Pre-lithiated anodes in battery cells for electric vehicles

Abstract

The present invention provides systems, devices, and methods for providing electrical energy to electric vehicles. A battery pack can be placed in an electric vehicle to power the electric vehicle. Battery cells can be disposed in the battery pack. The battery cells can have a housing. The housing can define a cavity therein. The battery cells can have an electrolyte disposed within the cavity. The battery cells can have a cathode disposed within the cavity along one side of the electrolyte. The battery cells can have an anode disposed within the cavity along another side of the electrolyte. The anode can have a silicon-carbon structure. The silicon-carbon structure can be doped with lithium material prior to an initial charge cycle of the battery cell. The negative electrode capacity of the anode is 20-50% greater than the positive electrode capacity of the cathode.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to U.S. Patent Application No. 16 / 220,965, filed December 14, 2018, the contents of which are incorporated herein by reference in their entirety for all purposes. Background Art

[0003] A battery may include electrochemical cells that provide power to various electrical components to which it is connected. Summary of the Invention

[0004] For example, the present disclosure relates to battery cells for use in battery packs in electric vehicles.

[0005] At least one aspect of the present disclosure relates to an apparatus for providing electrical energy to an electric vehicle. The apparatus may include a battery pack. The battery pack may be placed in an electric vehicle to power the electric vehicle. The apparatus may include a battery cell. The battery cell may be disposed in the battery pack. The battery cell may have a housing. The housing may define a cavity within the housing of the battery cell. The battery cell may have an electrolyte. The electrolyte may have a first side and a second side. The electrolyte may transport ions between the first side and the second side. The electrolyte may be disposed in the cavity. The battery cell may have a cathode. The cathode may be placed in the cavity along the first side of the electrolyte. The cathode may be electrically coupled to a positive terminal. The cathode may have a positive electrode capacity. The battery cell may have an anode. The anode may be placed in the cavity along the second side of the electrolyte. The anode may have a silicon-carbon structure. Prior to an initial charge cycle of the battery cell, the silicon-carbon structure may be doped with lithium material. The negative electrode capacity of the anode may be 20-50% greater than the positive electrode capacity of the cathode. The anode may be electrically coupled to a negative terminal.

[0006] At least one aspect of the present disclosure relates to a method for providing a battery cell for powering an electric vehicle. The method may include placing a battery pack in an electric vehicle to power the electric vehicle. The method may include providing a housing for the battery cells in the battery pack. The housing may define a cavity within the housing of the battery cell. The method may include providing an electrolyte in the cavity of the battery cell. The electrolyte may have a first side and a second side for transporting ions between the first side and the second side. The method may include placing a cathode in the cavity of the battery cell along the first side of the electrolyte. The cathode may be electrically coupled to a positive terminal. The cathode may have a positive electrode capacity. The method may include placing an anode in the cavity along the second side of the electrolyte. The anode may be electrically coupled to a negative terminal. The anode may have a silicon-carbon structure. The silicon-carbon structure may be doped with lithium material before an initial charge cycle of the battery cell. The negative electrode capacity of the anode is 20-50% greater than the positive electrode capacity of the cathode. The anode may be electrically coupled to the negative terminal.

[0007] At least one aspect of the present disclosure relates to an electric vehicle. An electric vehicle may include one or more components. The electric vehicle may include a battery pack that powers the one or more components. The electric vehicle may include battery cells. The battery cells may be disposed in a battery pack. The battery cells may have a housing. The housing may define a cavity within the housing of the battery cell. The battery cell may have an electrolyte. The electrolyte may have a first side and a second side. The electrolyte may transport ions between the first side and the second side. The electrolyte may be disposed in the cavity. The battery cell may have a cathode. The cathode may be positioned within the cavity along the first side of the electrolyte. The cathode may be electrically coupled to a positive terminal. The cathode may have a positive electrode capacity. The battery cell may have an anode. The anode may be positioned within the cavity along the second side of the electrolyte. The anode may have a silicon-carbon structure. The silicon-carbon structure may be doped with lithium material before an initial charge cycle of the battery cell. The negative electrode capacity of the anode may be 20-50% greater than the positive electrode capacity of the cathode. The anode may be electrically coupled to a negative terminal.

[0008] At least one aspect of the present disclosure relates to a method. The method may include providing a device. The device may be included in an electric vehicle. The device may include a battery cell. The battery cell may be disposed in a battery pack. The battery cell may have a housing. The housing may define a cavity within the housing of the battery cell. The battery cell may have an electrolyte. The electrolyte may have a first side and a second side. The electrolyte may transport ions between the first side and the second side. The electrolyte may be disposed in the cavity. The battery cell may have a cathode. The cathode may be positioned within the cavity along the first side of the electrolyte. The cathode may be electrically coupled to a positive terminal. The cathode may have a positive electrode capacity. The battery cell may have an anode. The anode may be positioned within the cavity along the second side of the electrolyte. The anode may have a silicon-carbon structure. The silicon-carbon structure may be doped with lithium material before an initial charge cycle of the battery cell. The negative electrode capacity of the anode may be 20-50% greater than the positive electrode capacity of the cathode. The anode may be electrically coupled to a negative terminal.

[0009] At least one aspect of the present disclosure relates to a battery cell. The battery cell can provide power for an electric vehicle. The battery cell can be placed in a battery pack. The battery pack can be placed in the electric vehicle to at least partially power the electric vehicle. The battery cell has a housing that defines a cavity within the housing of the battery cell. The battery cell can include an electrolyte having a first side and a second side, the electrolyte transporting ions between the first side and the second side. The electrolyte can be disposed in the cavity. The battery cell can include a cathode disposed in the cavity along the first side of the electrolyte. The cathode can be electrically coupled to a positive terminal. The cathode can have a positive electrode capacity. The battery cell can include an anode disposed in the cavity along the second side of the electrolyte. The anode can have a silicon-carbon structure that can be doped with a lithium material prior to an initial charge cycle of the battery cell. The negative electrode capacity of the anode is 20-50% greater than the positive electrode capacity of the cathode. The anode can be electrically coupled to a negative terminal.

[0010] These and other aspects and embodiments are discussed in detail below. The above information and the following detailed description include examples of the various aspects and embodiments and provide an overview or framework for understanding the nature and character of the claimed aspects and embodiments. The accompanying drawings provide detailed descriptions and further understanding of the various aspects and embodiments and are incorporated into and constitute a part of the specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The drawings are not drawn to scale. The same reference numbers and symbols in the various drawings represent the same elements. For the sake of brevity, not every element is labeled in each drawing.

[0012] Figure 1 is an isometric cross-sectional perspective view of an exemplary battery cell for powering an electric vehicle;

[0013] Figure 2 is a cross-sectional block diagram of an exemplary battery cell for powering an electric vehicle;

[0014] Figure 3 is a block diagram of a cross-sectional view of an exemplary apparatus for powering an electric vehicle;

[0015] Figure 4 is a block diagram of a top view of an exemplary apparatus for powering an electric vehicle;

[0016] Figure 5 is a block diagram of a cross-sectional view of an exemplary electric vehicle with a battery pack installed;

[0017] Figure 6 is a flow chart of an exemplary method of assembling battery cells for an electric vehicle battery pack;

[0018] Figure 7is a flow chart of an exemplary method of providing battery cells for a battery pack of an electric vehicle. DETAILED DESCRIPTION

[0019] Various concepts and implementations thereof related to battery cells for battery packs in electric vehicles are described in greater detail below.The various concepts introduced above and discussed in detail below can be implemented in any number of ways.

[0020] This document describes battery cells for use in battery packs in electric vehicles for automotive configurations. An automotive configuration includes the configuration, arrangement, or network of electrical, electronic, mechanical, or electromechanical devices within any type of vehicle. An automotive configuration may include battery cells for use in battery packs in electric vehicles (EVs). Electric vehicles may include automobiles, cars, motorcycles, scooters, buses, passenger or commercial trucks, and other vehicles, such as marine or air vehicles, airplanes, helicopters, submarines, boats, or drones. Electric vehicles may be fully autonomous, partially autonomous, or unmanned.

[0021] Lithium-ion battery cells can be used to power components and store electrical energy in electric vehicles or other settings. In a lithium-ion battery cell, lithium ions can move from the positive electrode to the negative electrode during charging and from the negative electrode back to the positive electrode during discharge. Each component of a lithium-ion battery cell can be at least partially comprised of a lithium material or other substance to carry lithium ions through the cell. The cathode of a lithium-ion battery cell can include a lithium-based oxide material. The electrolyte of a lithium-ion battery cell can also include a lithium compound in the form of a salt dissolved in a liquid or a solid powder, or can include a polymer material. The lithium-ion anode can include a lithium base or graphite.

[0022] The use of lithium or graphite in the anode faces many technical challenges in the operation or endurance of lithium-ion battery cells. For example, as the battery cell is repeatedly charged and discharged, lithium material may accumulate in the anode of the battery cell. Furthermore, the uneven distribution of lithium material may cause dendritic growth of lithium. The dendritic growth of lithium in the anode may eventually pierce the electrolyte and contact the cathode, causing the battery cell to short-circuit or fail. In addition, due to the energy capacity of lithium or graphite, the rate of charging of the battery cell may be limited by the use of lithium-based compounds or graphite in the anode. After the stored electrical energy is discharged and consumed, the slower charging rate may hinder the reuse of the battery cell.

[0023] The use of other materials such as silicon-based compounds (e.g., silicon carbon) in combination can slow the dendritic growth of lithium along the anode side of the battery cell and can increase the charge rate of the lithium-ion battery cell. Including silicon in the anode of the battery cell can reduce the possibility of lithium dendritic growth by absorbing lithium ions received through the electrolyte. Compared to silicon, lithium-based or graphite-based anodes may lack the ability to absorb lithium ions. Secondly, the use of silicon may increase the charge rate of the battery cell. Silicon can have a higher energy density than lithium-based or graphite compounds.

[0024] While incorporating silicon-based compounds into anodes can offer advantages over lithium-based or graphite anodes, incorporating silicon-based compounds into the anodes of lithium-ion battery cells is difficult. For example, silicon-based anodes can absorb and consume lithium ions received by the electrolyte along the surface between the anode and the electrolyte, making the lithium retained by the anode parasitic and irreversible even during discharge. As lithium-ion battery cells cycle, a solid electrolyte interface (SEI) may form between the silicon-based anode and the electrolyte. The formation of the SEI may increase the resistance through the battery cell, thereby reducing the output power and also shortening the life of the battery cell.

[0025] In addition, the absorption of lithium ions received through the electrolyte may cause the silicon in the anode to expand in volume (e.g., by 300%). The volume expansion may be because the occupancy of lithium ions within the lattice structure of the silicon in the anode may increase the spacing between each silicon atom in the structure. The expansion of the silicon may cause the battery cell to increase in volume and eventually cause the silicon in the anode to rupture. The expansion may also cause mechanical failure of the casing containing the battery cell contents and reduce the life of the battery cell. High concentrations of silicon may exacerbate these deleterious effects.

[0026] To address the technical challenges posed by incorporating silicon into the anode, pre-lithiated porous silicon-carbon (SiC) structures with suitable parameters can be used as anodes for lithium-ion battery cells. The negative-to-positive (NP) capacity ratio of battery cells with silicon-based compounds as anodes can be made between 1.2 and 1.5. In contrast, battery cells with a NP capacity ratio between 1.0 and 1.1 have higher energy density (a desirable property), while battery cells with a NP capacity ratio between 1.2 and 1.5 have lower energy density (an undesirable property). The reduced battery cell energy density can be offset by a specific capacity of the anode in the range of 500 mAh / g to 2500 mAh / g. However, battery cells with a NP capacity ratio between 1.0 and 1.1 may suffer from parasitic irreversibility caused by lithium ions accumulated between the anode and the electrolyte. In contrast, battery cells with a higher NP capacity ratio (1.2-1.5) can reduce the deleterious effects of parasitic irreversibility.

[0027] The silicon-carbon structure in the battery cell anode can be pre-lithiated at a concentration between 3% and 50% to compensate for the reduction in energy capacity caused by the higher negative-to-positive capacity ratio (1.2-1.5). In contrast, battery cells with lower negative-to-positive capacity ratios (1.0-1.1) and silicon-based anodes can be designed with low or no pre-doped lithium (e.g., less than 3%) to cope with expansion by allowing lithium ions from the electrolyte to reside in the anode. However, the pre-lithiation dose can offset the initial reaction that causes parasitic irreversibility (e.g., 20% to 30%) and can reduce the risk of lithium plating on the anode. The lithium dose can also provide a lithium reservoir to increase the energy capacity of the anode.

[0028] Pre-doping silicon with lithium can enable thin anodes and low densities in lithium-ion battery cells. The silicon structure can be a silicon-carbon composite, which can be a porous nanostructure to reduce volume expansion. In anodes without this structure, the density of the anode material (e.g., graphite or silicon-graphite) can be as high as 1.6 g / cc due to energy density and conductivity. However, in silicon-carbon anodes, these issues can be addressed by pre-doping with lithium. As a result, the tap density of the active material (e.g., silicon) can be reduced to 1.3 g / cc, allowing for some volume expansion during cell charging and lithiation. The low tap density of the active material can reduce the amount of silicon expansion (e.g., by 30% to 50%) because there is space between the silicon for lithium ions from the electrolyte to occupy. The low tap density can also be compensated by having an active material with a higher gravimetric capacity, set at 800 mAh / cc to 3000 mAh / cc. Thus, battery cells configured in this manner with a pre-lithiated porous silicon-carbon (SiC) structure can reduce or eliminate parasitic irreversibility and volume expansion.

[0029] Figure 1 An isometric cross-sectional view of a battery cell 100 for powering an electric vehicle is depicted. The battery cell 100 may be part of a system or device that powers components of an electric vehicle, which may include a battery pack and other components that power the electric vehicle or other devices. The battery cell 100 may be a lithium-ion battery cell that powers an electrical component (e.g., a component of the electric vehicle or a component other than components installed in the electric vehicle). The battery cell 100 may be a solid-state battery cell or a non-solid-state battery cell. The battery cell 100 may include a housing 105. The housing 105 may be contained within a battery module, battery pack, or battery array installed in the electric vehicle. The housing 105 may have any shape. The housing 105 may be cylindrical, having a circular (e.g., as shown), oval, or oblong base, for example. The housing 105 may also be prismatic, having a polygonal base, such as a triangular, square, rectangular, pentagonal, or hexagonal base, for example. The length (or height) of the housing 105 may range from 65 mm to 120 mm. The width of the housing 105 (or diameter of the cylindrical example shown) is in the range of 18 mm to 45 mm. The thickness of the housing 105 may be in the range of 100 mm to 200 mm.

[0030] The housing 105 of the battery cell 100 may include one or more materials having different electrical or thermal conductivities, or a combination thereof. Electrically and thermally conductive materials for the housing 105 of the battery cell 100 may include metal materials such as aluminum, aluminum alloys containing copper, silicon, tin, magnesium, manganese, or zinc (e.g., aluminum 1000, 4000, or 5000 series), iron, iron-carbon alloys (e.g., steel), silver, nickel, copper, and copper alloys. Electrically insulating and thermally conductive materials for the housing 105 of the battery cell 100 may include ceramic materials (e.g., silicon nitride, titanium carbide, zirconium dioxide, beryllium oxide, etc.) and thermoplastic materials (e.g., polyethylene, polypropylene, polystyrene, polyvinyl chloride, or nylon).

[0031] The housing 105 of the battery cell 100 may have at least one side surface, such as a top surface 110 and a bottom surface 115. The top surface 110 may correspond to the top side of the housing 105. The top surface 110 may be an integral part of the housing 105. The top surface 110 may be separated from the housing 105 and added to the top side of the housing 105. The bottom surface 115 may correspond to the bottom side of the housing 105 and may be opposite the top surface 110. The bottom surface 115 may correspond to the top side of the housing 105. The bottom surface 115 may be an integral part of the housing 105. The top surface 110 may be separated from the housing 105 and added to the top side of the housing 105. The housing 105 of the battery cell 100 may have at least one longitudinal surface, such as a sidewall 120. The sidewall 120 may extend between the top surface 110 and the bottom surface 115 of the housing. The sidewall 120 may have a recessed portion (sometimes also referred to herein as a neck or curled area) thereon. The top surface 110, the bottom surface 115, and the sidewalls 120 can define a cavity 125 in the housing 105. The cavity 125 can correspond to an empty space, area, or volume within the housing 105 to accommodate the contents of the battery cell 100. The cavity 125 is confined within the top surface 110, the bottom surface 115, and the sidewalls 120 of the housing 105.

[0032] The battery cell 100 may include at least one cathode layer 130 (sometimes also referred to herein as a cathode). The cathode layer 130 may be located, disposed in, or otherwise placed in the cavity 125 defined by the housing 105. At least a portion of the cathode layer 130 may be in contact with or flush with the inner side of the sidewall 120. At least a portion of the cathode layer 130 may be in contact with or flush with the inner side of the bottom surface 115. The cathode layer 130 may output a conventional current from the battery cell 100 and may receive electrons during operation of the battery cell 100. The cathode layer 130 may also release lithium ions during operation of the battery cell 100. The cathode layer 130 may include a solid cathode material, such as a lithium-based oxide material or a phosphate. The cathode layer 130 may include lithium cobalt oxide (LiCoO2), lithium iron phosphate (LiFePO4), lithium manganese oxide (LiMn2O4), lithium nickel manganese cobalt oxide (LiNix Mn y Co z O2) and lithium nickel cobalt aluminum oxide (LiNiCoAlO2), and other lithium-based materials. The length (or height) of the cathode layer 130 can be in the range of 50 mm to 120 mm. The width of the cathode layer 130 can be in the range of 50 mm to 2000 mm. The area loading of the cathode layer 130 can be in the range of 5 mg / cm 2 to 50mg / cm 2 The thickness of the cathode layer 130 may be in the range of 5 μm to 200 μm.

[0033] The battery cell 100 may include at least one anode layer 135 (sometimes also referred to herein as an anode). The anode layer 135 may be located, disposed in, or otherwise placed in the cavity 125 defined by the housing 105. At least a portion of the anode layer 135 may be in contact with or flush with the inner side of the side wall 120. At least a portion of the anode layer 135 may be in contact with or flush with the inner side of the bottom surface 115. The anode layer 135 may receive a conventional current input to the battery cell 100 and output electrons during operation of the battery cell 100 (e.g., charging and discharging of the battery cell 100). The anode layer 135 may include a solid anode material. For example, the anode layer 135 may include a silicon carbon (silicon carbide) material. The length (or height) of the anode layer 135 is in the range of 50 mm to 120 mm. The width of the anode layer 135 is in the range of 50 mm to 2000 mm. The area loading of the anode layer 135 may be 1 mg / cm 2 to 50mg / cm 2 The thickness of the anode layer 135 may be in the range of 5 μm to 200 μm.

[0034] The battery cell 100 may include an electrolyte layer 140 (sometimes referred to herein as a solid electrolyte). The electrolyte layer 140 may be located, disposed in, or otherwise positioned within the cavity 125 defined by the housing 105. At least a portion of the electrolyte layer 140 may be in contact with or flush with the inner side of the sidewall 120. At least a portion of the electrolyte layer 140 may be in contact with or flush with the inner side of the bottom surface 115. The electrolyte layer 140 may be disposed between the anode layer 135 and the cathode layer 130 to separate the anode layer 135 and the cathode layer 130. The electrolyte layer 140 may transport ions between the anode layer 135 and the cathode layer 130. The electrolyte layer 140 may transport cations from the anode layer 135 to the cathode layer 130 during operation of the battery cell 100. The electrolyte layer 140 may transport anions (e.g., lithium ions) from the cathode layer 130 to the anode layer 135 during operation of the battery cell 100. The length (or height) of the electrolyte layer 140 ranges from 50 mm to 115 mm. The width of the electrolyte layer 140 is in the range of 50 mm to 2000 mm. The thickness of the electrolyte layer 140 may be in the range of 10 μm to 100 μm.

[0035] The electrolyte layer 140 may include a solid electrolyte material. The electrolyte layer 140 may include a ceramic electrolyte material, such as lithium phosphorus oxynitride (Li x PO y N z ), lithium germanium phosphate sulfur (Li 10 GeP2S 12 ), LGPS group (such as Li a Si b P c S d Cl e 、Li a P c S d He Li a Ge b P c S d ) materials, lithium superion conductors (such as Li 2+2x Zn 1-x GeO4), lithium lanthanum titanate (Li a La b Ti c O d ), lithium lanthanum zirconate (Li a La b Zr c O d ), yttria-stabilized zirconia (YSZ), NASICON (Na3Zr2Si2PO 12), β-alumina solid electrolyte (BASE), perovskite ceramics (e.g., strontium titanate (SrTiO3)), etc. The electrolyte layer 140 may include a polymer electrolyte material such as polyacrylonitrile (PAN), polyethylene oxide (PEO), polymethyl methacrylate (PMMA), polyvinylidene fluoride, etc. The electrolyte layer 140 may include a glass electrolyte material such as lithium sulfide-phosphorus pentasulfide (Li2S-P2S5), lithium sulfide-boron sulfide (Li2S-B2S3), and tin sulfide-phosphorus pentasulfide (SnS-P2S5). The electrolyte material 140 may include any combination of ceramic electrolyte materials, polymer electrolyte materials, glass electrolyte materials, etc. The electrolyte layer 140 may include a membrane to accommodate a liquid electrolyte material dissolved in an organic solvent. The membrane of the electrolyte layer 140 may store and maintain the liquid electrolyte material dissolved in the organic solvent. The liquid electrolyte material used for the electrolyte layer 140 may include lithium tetrafluoroborate (LiBF4), lithium hexafluorophosphate (LiPF6), lithium perchlorate (LiClO4), etc. The organic solvent used for the electrolyte layer 140 may include dimethyl carbonate (DMC), ethylene carbonate (EC), diethyl carbonate (DEC), etc.

[0036] The battery cell 100 may include at least one central support 145. The central support 145 may be located, disposed in, or otherwise placed in the cavity 125 defined by the housing 105. At least a portion of the central support 145 may be in contact with or flush with the inner side of the sidewall 120. At least a portion of the central support 145 may be in contact with or flush with the inner side of the bottom surface 115. The central support 145 may be located within the hollow defined by the anode layer 135, the cathode layer 130, or the electrolyte layer 140. The central support 145 within the hollow may wrap around any structure or component of the anode layer 135, the cathode layer 130, or the electrolyte layer 140 in a stacked form. The central support 145 may include an electrically insulating material and may not serve as a positive terminal or a negative terminal for the battery cell 100. The battery cell 100 may also lack or not include a central support 145.

[0037] Figure 21 is a cross-sectional view of a battery cell 100 for powering an electric vehicle. As shown, the battery cell 100 may include at least one positive terminal 200. The positive terminal 200 may correspond to a terminal at which conventional current may be output from the battery cell 100 and electrons may be received during operation of the battery cell 100 (e.g., charging or discharging of the battery cell 100). The positive terminal 200 may be defined at any location of the housing 105, such as the top surface 110, the bottom surface 115, and the sidewall 120. For example, the positive terminal 200 may be defined along the top surface 110 of the housing 105. The positive terminal 200 may correspond to at least a portion of the top surface 110 of the housing 105. The positive terminal 200 may be electrically coupled to at least a portion of the top surface 110 of the housing 105. The positive terminal 200 may be electrically coupled to the cathode layer 135 disposed within the cavity 130 of the housing 105.

[0038] The battery cell 100 may include at least one positive bonding element 205. The positive bonding element 205 may correspond to a conductive wire. Conductive materials for the positive bonding element 205 may include metallic materials such as aluminum, aluminum alloys with copper, silicon, tin, magnesium, manganese, or zinc (e.g., aluminum 1000, 4000, or 5000 series), iron, iron-carbon alloys (e.g., steel), silver, nickel, copper, and copper alloys. The positive bonding element 205 may partially extend within the cavity 125 defined by the housing 105. The positive bonding element 205 may correspond to the positive terminal 200 of the battery cell 100. The positive bonding element 205 may electrically couple the cathode layer 130 disposed in the cavity 125 of the housing 105 to the positive terminal 200 to transport conventional current to the cathode layer 130.

[0039] The battery cell 100 may include at least one positive conductive layer 210. The positive conductive layer 210 may be positioned or disposed at one end of the cathode layer 130, which is positioned in the cavity 125 of the housing 105. The positive conductive layer 210 may be in at least partial physical contact with a portion of the cathode layer 130 (e.g., the top end as shown or along a longitudinal side). The positive conductive layer 210 may electrically couple the positive electrode junction element 205 to the cathode layer 130 positioned in the cavity 125 of the housing 105. The positive conductive layer 210 may be attached, welded, glued, or otherwise connected to the positive electrode junction element 205. During operation of the battery cell 100, the positive conductive layer 210 may carry conventional current to the cathode layer 130. The conductive material for the positive electrode conductive layer 210 may include metal materials such as aluminum, aluminum alloys containing copper, silicon, tin, magnesium, manganese, or zinc (e.g., aluminum 1000, 4000, or 5000 series), iron, iron-carbon alloys (e.g., steel), silver, nickel, copper, and copper alloys. The conductive material for the positive electrode conductive layer 210 may also include carbon-based materials such as graphite, carbon fiber, and the like.

[0040] The battery cell 100 may include at least one negative terminal 215. The negative terminal 215 may correspond to a terminal at which conventional current is received into the battery cell 100 and electrons are released during operation of the battery cell 100. The negative terminal 215 may be defined anywhere on the housing 105, such as the top surface 110, the bottom surface 115, and the sidewall 120. For example, the negative terminal 215 may be defined along the sidewall 120 of the housing 105. The negative terminal 215 may correspond to at least a portion of the sidewall 120 of the housing 105. The negative terminal 215 may be electrically coupled to at least a portion of the sidewall 120 of the housing 105. The negative terminal 215 may be electrically coupled to the anode layer 135 disposed within the cavity 125 of the housing 105.

[0041] The battery cell 100 may include at least one negative electrode joining element 220. The negative electrode joining element 220 may correspond to a conductive wire. The conductive material used for the negative electrode joining element 220 may include a metal material such as aluminum, an aluminum alloy with copper, silicon, tin, magnesium, manganese or zinc (e.g., aluminum 1000, 4000 or 5000 series), iron, iron-carbon alloy (e.g., steel), silver, nickel, copper and copper alloy, etc. The negative electrode joining element 220 may partially extend in the cavity 125 defined by the shell 105. The negative electrode joining element 220 may correspond to the negative terminal 215 of the battery cell 100. The negative electrode joining element 220 may electrically couple the anode layer 135 placed in the cavity 125 of the shell 105 with the negative terminal 215 to transport conventional current out of the anode layer 135.

[0042] The battery cell 100 may include at least one negative conductive layer 225. The negative conductive layer 225 may be positioned or disposed at one end of the anode layer 135, which is positioned in the cavity 125 of the housing 105. The negative conductive layer 225 may be in at least partial physical contact with a portion of the anode layer 135 (e.g., the top end as shown or along a longitudinal side). The negative conductive layer 225 may electrically couple the negative electrode junction element 220 to the anode layer 135 positioned in the cavity 125 of the housing 105. The negative conductive layer 225 may be attached, welded, glued, or otherwise connected to the negative electrode junction element 220. During operation of the battery cell 100, the negative conductive layer 225 may transport conventional current out of the anode layer 135. The conductive material of the negative electrode conductive layer 225 may include a metal material, such as an aluminum alloy (e.g., aluminum 1000, 4000, or 5000 series) containing copper, silicon, tin, magnesium, manganese, or zinc, iron, an iron-carbon alloy (e.g., steel), silver, nickel, copper, and a copper alloy. The conductive material for the negative electrode conductive layer 225 may also include a carbon-based material, such as graphite, carbon fiber, and the like.

[0043] The battery cell 100 may include a set of cathode layers 130, a set of anode layers 135, and a set of electrolyte layers 140 disposed within the cavity 125 of the housing 105. The set of cathode layers 130, the set of anode layers 135, and the set of electrolyte layers 140 may be disposed in a continuous, stacked, or alternating manner. At least one electrolyte layer 140 may separate one cathode layer 130 and one anode layer 135. The at least one cathode layer 130 and the at least one anode layer 135 may not be separated by the electrolyte 140 disposed between the cathode layer 130 and the anode layer 135. The at least one cathode layer 130 and the at least one anode layer 135 may be adjacent to each other. The set of cathode layers 130 and the set of anode layers 135 may be electrically coupled to each other in a continuous manner. Each cathode layer 130 may be electrically coupled to one anode layer 135. Each anode layer 135 may be electrically coupled to one cathode layer 130. Each cathode layer 130, each anode layer 135, and each electrolyte layer 140 may be disposed longitudinally within the cavity 125. Each cathode layer 130, each anode layer 135, and each electrolyte layer 140 may extend at least partially from bottom surface 115 to top surface 110. Each cathode layer 130, each anode layer 135, and each electrolyte layer 140 may be laterally disposed within cavity 125. Each cathode layer 130, each anode layer 135, and each electrolyte layer 140 may extend at least partially from one sidewall 120 to the other sidewall 120.

[0044] The electrolyte layer 140 may include at least one first side 230. The first side 230 may correspond to one surface of the electrolyte layer 140. The first side 230 may correspond to a surface facing the cathode layer 130. The cathode layer 130 may be placed in the cavity 125 at least partially along the first side 230 of the electrolyte layer 140. At least one side of the cathode layer 130 may be in contact with or flush with at least a portion of the first side 230 of the electrolyte layer 140. The cathode layer 130 may be electrically coupled to the electrolyte layer 140 through the first side 230. During operation of the battery cell 100 (e.g., charging and discharging), the cathode layer 130 may release lithium material into the electrolyte layer 140 through the first side 230. The lithium material released by the cathode layer 130 may move through the electrolyte layer 140 as cations and move toward the anode layer 135 on the other side of the electrolyte layer 140.

[0045] The electrolyte layer 140 may include at least one second side 235. The second side 235 may correspond to the other surface of the electrolyte layer 130. The second side 235 may correspond to the surface facing the anode layer 135. The anode layer 135 may be positioned in the cavity 125 at least partially along the second side 235 of the electrolyte layer 140. At least one side of the anode layer 135 may be in contact with or flush with at least a portion of the second side 235 of the electrolyte layer 140. The anode layer 135 may be electrically coupled to the electrolyte layer 140 via the second side 235. During operation of the battery cell 100, the anode layer 135 may receive lithium material transmitted through the electrolyte layer 140 via the second side 235.

[0046] Between the cathode layer 130 and the anode layer 135, the negative-to-positive (NP) capacity ratio may be in the range of 1.2 to 1.5. The negative-to-positive capacity ratio may be the ratio of the positive electrode capacity of the cathode layer 130 to the negative electrode capacity of the anode layer 135. The positive electrode capacity refers to the amount of potential current that can be carried per unit mass (specific capacity or weight capacity), per unit area (area capacity) or per volume (volume capacity) of the cathode layer 130. The positive electrode capacity may be related to the amount of lithium ions released by the cathode layer 130 during charging. The negative electrode capacity refers to the amount of potential current that can be carried per unit mass (specific capacity or weight capacity), per unit area (area capacity) or per volume (volume capacity) of the anode layer 135. The negative electrode capacity may be related to the amount of lithium ions received by the anode layer 135 during charging. The positive electrode capacity of the cathode layer 130 is 3.0 mAh / cm 2 to 10mAh / cm 2 The negative electrode capacity of the anode layer 135 is between 500 mAh / g and 2500 mAh / g (specific capacity) or at least 3.5 mAh / cm 2 to 10mAh / cm 2 The negative electrode capacity of the anode layer 135 can be 20% to 50% greater than the positive electrode capacity of the cathode layer 130. In contrast, for cells with an NP capacity ratio between 1.0 and 1.1, the negative electrode capacity can be between 350 mAh / g and 4200 mAh / g (specific capacity) or less than 10 mAh / cm 2 (Area capacity).

[0047] By increasing the NP capacity ratio from unity (e.g., in the range of 1.0 to 1.1) to above unity (e.g., in the range of 1.2 to 1.5), the anode layer 135 can have a greater negative electrode capacity loaded onto the negative conductive layer 225. Furthermore, the higher negative electrode capacity can allow the silicon-carbon structure of the anode layer 135 to absorb and consume more lithium ions received through the electrolyte layer 140. In this way, parasitic irreversible reactions that cause lithium material to accumulate between the anode layer 135 and the electrolyte layer 140 can be reduced or eliminated. Furthermore, setting the NP capacity ratio to 1.2 to 1.5 can reduce the likelihood of electrolyte interface (SEI) formation between the anode layer 135 and the electrolyte layer 140 and the likelihood of lithium plating along the anode layer 135 and the negative conductive layer 225. However, the energy density of the entire battery cell 100 may be reduced due to the increased NP capacity ratio and the greater mismatch in the capacity of the cathode layer 130 and the anode layer 135. The energy density of a battery cell with an NP capacity ratio set between 1.0 and 1.1 can be between 500Wh / L and 750Wh / L or 600mAh / cc and 800mAh / cc. In contrast, the energy density of a battery cell with an NP capacity ratio set between 1.2 and 1.5 can be between 750 and 1000Wh / L or 800mAh / cc and 200mAh / cc. Without considering the additional configurations of the battery cell 100 described herein, the reduction in energy density caused by the increased NP capacity ratio may be considered undesirable.

[0048] The anode layer 135 may have or may include a silicon carbon (SiC) (also referred to herein as silicon carbide) structure to accommodate volume expansion and parasitic irreversibility. The silicon carbon structure of the anode layer 135 may be any polymorph having any lattice structure, such as a cube (3C(β)) or a hexahedron (4H or 6H(α)). The silicon carbon structure may include silicon and carbon substances. The silicon carbon ratio of the silicon carbon structure of the anode layer 135 may be between 10w% and 100w%. At least one side of the silicon carbon structure of the anode layer 135 may be flush with or in contact with the second side 235 of the electrolyte layer 140. The silicon carbon structure of the anode layer 135 may be in contact with the electrolyte layer 140 through the second side 235. The silicon carbon structure of the anode layer 135 may be electrically coupled to the electrolyte layer 140 through the second side 235. During charging of the battery cell 100, the silicon carbon structure of the anode layer 135 may receive lithium ions through the second side 235 of the electrolyte layer 140.

[0049] Prior to the initial operation of the battery cell 100 (e.g., charging or discharging), the silicon-carbon structure of the anode layer 135 may be doped with a lithium material to increase the energy density of the battery cell 100. The silicon-carbon structure of the anode layer 135 may be doped with a lithium material using various techniques, such as physical solid-solid reaction or electrochemical lithiation. The silicon-carbon structure of the anode layer 135 may include or may be injected or doped with a solid electrolyte material having lithium. For example, the active material of the anode layer 135 may be mixed with a solid electrolyte material in a ratio between 0 w% and 50 w%. The solid electrolyte material may include, for example, a LGPS family material (e.g., Li a Si b P c S d Cl e ,Li a P c S d , and Li a Ge b P c S d ), lithium superion conductors (e.g., Li 2+2x Zn 1-x GeO4), lithium lanthanum titanate (Li a La b Ti c O d ), lithium lanthanum zirconate (Li a La b Zr c O d ) and the like. In a battery cell having an NP capacity ratio close to unity (e.g., 1.0 to 1.1), even an anode having silicon and graphite may initially have no lithium or have less lithium (e.g., less than 3%) to accommodate the lithium received by the electrolyte. On the other hand, an NP capacity ratio above unity (e.g., 1.2 to 1.5) can allow more lithium to be deposited in the anode layer 135 while also maintaining or increasing the energy density. As the lithium material is doped, the amount of active material in the anode 135 can be increased, and the energy density of the battery cell 100 can be between 750Wh / L and 1000Wh / L or 800mAh / cc to 1200mAh / cc. The total amount of lithium material in the silicon-carbon structure of the anode layer 135 can be between 3 and 50%. The minimum density of the lithium material can be set to increase the energy density. The maximum density of the lithium material can be set so that the lithium is absorbed into the silicon-carbon structure to reduce the possibility of parasitic irreversibility between the anode layer 135 and the electrolyte layer 140. The total amount of lithium material deposited in the anode layer 135 can depend on the silicon-carbon ratio in the silicon-carbon structure. As doped, the lithium content charge capacity of the silicon-carbon structure of the anode layer 135 is 15 mAh / g to 1250 mAh / g (sometimes also referred to as the lithium content negative electrode capacity).

[0050] The silicon-carbon structure of the anode layer 135 can be a porous structure having a set of openings defined through the structure. The porous silicon-carbon structure of the anode layer 135 can accommodate pre-doped lithium material. During operation of the battery cell 100, the porous silicon-carbon structure of the anode layer 135 can also accommodate lithium ions received through the electrolyte layer 140. For example, when lithium ions are received from the electrolyte layer 140 into the anode layer 135, the lithium ions can occupy positions between two silicon or carbon atoms. Thus, the porosity of the silicon-carbon structure of the anode layer 135 can reduce the likelihood or amount of volume expansion caused by lithium absorption by silicon. With reduced volume expansion, the structural integrity of the housing 105 of the battery cell 100 can be preserved and maintained, thereby extending the life of the battery cell 100. The porosity of the silicon-carbon structure of the anode layer 135 can range from 5% to 40%. The width (or diameter) of each opening through the silicon-carbon structure of the anode layer 135 can range from 1 μm to 30 μm. The silicon-carbon structure of the anode layer 135 is a nanostructure. For example, the silicon-carbon structure of the anode layer 135 may include a group of nanoscale portions. Each portion may include a silicon-carbon material. The opening of the silicon-carbon structure may be defined between at least two nanoscale portions. Each nanoscale portion may be an allotrope of silicon-carbon in any shape, such as a sphere, a sheet, or a core / shell shape. The height of each nanoscale portion may be in the range of 1 μm to 30 μm. The width (or diameter) of each nanoscale portion may be in the range of 1 μm to 30 μm. The length of each nanoscale portion may be in the range of 1 μm to 30 μm.

[0051] As the energy density in the anode layer 135 is higher due to the pre-doping of the lithium material, the density of the anode layer 135 can be reduced to accommodate the volume expansion. The density of the silicon carbon structure anode material 135 (sometimes also called tapped density or bulk density) can be between 0.5 g / cm 3 to 2.3g / cm 3 Without pre-doping lithium materials or using silicon-carbon structures, the anode of such a battery cell can have a higher tap density, the purpose of which is to maintain or increase the energy density of the battery cell. For example, the electrode density of a battery cell with a graphite anode can be 1.65 g / cm 3 , while the electrode density of the battery cell with graphite-silicon can be 1.4g / cm 3 to 2.33g / cm 3By doping, the electrode density of the anode 135 can be reduced. In this way, the low tap density of the anode layer 135 can reduce the volume expansion caused by the absorption of lithium by silicon because there is more space to accommodate the lithium received from the electrolyte layer 140. In addition, due to the low tap density, more active material (e.g., lithium) can be added to the silicon-carbon structure of the anode layer 135. The negative electrode capacity of the anode layer 135 is 800 mAh / cm 3 to 3000mAh / cm 3 within the range.

[0052] The characteristics of the battery cell 100 are compared to a battery cell without the same configuration (anode layer 135 having nanostructured silicon carbon) as follows:

[0053]

[0054]

[0055] The result of this configuration is 5mAh / cm 2 At 75% state of charge (SOC), the battery cell 100 may have an increased 3C charge limit. In comparison, at 5 mAh / cm 2 At 70% state of charge, a battery cell with a graphite anode can have a 1.5C charge limit. 2 At 70% state of charge, a battery cell with a graphite-silicon anode can have a 1.5C charge limit. Battery cell 100 can also have an improved cycle life of 85% after 500 cycles, while a battery cell with a graphite anode can have a cycle life of 70% after 500 cycles and a battery cell with a graphite-silicon anode can have a cycle life of 65% after 500 cycles. To summarize:

[0056] Anode type <![CDATA[5mAh / cm 2 Lower charge rate limit]]> 1000cy 1C / 1C RT cycle life graphite anode 1.5C SOC 70% 70 Graphite-silicon anode 1.5C SOC 75% 65 Nanostructured silicon-carbon anode 3C SOC 75% 85

[0057] Figure 33 is a cross-sectional view of a system or device 300 for powering an electric vehicle. The device 300 may include a battery module 305 (and each component of the battery module 305). The battery module 305 may house a group of battery cells 105 in the electric vehicle. The battery module 305 may be part of the system or device 300. The battery module 305 may be of any shape. The shape of the battery module 305 may be cylindrical, having a circular, oval, or oblong base, etc. The shape of the battery module 305 may also be prismatic, having a polygonal base, such as a triangular, square, rectangular (e.g., as shown), pentagonal, and hexagonal base, etc. The length of the battery module 305 may be in the range of 10 cm to 200 cm. The width of the battery module 305 may be in the range of 10 to 200 cm. The height of the battery module 305 may be in the range of 65 mm to 100 cm.

[0058] The battery module 305 may include at least one battery box 310 and a cover element 320. The battery box 310 may be separate from the cover element 320. The battery box 310 may include or define a set of holders 315. Each holder 315 may be or include a hollow or hollow portion defined by the battery box 310. Each holder 315 may store, contain, store or accommodate at least one battery cell 100. The battery box 310 may include at least one electrically conductive or thermally conductive material or a combination thereof. The cover element 320 may support or secure a set of battery cells 100 in each holder 315. At least one side (e.g., the bottom side) of the cover element 320 may be mechanically coupled to at least one side (e.g., the top side) of the battery box 310.

[0059] Between the battery case 310 and the cover element 320, the battery module 305 may include at least one positive current collector 325, at least one negative current collector 330, and at least one electrically insulating layer 335. The positive current collector 325 and the negative current collector 330 may include conductive materials to provide power to other electrical components in the electric vehicle. The positive current collector 325 (sometimes also referred to as a positive bus bar) can be connected or otherwise electrically coupled to the positive conductive layer 210 of each battery cell 100 housed in a set of accommodators 315 via a bonding element 340. One end of the bonding element 340 can be bonded, welded, connected, attached, or otherwise electrically coupled to the positive conductive layer 230 of the battery cell 100 via the positive bonding element 205. The negative current collector 330 (sometimes also referred to as a negative bus bar) can be connected or otherwise electrically coupled to the negative conductive layer 225 of each battery cell 100 housed in a set of accommodators 315 via a bonding element 345. The joining element 345 may be bonded, welded, connected, attached, or otherwise electrically coupled to the negative conductive layer 225 of the battery cell 100 through the negative joining element 220 .

[0060] The positive electrode current collector 325 and the negative electrode current collector 330 can be separated from each other by an electrically insulating layer 335. The electrically insulating layer 335 may include a gap so that the positive electrode joining element 340 connected to the positive electrode current collector 325 and the negative electrode joining element 330 connected to the negative electrode current collector 330 pass through or adapt thereto. The electrically insulating layer 335 may partially or completely span the space defined by the battery case 310 and the capping element 320. The top surface of the electrically insulating layer 335 may be in contact with or flush with the bottom surface of the capping element 320. The bottom surface of the electrically insulating layer 335 may be in contact with or flush with the top surface of the battery case 310. The electrically insulating layer 335 may include any electrically insulating material or dielectric material, such as air, nitrogen, sulfur hexafluoride (SF6), ceramics, glass, and plastics (e.g., polysiloxane) to separate the positive electrode current collector 325 from the negative electrode current collector 330.

[0061] Figure 4A top view of a battery case 310 of a battery module 305 of a system or apparatus 300 for supporting multiple battery cells 100 in an electric vehicle is depicted. The battery module 305 may define or include a set of receptacles 315. The shape of each receptacle 315 may match the shape of the housing 105 of the battery cell 100. The shape of each receptacle 315 may be cylindrical, having a circular (e.g., as shown), oval, or oblong base, etc. The shape of each receptacle 315 may also be prismatic, having a polygonal base, such as a triangular, square, rectangular, pentagonal, or hexagonal base, etc. The shape of each receptacle 315 may be different or the same throughout the battery module 305. For example, some receptacles 315 may be hexagonal, while others may be circular. The size of each receptacle 315 may be larger than the size of the battery cell 100 housed therein. The length of each receptacle 315 may be between 10 and 300 mm. The width of each container 315 may be between 10 and 300 mm. The height (or depth) of each container 315 may be between 65 mm and 100 cm.

[0062] Figure 5 A cross-sectional view of an electric vehicle 500 with a battery pack 505 installed is depicted. The electric vehicle 500 can be an electric vehicle (e.g., as shown in the figure), a hybrid vehicle, a motorcycle, a scooter, a bus, a passenger or commercial truck, and other types of vehicles, such as marine or air vehicles, airplanes, helicopters, submarines, ships, or drones. The electric vehicle 500 can include at least one chassis 510 (e.g., a frame, inner frame, or support structure). The chassis 510 can support the various components of the electric vehicle 500. The chassis 510 can span a front portion 515 (e.g., a hood or lid), a body portion 520, and a rear portion 525 (e.g., a trunk portion) of the electric vehicle 500. The battery pack 505 can be installed or placed in the electric vehicle 500. The battery pack 505 can be mounted on the chassis 510 of the electric vehicle 500 and located at the front 515, the body portion 520 (e.g., a trunk portion). Figure 5 as shown), or in the rear 525.

[0063] The electric vehicle 500 may include at least one battery pack 505. The battery pack 505 may be part of the device 300. The battery pack 505 may be part of the system or device 300. The battery pack 505 may house, contain, or otherwise include a group of one or more battery modules 305. For example, the number of battery modules 305 in the battery pack 505 may be between 1 and 24. The battery pack 505 may have any shape. The battery pack 505 may be cylindrical, having a circular, oval, or oblong base, for example. The battery pack 505 may also be prismatic, having a polygonal base, such as a triangular, square, rectangular (e.g., as shown), pentagonal, or hexagonal base, for example. The length of the battery pack 505 may be between 100 cm and 500 cm. The width of the battery pack 505 may be between 100 cm and 400 cm. The height of the battery pack 505 may be between 70 mm and 1000 mm.

[0064] The electric vehicle 500 may include one or more components 530. The one or more components 530 may include an electric engine, an entertainment system (e.g., a radio, a display, and an audio system), an onboard diagnostic system, and an electronic control unit (ECU) (e.g., an engine control module, a transmission control module, a brake control module, and a body control module). The one or more components 530 may be installed in the front 515, the body 520, or the rear 525 of the electric vehicle 500. The battery pack 505 installed in the electric vehicle 500 can provide power to the one or more components 530 via at least one positive current collector 535 and at least one negative current collector 540. The positive current collector 535 and the negative current collector 540 can be connected or otherwise electrically coupled to other electrical components of the electric vehicle 500 to provide power. A positive current collector 535 (e.g., a positive busbar) can be connected or otherwise electrically coupled to each positive current collector 535 of each battery module 305 in the battery pack 505. A negative current collector 540 (eg, a negative bus bar) may be connected or otherwise electrically coupled to each negative current collector 330 of each battery module 305 in the battery pack 505 .

[0065] Figure 6 A method for providing battery cells for a battery pack in an electric vehicle is described. Figure 1-5Any system, device, or battery cell may be used to implement or perform the functionality of method 600. Method 600 may include arranging a battery pack 505 (ACT 605). Battery pack 505 may be installed, disposed, or otherwise arranged in electric vehicle 500. Battery pack 505 may house, contain, or include a group of battery modules 305. Battery pack 505 may store power for one or more components 530 of electric vehicle 500. Battery pack 505 may provide power to one or more components 530 via positive current collector 535 and negative current collector 540.

[0066] Method 600 may include setting a battery cell 100 (ACT 610). The battery cell 100 may be a lithium-ion battery cell. The battery cell 100 may be stored or contained in a container 315 of a battery module 800 included in a battery pack 1005. The battery cell 100 may include a housing 105. The housing 105 may be composed of a cylindrical shell having a circular, oblong, or elliptical base or a diamond-shaped shell having a polygonal base. The housing 105 may include a top surface 110, a bottom surface 115, and sidewalls 120. The housing 105 may have a cavity 125 for accommodating the contents of the battery cell 105. The cavity 125 within the housing 105 may be defined by the top surface 110, the bottom surface 115, and the sidewalls 120.

[0067] Method 600 may include providing an electrolyte layer 140 (ACT 615). The electrolyte layer 140 may include a solid electrolyte material or a liquid electrolyte material. The material of the electrolyte layer 140 may be formed using a deposition technique, such as chemical deposition (e.g., chemical vapor deposition (CVD)) or atomic layer deposition (ALD) or physical deposition (e.g., molecular beam epitaxy (MBE) or physical vapor deposition (PVD)). For a liquid electrolyte, the material of the electrolyte layer 140 may be wetted or dissolved in an organic solvent. The electrolyte layer 140 may be fed, inserted, or otherwise placed into the cavity 125 of the housing 105 of the battery cell 100. The electrolyte layer 140 may at least partially span the top surface 110, bottom surface 115, and sidewall 120 of the housing 105 of the battery cell 100.

[0068] Method 600 may provide a cathode layer 130 (ACT 620). The cathode layer 130 may be formed using a deposition technique, such as chemical deposition (e.g., chemical vapor deposition (CVD)) or atomic layer deposition (ALD) or physical deposition (e.g., molecular beam epitaxy (MBE) or physical vapor deposition (PVD)). The cathode layer 135 may include a solid cathode material, such as a lithium-based oxide material or a phosphate. The cathode layer 130 may be placed or inserted into the cavity 125 of the housing 105 of the battery cell 100. The cathode layer 130 may be arranged at least partially along the first side 230 of the electrolyte layer 140. The cathode layer 130 may output a conventional current to the battery cell 100. The cathode layer 130 may be electrically coupled to the positive conductive layer 210, which is also inserted into the cavity 125 of the housing 110 of the battery cell 105.

[0069] Method 600 may include providing an anode layer 135 (ACT 625). The anode layer 135 may have a silicon carbon (SiC) structure of any polymorph with any lattice structure. The silicon carbon structure of the anode layer 135 may be formed using a deposition technique such as chemical deposition (e.g., chemical vapor deposition (CVD)) or atomic layer deposition (ALD) or physical deposition (e.g., molecular beam epitaxy (MBE) or physical vapor deposition (PVD)). The silicon carbon structure of the anode layer 135 may be formed by milling and heat treatment processes. The silicon carbon structure of the anode layer 135 may be manufactured to have a negative electrode capacity between 500 mAh / g and 2500 mAh / g (specific capacity) or at 3.5 mAh / cm 2 to 10mAh / cm 2 (area capacity). The silicon carbon structure of the anode layer 135 can be made to have a density of 1.3g / cm 3 Additionally, the silicon-carbon structure of the anode layer 135 can be doped with lithium material using various techniques, such as physical solid-solid reaction or electrochemical lithiation. The silicon-carbon structure of the anode layer 135 can be doped to a total lithium content between 3% and 50%. The silicon-carbon structure of the anode layer 135 can be doped to a lithium content that provides a charge capacity between 15 mAh / g and 1250 mAh / g.

[0070] Figure 7 A method 700 for providing battery cells for a battery pack in an electric vehicle is described. Figure 1-5Any system, device, or battery cell may be used to implement or perform the functions of method 700. Method 700 may include providing apparatus 300 (ACT 705). Apparatus 300 may be installed in electric vehicle 500. Apparatus 300 may include a battery pack 505 disposed in electric vehicle 500 to power one or more components 530 of electric vehicle 500. Battery pack 505 may include one or more battery modules 305. Apparatus 300 may include a group of battery cells 100. Each battery cell 100 may be disposed in a battery module 305. Battery cell 100 may include a housing 105. Housing 105 may include a top surface 110, a bottom surface 115, and sidewalls 120. Top surface 100, bottom surface 115, and sidewalls 120 may define a cavity 125.

[0071] The battery cell 100 may include an electrolyte layer 140 within the cavity 125 defined by the housing 105. The electrolyte layer 140 may have a first side 230 and a second side 235, and may transport ions between the first side 230 and the second side 235. The battery cell 100 may include a cathode layer 130 disposed within the cavity 125 of the housing 105 along the first side 230 of the electrolyte layer 140. The cathode layer 130 may be electrically coupled to the positive terminal of the battery cell 100 via the positive conductive layer 210. The battery cell 100 may include an anode layer 135 disposed within the cavity 125 of the housing 105 along the second side 235 of the electrolyte layer 140. The anode layer 135 may have a silicon-carbon structure. The silicon-carbon structure may be a porous nanostructure. Prior to the initial charge cycle of the battery cell 100, the silicon-carbon structure of the anode layer 135 may be doped with lithium. The total lithium content of the silicon-carbon structure may be between 3% and 50%. The lithium material charge capacity of the anode layer 135 can be between 15 mAh / g and 1250 mAh / g. The density of the silicon carbon structure of the anode layer 135 can be less than 1.3 g / cm 3 The negative electrode capacity of the anode layer 135 is 20% to 50% greater than the positive electrode capacity of the cathode layer 130 . The anode layer 135 may be electrically coupled to the negative terminal of the battery cell 100 through the negative conductive layer 225 .

[0072] Although operations are described in a particular order in the drawings, it is not required that these operations be performed in the particular order shown or in sequential order, and it is not required that all described operations be performed. The actions may be performed in a different order.

[0073] Having now described some exemplary embodiments, it will be apparent that the descriptions presented are by way of example only and are not intended to be limiting. In particular, although many of the illustrated examples involve specific combinations of method actions or system elements, these actions and elements can be combined in other ways to achieve the same objectives. Actions, elements, and features related to one embodiment are not intended to be excluded from similar functions in other embodiments.

[0074] The phraseology and terminology used herein are for descriptive purposes and should not be construed as limiting. The use of "including," "having," "comprising," "involving," "characterized by," and "characterized by" and variations thereof are intended to encompass the items listed thereafter, their equivalents, and additional items, as well as alternative embodiments consisting of the items listed thereafter. In one embodiment, the systems and methods are comprised of one, various combinations of more than one, or all of the elements, actions, or components described.

[0075] Any reference to an embodiment, element, or action of the systems and methods in the singular may encompass embodiments including multiple elements, and any reference to an embodiment, element, or action in the plural may encompass embodiments including only the singular element. Reference to the singular or plural form is not intended to limit the disclosed systems or methods, their components, actions, or elements to singular or plural configurations. Reference to any action or element based on any information, action, or element may include embodiments in which the action or element is based at least in part on any information, action, or element.

[0076] Any disclosed embodiment may be combined with any other embodiment or example. References to "one embodiment," "some embodiments," "an embodiment," etc. are not mutually exclusive and are intended to indicate that a particular feature, structure, or characteristic associated with the embodiment may be included in at least one embodiment or example. These terms are not necessarily all referring to the same embodiment. Any embodiment may be inclusively or exclusively combined with any other embodiment in any manner consistent with the described aspects and embodiments.

[0077] References to "or" are to be understood as inclusive, and thus, any term described using "or" refers to a single, more than one, and all of the terms. For example, reference to "at least one of A and B" may include only "A" or only "B" as well as both "A" and "B." These references used with "including" or other open-ended terms may include additional items.

[0078] When technical features in the drawings, detailed description, or any claims are followed by reference numerals, these reference numerals are included for better understanding of the drawings, detailed description, and claims. Therefore, the presence or absence of reference numerals has no limiting effect on the scope of any claim element.

[0079] Modifications may be made to the elements and actions described, such as changes in size, dimensions, structure, shape, and ratio of the various components, parameter values, mounting arrangements, material usage, color, and orientation, without materially departing from the teachings and advantages of the subject matter. For example, elements shown as integrally formed may be constructed from multiple parts or components, the positions of components may be reversed or otherwise altered, and the nature, number, or position of individual components may be changed or modified. Other substitutions, modifications, changes, and omissions may be made in the design, operating conditions, and arrangement of the disclosed elements and actions without departing from the scope of the present disclosure.

[0080] The systems and methods can be implemented in other specific forms without departing from their characteristics. For example, the descriptions of the positive and negative electrical characteristics can be reversed. For example, an element described as a negative element can also be configured as a positive element, and an element described as a positive element can also be configured as a negative element. In addition, descriptions of relative parallel, perpendicular, vertical or other positioning or position include variations within plus or minus 10% or plus or minus 10 degrees of pure vertical, parallel or perpendicular positioning. Unless otherwise expressly stated, terms of "approximately," "about," "roughly" or other degree of degree include variations within plus or minus 10% of the given measurement, unit or range. Coupled elements can be coupled to each other electrically, mechanically, or physically, directly or through intermediate elements. The scope of the systems and methods is indicated by the appended claims, not the foregoing description, and changes within the meaning and equivalent range of the claims are also included.

Claims

1. A device for providing power to an electric vehicle, comprising: A battery pack placed in an electric vehicle to provide power to the electric vehicle; as well as A battery cell disposed in a battery pack, the battery cell having a housing defining a cavity within the housing, the battery cell having: an electrolyte having a first side and a second side, the electrolyte transporting ions between the first side and the second side, the electrolyte disposed in the cavity; a cathode positioned in the cavity along the first side of the electrolyte, the cathode electrically coupled to a positive terminal, the cathode having a positive electrode capacity; as well as an anode positioned in the cavity along the second side of the electrolyte, the anode having a silicon-carbon structure that is doped with lithium material prior to an initial charge cycle of the cell, the anode having a negative electrode capacity that is 20-50% greater than a positive electrode capacity of the cathode, the anode being electrically coupled to a negative terminal; The silicon-carbon structure is a porous silicon-carbon structure; The lithium material doped in the silicon carbon structure includes a solid electrolyte material, and the solid electrolyte material is selected from Li a Si b P c S d Cl e ,Li a P c S d ,Li a Ge b P c S d ,Li 2+2x Zn 1-x GeO4,Li a La b Ti c O d ,Li a La b Zr c O d ; The silicon-carbon structure of the anode is doped with the lithium material in an amount between 3% and 50% to reduce parasitic reactions between the silicon-carbon structure of the anode and the second side of the electrolyte; The electrode density of the silicon-carbon structure is less than 1.3 g / cm 3 , to accommodate the volume expansion of the silicon material in the silicon-carbon structure.

2. The device according to claim 1, characterized in that The silicon-carbon structure of the anode has a plurality of openings to accommodate volume expansion of silicon material in the silicon-carbon structure while operating the battery cell.

3. The device according to claim 1, characterized in that The silicon carbon structure of the anode has a lithium material content charge capacity ranging from 15 mAh / g to 1250 mAh / g.

4. The device according to claim 1, characterized in that The thickness of the silicon carbon structure of the anode is between 1 μm and 50 μm.

5. The device according to claim 1, characterized in that The charging rate of the battery cells is limited to between 3C and 4C.

6. The device according to claim 1, characterized in that The silicon-carbon structure of the anode has an outer surface, at least a portion of the outer surface of the silicon-carbon structure is in contact with the second side of the electrolyte.

7. The device according to claim 1, characterized in that While operating the battery cell in the electric vehicle, the silicon-carbon structure of the anode receives additional lithium material from the cathode through the electrolyte.

8. The device according to claim 1, characterized in that The cathode of the battery cell includes a lithium material that is transported through the electrolyte to the anode while the battery cell is operating in the electric vehicle.

9. The device according to claim 1, characterized in that The battery pack installed in the electric vehicle provides power to one or more components of the electric vehicle.

10. A method of providing a battery unit for powering an electric vehicle, comprising: placing the battery pack within the electric vehicle to power the electric vehicle; providing a battery cell having a housing in the battery pack, the housing defining a cavity in the housing of the battery cell; disposing an electrolyte in the cavity of the battery cell, the electrolyte having a first side and a second side to transfer ions between the first side and the second side; placing a cathode electrically coupled to a positive terminal in the cavity along the first side of the electrolyte, the cathode having a positive electrode capacity; An anode having a silicon-carbon structure is placed in the cavity along the second side of the electrolyte, the silicon-carbon structure being doped with a lithium material before an initial charge cycle of the battery cell, the negative electrode capacity of the anode being 20-50% greater than the positive electrode capacity of the cathode, and the anode being electrically coupled to a negative terminal; wherein the silicon-carbon structure is a porous silicon-carbon structure, and the lithium material doped in the silicon-carbon structure comprises a solid electrolyte material, and the solid electrolyte material is selected from Li a Si b P c S d Cl e ,Li a P c S d ,Li a Ge b P c S d ,Li 2+2x Zn 1-x GeO4,Li a La b Ti c O d ,Li a La b Zr c O d ; doping the silicon-carbon structure of the anode with the lithium material in an amount between 3% and 50% to reduce parasitic reactions between the silicon-carbon structure of the anode and the second side of the electrolyte; The anode having the silicon carbon structure is placed in the cavity along the second side of the electrolyte, and the electrode density of the silicon carbon structure is less than 1.3 g / cm 3 , to accommodate the volume expansion of the silicon material in the silicon-carbon structure.

11. The method according to claim 10, comprising: The anode having the silicon-carbon structure is placed in the cavity along the second side of the electrolyte, the silicon-carbon structure having a plurality of openings to accommodate volume expansion of silicon material in the silicon-carbon structure while operating the battery cell.

12. The method according to claim 10, comprising: The anode having the silicon-carbon structure having a lithium material content charge capacity ranging from 15 mAh / g to 1250 mAh / g is positioned in the cavity along the second side of the electrolyte.

13. An electric vehicle comprising: one or more components; a battery pack to power the one or more components; A battery cell disposed in a battery pack, the battery cell having a housing defining a cavity within the housing, the battery cell having: an electrolyte having a first side and a second side, the electrolyte transporting ions between the first side and the second side, the electrolyte disposed in the cavity; a cathode positioned in the cavity along the first side of the electrolyte, the cathode electrically coupled to a positive terminal, the cathode having a positive electrode capacity; as well as an anode disposed in the cavity along the second side of the electrolyte, the anode having a silicon-carbon structure that is doped with a lithium material prior to an initial charge cycle of the battery cell, the anode having a negative electrode capacity that is 20-50% greater than a positive electrode capacity of the cathode, the anode being electrically coupled to a negative terminal; The silicon-carbon structure is a porous silicon-carbon structure; The lithium material doped in the silicon carbon structure includes a solid electrolyte material, and the solid electrolyte material is selected from Li a Si b P c S d Cl e ,Li a P c S d ,Li a Ge b P c S d ,Li 2+2x Zn 1-x GeO4,Li a La b Ti c O d ,Li a La b Zr c O d ; The silicon-carbon structure of the anode is doped with the lithium material in an amount between 3% and 50% to reduce parasitic reactions between the silicon-carbon structure of the anode and the second side of the electrolyte; The electrode density of the silicon-carbon structure is less than 1.3 g / cm 3 , to accommodate the volume expansion of the silicon material in the silicon-carbon structure.

14. The electric vehicle according to claim 13, characterized in that: The silicon carbon structure of the anode has a negative electrode capacity with a lithium material content ranging from 15 mAh / g to 1250 mAh / g.

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