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KR-20260066045-A - Solid-state lithium-ion battery with long cycle life and ultra-fast charging

KR20260066045AKR 20260066045 AKR20260066045 AKR 20260066045AKR-20260066045-A

Abstract

A solid-state lithium-ion battery with a long cycle life and ultra-fast charging is disclosed. Excellent cycle life is enabled by disordered rock salt Li₃V₂O₅ , an ultra-stable lithium vanadium oxide-based anode material. This anode material has a working potential of approximately 0.6 V relative to Li/ Li⁺ , a 3D Li⁻-ion transport pathway, and a linear expansion rate of less than 2 % . These characteristics enable rapid lithium transport, eliminate lithium metal deposition, and provide an extremely long cycle life. Furthermore, the use of a solid electrolyte such as Li₅₄PS₄₄Cl₁₆₅₀ results in no phase change or concentration polarization at the electrode , providing high-rate capability and a wide operating temperature range. A solid-state lithium-ion battery can be configured to provide more than 5,000 cycles to 80% capacity, an ultra-fast charging time of 3 minutes to 80% charge, energy densities exceeding 200 W·h/kg and 650 W·h/L, and a wide operating temperature range of -80°C to 350°C.

Inventors

  • 류 하오동
  • 류 핑
  • 라 오 헤라르도 호세

Assignees

  • 티패스트

Dates

Publication Date
20260512
Application Date
20240628
Priority Date
20240627

Claims (20)

  1. As a solid-state lithium-ion battery, An anode layer comprising lithium vanadium oxide, wherein the lithium vanadium oxide has a composition given by Li a V b O c (where a = 0.001–10, b = 1–3, c = 1–9, and a , b , and c are selected to balance the charge of Li a V b O c ), and the Li a V b O c can be reversibly lithiated, and at least a portion of the Li a V b O c An anode layer having a disordered rock salt structure of the space group; A solid electrolyte layer comprising a solid electrolyte; and It includes a cathode layer comprising a cathode material, and A solid-state lithium-ion battery in which the solid electrolyte layer is interposed between the anode layer and the cathode layer.
  2. In claim 1, about 0.01 wt% to 100 wt% of the above Li a V b O c is A solid-state lithium-ion battery having a disordered rock salt structure of the space group.
  3. In claim 1, the Li a V b O c is from the group consisting of Li 3 V 2 O 5 , Li 4 V 2 O 5 , Li 5 V 2 O 5 , Li V 2 O 5 , Li 0.001 V 2 O 5 , Li 2 V 2 O 5 , Li 0.001 VO 2 , Li VO 2 , Li 2 VO 2 , Li 0.001 VO 3 , Li VO 3 , Li 2 VO 3, Li 3 VO 3 , Li 0.001 V 3 O 8 , Li V 3 O 8 , Li 2 V 3 O 8 , Li 3 V 3 O 8 , Li 0.001 V 2 O 3 , Li V 2 O 3 , Li 2 V 2 O 3 , Li 3 V 2 O 3 , and combinations thereof. Selected, solid-state lithium-ion battery.
  4. In claim 1, the lithium vanadium oxide further comprises a dopant M chemically or physically incorporated in the lithium vanadium oxide such that its composition is given as Li a V b O c M d (where d = 0.001 to 3, and a , b , c , and d are selected to balance the charge of Li a V b O c M d ), and the Li a V b O c M d can be reversibly lithiated, and at least a portion of the Li a V b O c M d A solid-state lithium-ion battery having a disordered rock salt structure of the space group.
  5. In paragraph 4, about 0.01 wt% to 100 wt% of the above Li a V b O c M d is A solid-state lithium-ion battery having a disordered rock salt structure of the space group.
  6. A solid-state lithium-ion battery according to claim 4, wherein the dopant M is selected from the group consisting of Na, K, Be, Mg, Ca, Zn, Fe, Co, Ni, Cu, Ag, Sc, B, Y, Al, La, Si, Ge, Sn, Ti, Zr, Mn, P, Nb, Ta, Cr, Mo, W, Se, N, S, F, Cl, Br, I, and combinations thereof.
  7. A solid-state lithium-ion battery according to claim 1, wherein the solid electrolyte is selected from the group consisting of oxides, sulfides, phosphates, argyrodite, β-aluminas, LISICON, garnet, NASICON, perovskite, antiperovskite, lithium nitride, lithium hydride, lithium phosphidotrielate and phosphidotetrellate, lithium metal halides, LIPON, lithium thiophosphate, and combinations thereof.
  8. A solid-state lithium-ion battery according to claim 1, wherein the solid electrolyte is a sulfur-based superionic conductor.
  9. In claim 8, the above-mentioned sulfur-based superionic conductor is a solid-state lithium-ion battery, wherein the sulfur-based superionic conductor is halogen-containing lithium argyrodite.
  10. A solid-state lithium-ion battery according to claim 9, wherein the halogen-containing lithium argyrodite is selected from Li 6-ε PS 5-ε X 1+ε (where -1 < ε ≤ 1 and X = F, Cl, Br, I, or a combination thereof).
  11. A solid-state lithium-ion battery according to claim 10, wherein X = Cl and 0 ≤ ε ≤ 0.8.
  12. A solid - state lithium - ion battery , wherein the sulfur - based superionic conductor is selected from the group consisting of Li₂SP₂S₅ , Li₆P₃S₁¹ , Li₆GeP₂S₁¹² , Li₆SiPS₅ , Li₆PS₄ , Li₆X₅Zn₆X₅PS₄ ( 0 ≤ x < 1 ) , and combinations thereof.
  13. A solid-state lithium-ion battery according to claim 1, wherein the solid electrolyte is an oxide-based superionic conductor.
  14. A solid-state lithium - ion battery, wherein the oxide-based superionic conductor is selected from the group consisting of Li- Al₂O₃ , Li₆La₃Zr₂O₁₂ , Li₂ +2 x Zn₁- x GeO₄ (0 ≤ x ≤ 1 ), Li₁ + x Zr₂Si x P₃- x O₁₂ (0 < x < 3 ), La₂ /3- x Li₃ x TiO₃ (0 < x < 2/3), Li x X₁₀X₂₂O₁₂ ( X₁ = La, Nd , Mg , or Ba; X₂ = Te, Ta, Nb, Zr, or In; 0 < x < 7), and combinations thereof.
  15. A solid-state lithium-ion battery according to claim 1, wherein the solid electrolyte is a phosphate-based superionic conductor.
  16. A solid - state lithium - ion battery according to claim 15, wherein the phosphate-based superionic conductor is selected from the group consisting of Li₃PO₄ , Li₁₀x₁x₁x₂x₆x ( PO₄ ) ₃ ( where X₁ = Al, La, In, or Cr; X₂ = Ti, Ge, Zr, Hf, or Sn; 0 < x < 2), and combinations thereof.
  17. A solid-state lithium-ion battery according to claim 1, wherein the solid electrolyte is a nitride-based superionic conductor.
  18. In claim 17, the nitride-based superionic conductor is a solid - state lithium -ion battery selected from the group consisting of Li₃N , Li₆x₆PO₄y₀Nz₁ (0 < x ≤ 3; 0 < y ≤ 4; and 0 < z ≤ 1), and combinations thereof.
  19. A solid-state lithium-ion battery according to claim 1, wherein the solid electrolyte is a hydride-based superionic conductor.
  20. In claim 19, the hydride-based superionic conductor is selected from the group consisting of LiBH₄ , LiCB₄H₁₀ , LiCB₄H₁₂ , and combinations thereof, a solid-state lithium -ion battery.

Description

Solid-state lithium-ion battery with long cycle life and ultra-fast charging Priority data This international patent application claims priority to U.S. Provisional Application No. 63/524,256 filed June 30, 2023, U.S. Patent Application No. 18/756,013 filed June 27, 2024, and U.S. Patent Application No. 18/756,022 filed June 27, 2024, each of which is incorporated herein by reference. Technology field The present invention generally relates to a solid-state lithium-ion battery and a method for manufacturing and using a solid-state lithium-ion battery. To drive the electrification of transportation, the U.S. power grid must be doubled by 2050, based on the assumption that 186 million light vehicles (two-thirds of all light vehicles) will transition from internal combustion engines to electric energy. This transition requires massive investment in new transmission lines and distribution systems, and investment could exceed $1 trillion by 2050, when all 186 million light electric vehicles (EVs) are in operation. More than 90% of this projected investment will be directed toward the final stage of power supply—the distribution system connected to EV charging stations, which includes substations, circuits, switches, and transformers. Optimized EV charging and vehicle-to-grid integration can reduce the required distribution investment by approximately 70%, or up to $600 billion, by minimizing congestion at the distribution level, enabling bidirectional energy transmission, storing energy closer to the load, and integrating widely distributed renewable energy. Rechargeable lithium-ion (Li-ion) batteries, capable of safely charging and discharging at high speeds, are suitable for electric transportation, portable electronic devices, grid storage systems, and other applications. Rechargeable Li-ion batteries have made mobile devices and personal computers essentials of modern society. While significant advancements have continued in battery technology (e.g., energy density and structural stability), the charging speed of Li-ion batteries still requires substantial progress. Although Li-ion batteries can achieve high energy density, their charging speed is limited by the battery's anode material. Graphite has been used as the primary anode material for rechargeable lithium-ion batteries to date due to its low cost, high reversibility, and working potential similar to that of lithium metal. Thanks to these properties, batteries with high specific energy and long cycle life have been developed. Currently available high-energy-density Li-ion batteries based on graphite anodes achieve high energy densities exceeding 250 W·h/kg. However, these Li-ion batteries require several hours to charge. The demand for ultra-fast charging poses a significant challenge to graphite. At high charging rates, the anode potential of graphite drops below the lithium deposition potential, leading to lithium deposition that can degrade lifespan and safety. Reducing battery charging times to minutes results in energy loss and significantly shortens the cycle life of Li-ion batteries using graphite anodes. Slightly increasing the anode potential can resolve lithium deposition. The commercially available state-of-the-art anode for ultra-fast charging Li - ion batteries is lithium titanate, Li₄Ti₅O₁₂ (LTO). Li₄Ti₅O₁₂ is generally a safe material and can be charged within less than 10 minutes for multiple cycles, but its energy density is less than 90 W· h/kg. Li₄Ti₅O₁₂ has a potential of approximately 1.5 V relative to Li/ Li⁺ , which provides a 2.5 V Li-ion battery when paired with a commercially available 4 V cathode. Due to its low energy density, applications for LTO have been primarily limited to buses and utility vehicles. The potential of other insertable anodes, such as LiV 0.5 Ti 0.5 S 2, is about 1 V, which is still much higher than the desired level. Alloy anodes (e.g., anodes using aluminum alloy) can have an ideal potential of 0.5 V and large capacity, but cycling stability remains questionable even under normal operating conditions, and even more so in the case of ultra-fast charging. Since none of the state-of-the-art systems can simultaneously achieve high energy density and high power density, this defines a technological gap. A significant challenge in the widespread adoption of vehicle-to-grid connectivity is battery degradation resulting from high wear caused by excessive use during frequent discharge (while driving an EV) and charging (while connected to the grid for recharging). Similar challenges exist in heavy-duty vehicles, construction vehicles, two-wheeled vehicles, boats, robots, drones, electric vertical take-off and landing aircraft, and many other commercial applications. Considering existing technology, there remains a need for improved Li-ion batteries. There is a particular demand for safe Li-ion batteries that can achieve rapid charging in less than 10 minutes, have an energy density of at least 100 W·h/kg, and