m and 18 m and an Electric Truck (E-truck) for refuse collection. The technical operation of these EVs were analyzed to implement further operational cost optimization on the demo vehicles. The Electric Vehicles (EVs) were tested against superfast-charging solutions based on Pantograph (Type A & Type B) on the route lines (and depots) and based on Combined Charging System Type 2 (CCS2, Combo2) from various brands to validate the interoperability among several vendors and support further EV integration with more affordable solutions. The optimization includes the calculation of the EBs’ consumption at various seasons and under various operating conditions in order to use optimum battery system design, heating system, optimum EB fleet operation and size and to find the charging solutions properly. The results showed that the EB consumption increases in some cases by 64.5% in wintertime due to heating systems, and the consumption in urban areas is more than that on the route lines outside cities. In the E-truck demo, where the electric heater was replaced with a heat-pump to optimize the energy consumption, it was found that the consumption of the heat-pump is about half of the electric heater under certain operating conditions. Under strict EB schedule, Pantograph charging solutions with power ratings of 300–600 kW have been adopted to charge the batteries of the EBs within 4–10 min. In order to minimize the cumulative costs of energy, (pantograph) charging infrastructure depreciation and battery degradation, as well as depot charging (at the bus operator’s depot), was adopted with a power level of 50–350 kW based on CCS2 and pantograph.

The 3D battery concept applied on silicon–graphite electrodes (Si/C) has revealed a significant improvement of battery performances, including high-rate capability, cycle stability, and cell lifetime. 3D architectures provide free spaces for volume expansion as well as additional lithium diffusion pathways into the electrodes. Therefore, the cell degradation induced by the volume change of silicon as active material can be significantly reduced, and the high-rate capability can be achieved. In order to better understand the impact of 3D electrode architectures on rate capability and degradation process of the thick film silicon–graphite electrodes, we applied laser-induced breakdown spectroscopy (LIBS). A calibration curve was established that enables the quantitative determination of the elemental concentrations in the electrodes. The structured silicon–graphite electrode, which was lithiated by 1C, revealed a homogeneous lithium distribution within the entire electrode. In contrast, a lithium concentration gradient was observed on the unstructured electrode. The lithium concentration was reduced gradually from the top to the button of the electrode, which indicated an inhibited diffusion kinetic at high C-rates. In addition, the LIBS applied on a model electrode with micropillars revealed that the lithium-ions principally diffused along the contour of laser-generated structures into the electrodes at elevated C-rates. The rate capability and electrochemical degradation observed in lithium-ion cells can be correlated to lithium concentration profiles in the electrodes measured by LIBS.

Graphite materials for commercial Li-ion batteries usually undergo special treatment to control specific parameters such as particle size, shape, and surface area to have desirable electrochemical properties. Graphite surfaces can be classified into basal and edge planes in the aspect of the structure of carbons, with the existing defect sites such as functional groups and dislocations. The solid-electrolyte interphase (SEI) mostly forms at the edge plane and defect sites, as Li-ions only intercalate through these non-basal planes, whereas the electrochemical properties of graphite largely depend on its surface heterogeneity due to the difference of reactivity on each plane. In order to quantify the detailed surface structure of graphite materials, local-absorption isotherms were utilized, and the analyzed nanostructural parameters of various commercial graphite samples were correlated with the electrochemical properties of each graphite anode. Thereby, we have confirmed that the fraction of non-basal plane and fast-charging capability has strong linear relations. The pore/non-basal sites are also related to the cycle life by affecting the SEI formation, and the determination of surface heterogeneity and pores of graphite materials can provide powerful parameters that imply the electrochemical performances of commercial graphite.

Electric vehicles (EVs) are being endorsed as the uppermost successor to fuel-powered cars, with timetables for banning the sale of petrol-fueled vehicles announced in many countries. However, the range and charging times of EVs are still considerable concerns. Fast charging could be a solution to consumers’ range anxiety and the acceptance of EVs. Nevertheless, it is a complicated and systematized challenge to realize the fast charging of EVs because it includes the coordinated development of battery cells, including electrode materials, EV battery power systems, charging piles, electric grids, etc. This paper aims to serve as an analysis for the development of fast-charging technology, with a discussion of the current situation, constraints and development direction of EV fast-charging technologies from the macroscale and microscale perspectives of fast-charging challenges. If the problem of fast-charging can be solved, it will satisfy consumers’ demand for 10-min charging and accelerate the development of electric vehicles. This paper summarized the development statuses, issues, and trends of the macro battery technology and micro battery technology. It is emphasized that to essentially solve the problem of fast charging, the development of new battery materials, especially anode materials with improved lithium ion diffusion coefficients, is the key. Finally, it is highlighted that red phosphorus is one of the most promising anodes that can simultaneously satisfy the double standards of high-energy density and fast-charging performance to a maximum degree.

Negative impacts from the dominant use of petroleum-based transportation have propelled the globe towards electrified transportation. With this thrust, many technological challenges are being encountered and addressed, one of which is the development and availability of fast-charging technologies. To compete with petroleum-based transportation, electric vehicle (EV) battery charging times need to decrease to the 5–10 min range. This paper provides a review of EV fast-charging technologies and the impacts on the battery systems, including heat management and associated limitations. In addition, the paper presents promising new approaches and opportunities for power electronic converter topologies and systems level research to advance the state-of-the-art in fast-charging.

Fast charging is an exciting topic in the field of electric and hybrid electric vehicles (EVs/HEVs). In order to achieve faster charging times, fast-charging applications involve high-current profiles which can lead to high cell temperature increase, and in some cases thermal runaways. There has been some research on the impact caused by fast-charging profiles. This research is mostly focused on the electrical, thermal and aging aspects of the cell individually, but these factors are never treated together. In this paper, the thermal progression of the lithium-ion battery under specific fast-charging profiles is investigated and modeled. The cell is a Lithium Nickel Manganese Cobalt Oxide/graphite-based cell (NMC) rated at 20 Ah, and thermal images during fast-charging have been taken at four degradation states: 100%, 90%, 85%, and 80% State-of-Health (SoH). A semi-empirical resistance aging model is developed using gathered data from extensive cycling and calendar aging tests, which is coupled to an electrothermal model. This novel combined model achieves good agreement with the measurements, with simulation results always within 2 °C of the measured values. This study presents a modeling methodology that is usable to predict the potential temperature distribution for lithium-ion batteries (LiBs) during fast-charging profiles at different aging states, which would be of benefit for Battery Management Systems (BMS) in future thermal strategies.