Pre-doped anodes for electric vehicle batteries

Abstract

The present application provides systems, devices, and methods for supplying electric energy for electric vehicles. A battery pack can be disposed within the electric vehicle to power the electric vehicle. A battery can be arranged within the battery pack. The battery can have a housing. The housing can define a cavity within the housing. The battery can have an electrolyte disposed within the cavity. The battery can have a cathode disposed within the cavity along one side of the electrolyte. The battery can have an anode disposed within the cavity along the other side of the electrolyte. The anode can have a silicon carbon structure. The silicon carbon structure can be doped with lithium material before the first charge cycle of the battery. The anode can have a negative electrode capacity that is 20 to 50% greater than the positive electrode capacity of the cathode.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Patent Application No. 16 / 220,965, filed December 14, 2018, the entire contents of which are incorporated herein by reference for all purposes. [Background technology]

[0002] Batteries may include electrochemical cells for powering various electrical components connected thereto. Summary of the Invention [Means for solving the problem]

[0003]

[0003] The present disclosure relates to batteries, for example for battery packs in electric vehicles.

[0004] At least one aspect relates to an apparatus for providing electrical energy for an electric vehicle. The apparatus can include a battery pack. The battery pack can be disposed within the electric vehicle to power the electric vehicle. The apparatus can include a battery. The battery can be arranged within the battery pack. The battery can have a housing. The housing can define a cavity within the battery housing. The battery can have an electrolyte. The electrolyte can have a first surface and a second surface. The electrolyte can transport ions between the first surface and the second surface. The electrolyte can be disposed within the cavity. The battery can have a cathode. The cathode can be disposed within the cavity along the first surface of the electrolyte. The cathode can be electrically connected to a positive terminal. The cathode can have a positive electrode capacitance. The battery can have an anode. The anode can be disposed within the cavity along the second surface of the electrolyte. The anode can have a silicon carbon structure. The silicon carbon structure can be doped with lithium material prior to a first charge cycle of the battery. The anode may have a negative electrode capacity that is 20 to 50% greater than the positive electrode capacity of the cathode. The anode may be electrically connected to a negative terminal.

[0005] At least one aspect relates to a method for providing a battery for powering an electric vehicle. The method can include disposing a battery pack in an electric vehicle to power the electric vehicle. The method can include arranging a housing for the battery in the battery pack. The housing can define a cavity for the battery within the housing. The method can include disposing an electrolyte in the cavity of the battery. The electrolyte has a first surface and a second surface and is capable of transferring ions between the first surface and the second surface. The method can include disposing a cathode along the first surface of the electrolyte in the cavity of the battery. The cathode can be electrically coupled to a positive terminal. The cathode can have a positive electrode capacity. The method can include disposing an anode along the second surface of the electrolyte in the cavity. The anode can be electrically coupled to a negative terminal. The anode can have a silicon carbon structure. The silicon carbon structure can be doped with lithium material before a first charge cycle of the battery. The anode can have a negative electrode capacity that is 20 to 50% greater than the positive electrode capacity of the cathode. The anode can be electrically connected to the negative terminal.

[0006]

[0006] At least one aspect relates to an electric vehicle. The electric vehicle can include one or more components. The electric vehicle can include a battery pack for powering the one or more components. The electric vehicle can include a battery. The battery can be arranged within the battery pack. The battery can have a housing. The housing can define a cavity within the battery housing. The battery can have an electrolyte. The electrolyte can have a first surface and a second surface. The electrolyte can transport ions between the first surface and the second surface. The electrolyte can be arranged within the cavity. The battery can have a cathode. The cathode can be disposed within the cavity along the first surface of the electrolyte. The cathode can be electrically connected to a positive terminal. The cathode can have a positive electrode capacitance. The battery can have an anode. The anode can be disposed within the cavity along the second surface of the electrolyte. The anode can have a silicon carbon structure. The silicon carbon structure can be doped with lithium material prior to the first charge cycle of the battery. The anode may have a negative electrode capacity that is 20 to 50% greater than the positive electrode capacity of the cathode. The anode may be electrically connected to a negative terminal.

[0007] At least one aspect relates to a method. The method can include providing an apparatus. The apparatus can be included in an electric vehicle. The apparatus can include a battery. The battery can be arranged in a battery pack. The battery can have a housing. The housing can define a cavity within the battery housing. The battery can have an electrolyte. The electrolyte can have a first surface and a second surface. The electrolyte can transport ions between the first surface and the second surface. The electrolyte can be arranged in the cavity. The battery can have a cathode. The cathode can be disposed along the first surface of the electrolyte within the cavity. The cathode can be electrically connected to a positive terminal. The cathode can have a positive electrode capacity. The battery can have an anode. The anode can be disposed within the cavity along the second surface of the electrolyte. The anode can have a silicon carbon structure. The silicon carbon structure can be doped with lithium material before a first charge cycle of the battery. The anode can have a negative electrode capacity that is 20 to 50% greater than the positive electrode capacity of the cathode. The anode can be electrically connected to the negative terminal.

[0008]

[0008] At least one aspect relates to a battery. The battery can power an electric vehicle. The battery can be arranged within a battery pack. The battery pack can be arranged within the electric vehicle to at least partially power the electric vehicle. The battery can have a housing defining a cavity within the battery housing. The battery can have a first surface and a second surface and can include an electrolyte for transporting ions between the first surface and the second surface. The electrolyte can be arranged within the cavity. The battery can include a cathode disposed along the first surface of the electrolyte within the cavity. The cathode can be electrically coupled to a positive terminal. The cathode can have a positive electrode capacity. The battery can have an anode disposed within the cavity along the second surface of the electrolyte. The anode can have a silicon carbon structure doped with lithium material prior to a first charge cycle of the battery. The anode can have a negative electrode capacity that is 20 to 50% greater than the positive electrode capacity of the cathode. The anode can be electrically coupled to a negative terminal.

[0009]

[0009] These and other aspects and embodiments are described in detail below. The information above and the following detailed description, including examples of various aspects and embodiments, provide an overview or framework for understanding the nature and characteristics of the claimed aspects and embodiments. The drawings, which set forth illustrations of the various aspects and embodiments and are provided to provide a further understanding, are incorporated in and constitute a part of this specification.

[0010]

[0010] The accompanying drawings are not drawn to scale. Like reference numbers and designations in different drawings indicate like elements. For clarity, not every component may be designated by a designation in every drawing. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is an isometric cross-sectional perspective view of an exemplary battery for powering an electric vehicle.

[0011] FIG. [Figure 2]

[0012] 1 is a cross-sectional block diagram of an exemplary battery for powering an electric vehicle. [Figure 3]

[0013] 1 is a block diagram depicting a cross-sectional view of an exemplary apparatus for powering an electric vehicle. [Figure 4]

[0014] FIG. 1 is a block diagram illustrating a top view of an exemplary apparatus for powering an electric vehicle. [Figure 5]

[0015] FIG. 1 is a block diagram illustrating a cross-section of an exemplary electric vehicle equipped with a battery pack. [Figure 6]

[0016] FIG. 1 is a flow diagram illustrating an exemplary method for assembling cells for a battery pack for an electric vehicle. [Figure 7]

[0017] FIG. 1 is a flow diagram illustrating an example method for providing cells for a battery pack for an electric vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0012]

[0018] Below follows a more detailed description of various concepts and implementations relating to cells for battery packs in electric vehicles. The various concepts introduced above and described in more detail below can be implemented in any of a variety of ways.

[0013]

[0019] This specification describes batteries for battery packs in electric vehicles for automotive configurations. Automotive configurations include configurations, arrangements, or networks of electrical, electronic, mechanical, or electromechanical devices in any type of vehicle. Automotive configurations can include batteries for battery packs in electric vehicles (EVs). EVs can include electric vehicles, cars, motorcycles, scooters, passenger vehicles, passenger or commercial trucks, and other vehicles, such as marine or air transport vehicles, airplanes, helicopters, submarines, ships, or drones. EVs can be fully autonomous, partially autonomous, or unmanned.

[0014]

[0020] Lithium-ion batteries can be used to power and store electrical energy for components in electric vehicles and other environments. In a lithium-ion battery, lithium ions can move from the positive electrode to the negative electrode during charging and back from the negative electrode to the positive electrode during discharging. Each component of a lithium-ion battery can contain, at least in part, lithium material or other materials that transport lithium ions within the battery. The cathode of a lithium-ion battery can contain a lithium-based oxide material. The electrolyte of a lithium-ion battery can also contain a lithium composition in the form of a salt dissolved in a liquid or solid powder, or can contain a polymer material. The lithium-ion anode can be lithium-based or graphite.

[0015]

[0021] The use of lithium or graphite in the anode can pose many technical challenges to the operation and durability of lithium-ion batteries. For example, repeated charging and discharging of the battery can cause lithium material to accumulate within the battery anode. Furthermore, uneven distribution of lithium material can lead to lithium dendritic growth. Lithium dendritic growth in the anode can eventually penetrate the electrolyte and contact the cathode, which can lead to a short circuit or failure of the battery. In addition, the charge rate of the battery can be limited by the use of lithium-based compounds or graphite in the anode cell due to the energy capacity of the lithium or graphite. The slower charge rate can hinder the reuse of the battery after discharge and depletion of the stored electrical energy.

[0016]

[0022] Incorporating other materials, such as silicon-based compounds (e.g., silicon carbon), can prevent lithium dendrite growth along the anode side of the battery and increase the charge rate of lithium-ion batteries. The inclusion of silicon in the battery anode can reduce the likelihood of lithium dendrite growth by absorbing lithium ions received through the electrolyte. Lithium-based or graphite-based anodes may not have the same ability to absorb lithium ions as silicon. Furthermore, the use of silicon may potentially increase the charge rate of the battery. Compared to lithium-based or graphite compounds, silicon can have a higher energy density.

[0017]

[0023] While incorporating silicon-based compounds into anodes can offer advantages over lithium-based or graphite anodes, their incorporation into lithium-ion battery anodes can be challenging. For example, silicon-based anodes can absorb and consume lithium ions received through the electrolyte along the surface between the anode and the electrolyte, resulting in parasitic irreversibility due to lithium being retained within the anode even during discharge. Repeated charging and discharging of a lithium-ion battery can result in the formation of a solid electrolyte interface (SEI) between the silicon-based anode and the electrolyte. SEI formation can increase electrical resistance through the battery, thereby reducing output power and potentially shortening battery life.

[0018]

[0024] Additionally, the absorption of lithium ions received through the electrolyte can cause the silicon in the anode to expand in volume (e.g., 300% expansion). The volume expansion occurs because the lithium ions occupy the silicon lattice structure in the anode, potentially increasing the spacing between each silicon atom in the structure. This silicon expansion results in an expansion of the battery's volume, which can ultimately lead to the destruction of the silicon in the anode. The expansion can also lead to mechanical failure of the housing that houses the battery contents and a shortened battery life. High silicon concentrations can further exacerbate these detrimental effects.

[0019]

[0025] To overcome the technical challenges associated with incorporating silicon into anodes, pre-doped porous silicon-carbon (SiC) structures with appropriate parameters can be used as anodes in lithium-ion batteries. The negative-to-positive (NP) capacity ratio of batteries with silicon-based compounds as anodes can be fabricated to be in the range of 1.2–1.5. For comparison, batteries with NP capacity ratios of 1.0–1.1 have the desirable characteristic of higher energy density, while batteries with NP capacity ratios of 1.2–1.5 have the undesirable characteristic of lower energy density. The reduction in battery energy density can be offset by achieving an anode specific capacity in the range of 500 mAh / g–2,500 mAh / g. However, batteries with NP capacity ratios of 1.0–1.1 may experience the potential for lithium ion accumulation between the anode and electrolyte, resulting in parasitic irreversibility. In contrast, batteries with higher NP capacity ratios, such as 1.2–1.5, can reduce the detrimental effects of parasitic irreversibility.

[0020]

[0026] Silicon-carbon structures in battery anodes can be pre-doped with concentrations ranging from 3% to 50% to compensate for the loss of energy capacity resulting from higher NP capacity ratios of 1.2 to 1.5. In contrast, batteries with silicon-based anodes with lower NP capacity ratios of 1.0 to 1.1 can be designed with lower or no lithium pre-doping (e.g., less than 3%) to accommodate expansion by allowing lithium ions from the electrolyte to reside within the anode. However, the amount of pre-doping can counteract the initial reaction (e.g., 20% to 30%) that leads to parasitic irreversibility and reduce the risk of lithium plating within the anode. The amount of lithium added can also provide a lithium reservoir to increase the anode's energy capacity.

[0021]

[0027] Pre-doping silicon with lithium allows for thinner and less dense anodes in lithium-ion batteries. The silicon structure can be a silicon-carbon composite, which can be nanoporous to reduce volume expansion. In anodes without such a structure, the density of the anode material (e.g., graphite or silicon carbon) can be as high as 1.6 g / cc, taking into account energy density and electrical conductivity. However, in the case of silicon-carbon anodes, these considerations 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 upon lithiation from battery charging. Lowering the tap density of the active material can reduce the amount of silicon expansion (e.g., 30% to 50%) because there is space between the silicon particles for lithium ions from the electrolyte to occupy. A lower tap density can also be compensated for by having a higher gravimetric capacity of the active material, set at 800 mAh / cc to 3000 mAh / cc. In this manner, batteries having such pre-doped porous silicon carbon (SiC) structures can reduce or eliminate parasitic irreversibility and volume expansion.

[0022]

[0028] In particular, FIG. 1 shows an isometric cross-sectional view of a battery 100 for powering an electric vehicle. The battery 100 can be part of a system or device for powering components of an electric vehicle, which can include a battery pack and other components for powering the electric vehicle or other equipment. The battery 100 can be a lithium-ion battery for powering an electric component (e.g., an electric vehicle component or a separate component mounted on the electric vehicle). The battery 100 can be a solid-state battery or a non-solid-state battery. The battery 100 can include a housing 105. The housing 105 can be included in a battery module, a battery pack, or a battery array mounted on the electric vehicle. The housing 105 can have any shape. The shape of the housing 105 can be a cylinder with a base that is circular (e.g., as shown), oval, or elliptical. The shape of the housing 105 can also be a prism with a polygonal base, such as a triangle, square, rectangle, pentagon, and hexagon. The housing 105 may have a length (or height) in the range of 65 mm to 120 mm. The width (or diameter in the illustrated cylindrical example) of the housing 105 may be between 18 mm and 45 mm. The thickness of the housing 105 may be between 100 mm and 200 mm.

[0023]

[0029] The housing 105 of the battery 100 can include one or more materials having various electrical or thermal conductivities or combinations thereof. Electrically and thermally conductive materials for the housing 105 of the battery 100 can 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. Electrically insulating or thermally conductive materials for the housing 105 of the battery 100 can include ceramic materials (e.g., silicon nitride, titanium carbide, zirconium dioxide, beryllium oxide, etc.), thermoplastic materials (e.g., polyethylene, polypropylene, polystyrene, polyvinyl chloride, or nylon), etc.

[0024]

[0030] The housing 105 of the battery 100 can have at least one lateral surface, e.g., a top surface 110 and a bottom surface 115. The top surface 110 can correspond to the top lateral surface of the housing 105. The top surface 110 can be an integral part of the housing 105. The top surface 110 can be separate from the housing 105 and attached to the top lateral surface of the housing 105. The bottom surface 115 can correspond to the bottom lateral surface of the housing 105 and can be the opposite side of the top surface 110. The bottom surface 115 can correspond to the top lateral surface of the housing 105. The bottom surface 115 can be an integral part of the housing 105. The top surface 110 can be separate from the housing 105 and attached to the top lateral surface of the housing 105. The housing 105 of the battery 100 can have at least one longitudinal surface, e.g., a sidewall 120. The sidewall 120 can extend between the top surface 110 and the bottom surface 115 of the housing 105. The sidewall 120 can have a recessed portion thereon (sometimes referred to herein as a neck or reduced region). The top surface 110, the bottom surface 115, and the sidewall 120 can define a cavity 125 within the housing 105. The cavity 125 can correspond to an empty space, area, or volume within the housing 105 for holding the contents of the battery 100. The cavity 125 can extend between the top surface 110, the bottom surface 115, and the sidewall 120 of the housing 105.

[0025]

[0031] The battery 100 can include at least one cathode layer 130 (sometimes generally referred to herein as a cathode). The cathode layer 130 can be positioned, arranged, or otherwise disposed within the cavity 125 defined by the housing 105. At least a portion of the cathode layer 130 can contact or be flush with the inner surface of the sidewall 120. At least a portion of the cathode layer 130 can contact or be flush with the inner surface of the bottom surface 115. The cathode layer 130 can output normal current from the battery 100 and accept electrons during operation of the battery 100. The cathode layer 130 can also release lithium ions during operation of the battery 100. The cathode layer 130 can include a solid cathode material, such as a lithium-based oxide material or a phosphate. The cathode layer 130 may be made of any of a variety of materials, including lithium cobalt oxide (LiCoO2), lithium iron phosphate (LiFePO4), lithium manganese oxide (LiMn2O4), lithium nickel manganese cobalt oxide (LiNi x Mn y Co z The cathode layer 130 may have a length (or height) ranging from 50 mm to 120 mm. The cathode layer 130 may have a width ranging from 50 mm to 2000 mm. The area loading of the cathode layer 130 may be 5 mg / cm. 2 ~50mg / cm 2 The thickness of the cathode layer 130 can be in the range of 5 μm to 200 μm.

[0026]

[0032] The battery 100 can include at least one anode layer 135 (sometimes generally referred to herein as an anode). The anode layer 135 can be positioned, arranged, or otherwise disposed within the cavity 125 defined by the housing 105. At least a portion of the anode layer 135 can be in contact with or flush with the inner surface of the sidewall 120. At least a portion of the anode layer 135 can be in contact with or flush with the inner surface of the bottom surface 115. The anode layer 135 can receive normal current to the battery 100 and emit electrons during operation of the battery 100 (e.g., charging or discharging the battery 100). The anode layer 135 can include a solid anode material. For example, the anode layer 135 can include a silicon carbon (carborundum) material. The length (or height) of the anode layer 135 can range from 50 mm to 120 mm. The width of the anode layer 135 can range from 50 mm to 2000 mm. The area loading of the anode layer 135 is 1 mg / cm 2 ~50mg / cm 2 The thickness of the anode layer 135 can be in the range of 5 μm to 200 μm.

[0027]

[0033] The battery 100 can include an electrolyte layer 140 (sometimes referred to herein as a solid-state electrolyte). The electrolyte layer 140 can be located, disposed, or otherwise arranged within the cavity 125 defined by the housing 105. At least a portion of the electrolyte layer 140 can contact or be flush with the inner surface of the sidewall 120. At least a portion of the electrolyte layer 140 can contact or be flush with the inner surface of the bottom surface 115. The electrolyte layer 140 can be arranged 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 can transport ions between the anode layer 135 and the cathode layer 130. The electrolyte layer 140 can transport cations from the anode layer 135 to the cathode layer 130 during operation of the battery 100. The electrolyte layer 140 allows anions (e.g., lithium ions) to migrate from the cathode layer 130 to the anode layer 135 during operation of the battery 100. The length (or height) of the electrolyte layer 140 can range from 50 mm to 115 mm. The width of the electrolyte layer 140 can range from 50 mm to 2000 mm. The thickness of the electrolyte layer 140 can range from 10 μm to 100 μm.

[0028]

[0034] The electrolyte layer 140 can include a solid electrolyte material. The electrolyte layer 140 can include a ceramic electrolyte material, such as lithium oxynitride (Li phosphate). x PO y N z ), lithium germanium sulfur phosphate (Li 10 GeP2S 12 ), LGPS-based materials (e.g., Li a Si b P c S d Cl e , Li a P c S d , Li a Ge b P c S d ), lithium superionic conductors (e.g., Li 2+2x Zn 1-xGeO4), 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 ), beta alumina solid electrolyte (BASE), perovskite ceramics (e.g., strontium titanate (SrTiO3)), etc. The electrolyte layer 140 can include a polymer electrolyte material, such as polyacrylonitrile (PAN), polyethylene oxide (PEO), polymethyl methacrylate (PMMA), and polynylidene fluoride (PVDF). The electrolyte layer 140 can include a glassy 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 can include any combination of ceramic electrolyte materials, polymer electrolyte materials, and glassy electrolyte materials. The electrolyte layer 140 can include a membrane for retaining a liquid electrolyte material dissolved in an organic solvent. The membrane of the electrolyte layer 140 can store and retain the liquid electrolyte material dissolved in an organic solvent. The liquid electrolyte material for the electrolyte layer 140 can include lithium tetrafluoroborate (LiBF), lithium hexafluorophosphate (LiPF), lithium perchlorate (LiClO), etc. The organic solvent for the electrolyte layer 140 can include dimethyl carbonate (DMC), ethylene carbonate (EC), diethyl carbonate (DEC), etc.

[0029]

[0035] The battery 100 may include at least one central support 145. The central support 145 may be positioned, arranged, or disposed within the cavity 125 defined by the housing 125. At least a portion of the central support 145 may contact or be flush with the inner surface of the sidewall 120. At least a portion of the central support 145 may contact or be flush with the inner surface of the bottom surface 115. The central support 145 may be positioned within a cavity defined by the anode layer 135, the cathode layer 130, or the electrolyte layer 140. The central support 145 within the cavity may be any structure or membrane that encases the anode layer 130, the cathode layer 135, and the electrolyte layer 140 in a stacked configuration. The central support 145 may include an electrically insulating material, and the central support 145 may not function as a positive or negative terminal for the battery 100. The battery 100 can also lack or not include the central support 145 .

[0030]

[0036] In particular, FIG. 2 illustrates a cross-sectional view of a battery 100 for powering an electric vehicle. As illustrated, the battery 100 may include at least one positive terminal 200. The positive terminal 200 may correspond to an end of the battery 100 that can normally drain current and receive electrons during operation of the battery 100 (e.g., charging or discharging the battery 100). The positive terminal 200 may be defined anywhere on the housing 100, such as the top surface 110, the bottom surface 115, or the sidewall 120. For example, the positive terminal 200 may be defined along the top surface 110 of the housing 100. The positive terminal 200 may correspond to at least a portion of the top surface 110 of the housing 100. The positive terminal 200 may be electrically coupled to at least a portion of the top surface 110 of the housing 100. The positive terminal 200 may be electrically coupled to a cathode layer 135 disposed within the cavity 130 of the housing 100.

[0031]

[0037] The battery 100 may include at least one positive coupling element 205. The positive coupling element 205 may correspond to a conductive wire. Conductive materials for the positive coupling 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 coupling element 205 may extend at least partially into the cavity 125 defined by the housing 105. The positive coupling element 205 may correspond to a positive terminal 200 of the battery 100. The positive coupling element 205 may be electrically coupled at the positive terminal 200 to a cathode layer 130 disposed within the cavity 125 of the housing 105 and may normally carry current to the cathode layer 130.

[0032]

[0038] The battery 100 can include at least one positive conductive layer 210. The positive conductive layer 210 can be disposed or aligned at one end of the cathode layer 130 disposed within the cavity 125 of the housing 105. The positive conductive layer 210 can be in at least partial physical contact with a portion of the cathode layer 130 (e.g., at the top as shown or along a vertical surface). The positive conductive layer 210 can electrically couple the positive coupling element 205 to the cathode layer 130 disposed within the cavity 125 of the housing 105. The positive conductive layer 210 can be attached, welded, bonded, or otherwise joined to the positive coupling element 205. The positive conductive layer 210 can carry normal electrical current to the cathode layer 130 during operation of the battery 100. The conductive material of the positive conductive layer 210 can 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, etc. The conductive material for the positive conductive layer 210 can also include carbon-based materials such as graphite and carbon fiber.

[0033]

[0039] The battery 100 may include at least one negative terminal 215. The negative terminal 215 may correspond to an end of the battery 100 that can receive normal current and emit electrons during operation of the battery 100. The negative terminal 215 may be defined anywhere on the housing 105, such as on the top surface 110, the bottom surface 115, or 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 an anode layer 135 disposed within the cavity 125 of the housing 105.

[0034]

[0040] The battery 100 may include at least one negative coupling element 220. The negative coupling element 220 may correspond to a conductive wire. Conductive materials for the negative coupling element 220 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 negative coupling element 220 may extend at least partially into the cavity 125 defined by the housing 105. The negative coupling element 220 may correspond to the negative terminal 215 of the battery 100. The negative coupling element 220 may be electrically coupled at the negative terminal 215 to an anode layer 135 disposed within the cavity 125 of the housing 105 and may carry normal current from the anode layer 135.

[0035]

[0041] The battery 100 can include at least one negative conductive layer 225. The negative conductive layer 225 can be disposed or arranged at one end of the anode layer 135 disposed within the cavity 125 of the housing 105. The negative conductive layer 225 can be in at least partial physical contact with a portion of the anode layer 135 (e.g., at the top end as shown or along a longitudinal surface). The negative conductive layer 225 can electrically couple the negative coupling element 220 to the anode layer 135 disposed within the cavity 125 of the housing 105. The negative conductive layer 225 can be attached, welded, bonded, or otherwise joined to the negative coupling element 220. The negative conductive layer 225 can carry normal current from the anode layer 135 during operation of the battery 100. The conductive material of the negative conductive layer 225 can include metallic materials such as 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, etc. The conductive material for the negative conductive layer 225 can also include carbon-based materials such as graphite and carbon fiber.

[0036]

[0042] The battery 100 can have 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 electrolyte layers 140 can be arranged sequentially, stacked, or interleaved. At least one of the electrolyte layers 140 can separate one of the cathode layers 130 and one of the anode layers 135. At least one of the cathode layers 130 and at least one of the anode layers 135 can be separated without an electrolyte 140 between them. At least one of the cathode layers 130 and at least one of the anode layers 135 can also be adjacent to one another. The set of cathode layers 130 and the set of anode layers 135 can be sequentially electrically connected to one another. Each cathode layer 130 can be electrically coupled to one of the anode layers 135. Each anode layer 135 can be electrically coupled to one of the cathode layers 130. Each cathode layer 130, each anode layer 135, and each electrolyte layer 140 can be aligned longitudinally within the cavity 125. Each cathode layer 130, each anode layer 135, and each electrolyte layer 140 can extend at least partially from the bottom surface 115 to the top surface 110. Each cathode layer 130, each anode layer 135, and each electrolyte layer 140 can be aligned laterally within the cavity 125. Each cathode layer 130, each anode layer 135, and each electrolyte layer 140 can extend at least partially from one sidewall 120 to the other sidewall 120.

[0037]

[0043] The electrolyte layer 140 can include at least one first surface 230. The first surface 230 can correspond to one surface of the electrolyte layer 140. The first surface 230 can correspond to the surface facing the cathode layer 130. The cathode layer 130 can be disposed within the cavity 125 at least partially along the first surface 230 of the electrolyte layer 140. At least one surface of the cathode layer 130 can be in contact with or flush with at least a portion of the first surface 230 of the electrolyte layer 140. The cathode layer 130 can be electrically coupled to the electrolyte layer 140 through the first surface 230. During operation of the battery 100 (e.g., charging or discharging), the cathode layer 130 can release lithium material into the electrolyte layer 140 through the first surface 230. The lithium material released by the cathode layer 130 can migrate as cations within the electrolyte layer 140 towards the anode layer 135 on the opposite side of the electrolyte layer 140 .

[0038]

[0044] The electrolyte layer 140 can include at least one second surface 235. The second surface 235 can correspond to another surface of the electrolyte layer 130. The second surface 235 can correspond to a surface facing the anode layer 135. The anode layer 135 can be disposed within the cavity 125 at least partially along the second surface 235 of the electrolyte layer 140. At least one surface of the anode layer 135 can contact or be flush with at least a portion of the second surface 235 of the electrolyte layer 140. The anode layer 135 can be electrically coupled to the electrolyte layer 140 through the second surface 235. During operation of the battery 100, the anode layer 135 can receive lithium material transported through the electrolyte layer 140 via the second surface 235.

[0039]

[0045] The negative-to-positive (NP) capacity ratio between the cathode layer 130 and the anode layer 135 can be in the range of 1.2 to 1.5. The NP capacity ratio can be the ratio between the positive electrode capacity of the cathode layer 130 and the negative electrode capacity of the anode layer 135. The positive electrode capacity can refer to the amount of capacitive current that the cathode layer 130 can carry per mass (specific capacity or gravimetric capacity), area (areal capacity), or volume (volumetric capacity) of the cathode layer 130. The positive electrode capacity can be correlated to the amount of lithium ions released by the cathode layer 130 during charging. The negative electrode capacity can refer to the amount of capacitive current that the anode layer 135 can carry per mass (specific capacity or gravimetric capacity), area (areal capacity), or volume (volumetric capacity) of the anode layer 135. The negative electrode capacity can be correlated to the amount of lithium ions accepted by the anode layer 135 during charging. The cathode layer 130 has a capacity of 3.0 mAh / cm. 2 ~10mAh / cm 2 The anode layer 135 may have a positive electrode capacity of 500 mAh / g to 2500 mAh / g (specific capacity) or at least 3.5 mAh / cm 2 ~10mAh / cm 2 The negative electrode capacity of the anode layer 135 can be 20% to 50% higher than the positive electrode capacity of the cathode layer 130. In contrast, in the case of a battery with an NP capacity ratio of 1.0 to 1.1, the negative electrode capacity is in the range of 350 mAh / g to 4200 mAh / g (specific capacity), or 10 mAh / cm 2 (area capacity) can be less than.

[0040]

[0046] By increasing the NP capacity ratio from a similar value (e.g., in the range of 1.0 to 1.1) to a value greater than 1 (e.g., in the range of 1.2 to 1.5), the anode layer 135 can load a larger negative electrode capacity onto the negative conductive layer 225. Furthermore, increasing the negative electrode capacity allows the silicon-carbon structure of the anode layer 135 to absorb and consume more lithium ions received through the electrolyte layer 140. In this manner, parasitic reactions leading to irreversibility due to lithium material accumulation between the anode layer 135 and the electrolyte layer 140 can be reduced or eliminated. Furthermore, setting the NP capacity ratio in the range of 1.2 to 1.5 can reduce the possibility of forming a solid electrolyte interface (SEI) between the anode layer 135 and the electrolyte layer 140 and the possibility of lithium plating along the anode layer 135 and the negative conductive layer 225. However, the overall energy density of the battery 100 may decrease as a result of the increased NP capacity ratio and the increased difference in capacity between the cathode layer 130 and the anode layer 135. The energy density of a battery with an NP capacity ratio set between 1.0 and 1.1 can range from 500 Wh / L to 750 Wh / L or 600 mAh / cc to 800 mAh / cc. In comparison, the energy density of a battery 100 with an NP capacity ratio set between 1.2 and 1.5 can range from 750 Wh / L to 1000 Wh / L or 800 mAh / cc to 200 mAh / cc. The decrease in energy density resulting from an increase in the NP capacity ratio may be considered undesirable without considering the additional configurations of battery 100 detailed herein.

[0041]

[0047] The anode layer 135 can have or include a silicon carbon (SiC) (also referred to herein as carborundum) structure to accommodate both volume expansion and parasitic irreversibility. The silicon carbon structure of the anode layer 135 can be any polytype with any crystal lattice structure, such as a cubic lattice (3C(β)) or a hexagonal lattice (4H or 6H(α)). The silicon carbon structure can include silicon and carbon materials. The silicon-to-carbon ratio of the silicon carbon structure of the anode layer 135 can range from 10 wt% to 100 wt%. At least one surface of the silicon carbon structure of the anode layer 135 can be coplanar with or in contact with the second surface 235 of the electrolyte layer 140. The silicon carbon structure of the anode layer 135 can be in contact with the electrolyte layer 140 through the second surface 235. The silicon carbon structure of the anode layer 135 can be electrically connected to the electrolyte layer 140 through the second surface 235. The silicon carbon structure of the anode layer 135 can receive lithium ions through the second surface 235 of the electrolyte layer 140 during charging of the battery 100 .

[0042]

[0048] Prior to initial operation (e.g., charging or discharging) of the battery 100, the silicon carbon structure of the anode layer 135 can be doped with a lithium material to increase the energy density of the battery 100. The silicon carbon structure of the anode layer 135 can be doped with a lithium material using various methods, such as physical solid-state reaction or electrochemical lithiation. The silicon carbon structure of the anode layer 135 can include, or be implanted or doped with, a solid electrolyte material with lithium. For example, the active material of the anode layer 135 can be mixed with the solid electrolyte material in a ratio ranging from 0 wt % to 50 wt %. The solid electrolyte material can include, for example, an LGPS-based 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 superionic 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 ), etc. In batteries with an NP capacity ratio close to 1 (e.g., 1.0-1.1), even anodes with silicon and graphite can initially contain no or very little lithium (e.g., less than 3%) to accommodate lithium received via the electrolyte. On the other hand, NP capacity ratios higher than 1 (e.g., 1.2-1.5) allow more lithium to be deposited in the anode layer 135 while maintaining or increasing energy density. Doping with lithium material can increase the amount of active material in the anode 135, allowing the energy density of the battery 100 to range from 750 Wh / L to 1000 Wh / L or 800 mAh / cc to 1200 mAh / cc. The total content of lithium material within the silicon-carbon structure of the anode layer 135 can range from 3% to 50%. A minimum density of lithium material can be set to increase energy density. The maximum density of the lithium material can be set so that lithium is absorbed into the silicon carbon structure, reducing the possibility of forming parasitic irreversible bonds between the anode layer 135 and the electrolyte layer 140. The total content of lithium material deposited in the anode layer 135 can depend on the ratio of silicon to carbon in the silicon carbon structure. With doping, the silicon carbon structure of the anode layer 135 can have a charge capacity of 15 mAh / g to 1250 mAh / g at lithium content (sometimes referred to herein as the negative electrode capacity at lithium content).

[0043]

[0049] The silicon-carbon structure of the anode layer 135 can be porous, with a set of openings defined within the structure. The porous silicon-carbon structure of the anode layer 135 can accommodate pre-doped lithium material. The porous silicon-carbon structure of the anode layer 135 can also accommodate lithium ions received through the electrolyte layer 140 during operation of the battery 100. For example, upon reception of lithium ions from the electrolyte layer 140 into the anode layer 135, the lithium ions can occupy positions sandwiched between two of the silicon or carbon atoms. In this manner, the porosity of the silicon-carbon structure of the anode layer 135 can reduce the likelihood and amount of volumetric expansion resulting from lithium absorption by the silicon. Reducing the amount of volumetric expansion can protect and maintain the structural integrity of the housing 105 for the battery 100, thereby extending the life of the battery 100. The silicon-carbon structure of the anode layer 135 can have a porosity ranging from 5% to 40%. The width (or diameter) of each opening through the carbon structure of the anode layer 135 can be in the range of 1 μm to 30 μm. The silicon-carbon structure of the anode layer 135 can be a nanostructure. For example, the silicon-carbon structure of the anode layer 135 can include a collection of nanoscale portions. Each portion can include a silicon-carbon material. An opening in the silicon-carbon structure can be defined between at least two nanoscale portions. Each nanoscale portion can be any shape, for example, a spherical, flaky, or core / shell silicon-carbon allotrope. The height of each nanoscale portion can be in the range of 1 μm to 30 μm. The width (or diameter) of each nanoscale portion can be in the range of 1 μm to 30 μm. The length of each nanoscale portion can be in the range of 1 μm to 30 μm.

[0044]

[0050] Increasing the energy density of the anode layer 135 by pre-doping with lithium material allows the density of the anode layer 135 to be reduced to accommodate the volume expansion. The density (sometimes referred to herein as tap density or bulk density) of the silicon carbon structure anode layer 135 is 0.5 g / cm 3 ~2.3g / cm 3If pre-doping of the lithium material is not performed or a silicon carbon structure is not used, the anode of such a battery can have a higher tap density in order to maintain or increase the energy density of the battery. For example, a battery with a graphite anode can have a tap density of 1.65 g / cm. 3 and a battery with a graphite-silicon anode can have an electrode density of 1.4 g / cm 3 ~2.33g / cm 3 The anode layer 135 can have an electrode density in the range of 800 mAh / cm. The electrode density of the anode 135 can be lowered by doping. In this way, lowering the tap density of the anode layer 135 reduces the amount of volume expansion due to lithium absorption by silicon, because more space is available to accommodate the lithium received from the electrolyte layer 140. In addition, a lower tap density allows more active material (e.g., lithium) to be added to the silicon-carbon structure of the anode layer 135. The anode layer 135 can have a capacity of 800 mAh / cm. 3 ~3000mAh / cm 3 The negative electrode may have a range of

[0045]

[0051] Comparing the performance of the battery 100 to a battery without the same configuration (nanostructured silicon carbon anode layer 135):

[0046] [Table 1]

[0047] [Table 2]

[0048]

[0052] As a result of this configuration, the battery 100 has a capacity of 5 mAh / cm 2 In contrast, a battery with a graphite anode can have a higher charge rate limit of 5 mAh / cm at 75% state of charge (SOC) of 3 C. 2At 70% state of charge at 1000 W, a battery with a graphite-silicon anode can have a charge rate limit of 1.5 C, while a battery with a graphite-silicon anode can have a charge rate limit of 5 mAh / cm 2 At a 70% state of charge at 1.5C, the battery 100 may also have an improved cycle life of 85% after 500 cycles, whereas the battery with the graphite anode may have a cycle life of 70% after 500 cycles and the battery with the graphite-silicon anode may have a cycle life of 65% after 500 cycles.

[0049] [Table 3]

[0050]

[0053] In particular, FIG. 3 illustrates a cross-sectional view of a system or apparatus 300 for powering an electric vehicle. The apparatus 300 can include a battery module 305 (and each component of the battery module 305). The battery module 305 can hold a collection of cells 105 within the electric vehicle. The battery module 305 can be part of the system or apparatus 100. The battery module 305 can have any shape. The shape of the battery module 305 can be a cylinder, such as a circular, oval, or elliptical base. The shape of the battery module 305 can also be a prism, such as a polygonal base, such as a triangular, square, rectangular (e.g., as shown), pentagonal, and hexagonal. The length of the battery module 305 can range from 10 cm to 200 cm. The width of the battery module 305 can range from 10 cm to 200 cm. The height of the battery module 305 can range from 65 mm to 100 cm.

[0051]

[0054] The battery module 305 may include at least one battery case 310 and a capping element 320. The battery case 310 may be separate from the capping element 320. The battery case 310 may include or define a collection of holders 315. Each holder 315 may be or include a hollow or hollow portion defined by the battery case 310. Each holder 315 may house, accommodate, store, or hold at least one battery cell 100. The battery case 310 may include at least one electrically or thermally conductive material, or a combination thereof. The capping element 320 may hold or secure the collection of batteries 100 within each holder 315. At least one surface (e.g., a bottom surface) of the capping element 320 may be mechanically coupled to at least one surface (e.g., a top surface) of the battery case 310.

[0052]

[0055] Between the battery case 310 and the capping element 320, the battery module 305 can include at least one positive current collector 325, at least one negative current collector 330, and at least one electrical insulation layer 335. The positive current collector 325 and the negative current collector 330 can each include an electrically conductive material and provide power to other electrical components within the electric vehicle. The positive current collector 325 (sometimes referred to herein as a positive bus bar) can be connected or otherwise electrically coupled to the positive conductive layer 210 of each battery 100 housed within the collection of holders 315 via a coupling element 340. One end of the coupling element 340 can be bonded, welded, connected, attached, or otherwise electrically coupled to the positive conductive layer 230 of the battery 100 via a positive coupling element 205. The negative current collector 330 (sometimes referred to herein as a negative bus bar) can be connected or otherwise electrically coupled to the negative conductive layer 225 of each battery 100 housed within the collection of holders 315 via coupling elements 345. The coupling elements 345 can be bonded, welded, connected, attached, or otherwise electrically coupled to the negative conductive layer 225 of the battery 100 via negative coupling elements 220.

[0053]

[0056] The positive current collector 325 and the negative current collector 330 can be separated from each other by an electrical insulating layer 335. The electrical insulating layer 335 can include spaces for passing or fitting the positive coupling element 340 connected to the positive current collector 325 and the negative coupling element 330 connected to the negative current collector 330. The electrical insulating layer 335 can span part or all of the space defined by the battery case 310 and the capping element 320. The top surface of the electrical insulating layer 335 can contact or be flush with the bottom surface of the capping element 320. The bottom surface of the electrical insulating layer 335 can contact or be flush with the top surface of the battery case 310. The electrical insulation layer 335 can include any electrically insulating or dielectric material, such as air, nitrogen, sulfur hexafluoride (SF), ceramic, glass, and plastic (e.g., polysiloxane), that separates the positive current collector 325 from the negative current collector 330.

[0054]

[0057] In particular, FIG. 4 shows a top view of a battery case 310 of a battery module 305 of a system or apparatus 300 for holding multiple batteries 100 in an electric vehicle. The battery module 305 can define or include a collection of holders 315. The shape of each holder 315 can match the shape of the battery 100 housing 105. The shape of each holder 315 can be cylindrical, such as with a circular (e.g., as shown), oval, or elliptical base. The shape of each holder 315 can also be prism-shaped, such as with a polygonal base, such as triangular, square, rectangular, pentagonal, and hexagonal. The shape of each holder 315 can vary or be uniform throughout the battery module 305. For example, some holders 315 can be hexagonal in shape and others can be circular in shape. The dimensions of each holder 315 can be larger than the dimensions of the batteries 100 stored therein. The length of each holder 315 can be in the range of 10 mm to 300 mm. The width of each holder 315 can be in the range of 10 mm to 300 mm. The height (or depth) of each holder 315 can be in the range of 65 mm to 100 cm.

[0055]

[0058] In particular, FIG. 5 shows a cross-sectional view of an electric vehicle 500 equipped with a battery pack 505. The electric vehicle 500 can be an electric car (e.g., as shown), a hybrid, a motorcycle, a scooter, a passenger vehicle, a passenger or commercial truck, or other types of vehicles, such as a marine or air transport vehicle, an airplane, a helicopter, a submarine, a ship, or a drone. The electric vehicle 500 can include at least one chassis 510 (e.g., a frame, an inner frame, a support structure). The chassis 510 can support various components of the electric vehicle 500. The chassis 510 can span a front portion 515 (e.g., a hood or bonnet portion), 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 mounted or installed within the electric vehicle 500. The battery pack 505 can be mounted on the chassis 510 of the electric vehicle 500 in the front section 515 , the body section 520 (as shown in FIG. 5 ), or the rear section 525 .

[0056]

[0059] 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, accommodate, or otherwise include a collection of one or more battery modules 305. The number of battery modules 300 in the battery pack 505 may range, for example, from 1 to 24. The battery pack 505 may have any shape. The shape of the battery pack 505 may be a cylinder with a base that is circular, oval, elliptical, or the like. The shape of the battery pack 505 may also be a prism with a polygonal base, for example, a triangle, a square, a rectangle (e.g., as shown), a pentagon, and a hexagon. The length of the battery pack 505 may range from 100 cm to 500 cm. The width of the battery pack 505 may range from 100 cm to 400 cm. The height of the battery pack 505 can be in the range of 70 mm to 1000 mm.

[0057]

[0060] 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 screen, and an audio system), an on-board 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), etc. The one or more components 530 may be mounted in a front portion 515, a body portion 520, or a rear portion 525 of the electric vehicle 500. A battery pack 505 mounted in the electric vehicle 500 may 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 may be connected or otherwise electrically coupled to other electrical components of the electric vehicle 500 to provide power. The positive current collector 535 (e.g., a positive bus bar) can be connected to or otherwise electrically coupled to each positive current collector 535 of each battery module 305 in the battery pack 505. The negative current collector 540 (e.g., a negative bus bar) can be connected to or otherwise electrically coupled to each negative current collector 330 of each battery module 305 in the battery pack 505.

[0058]

[0061] In particular, FIG. 6 illustrates a method 600 for providing cells for a battery pack in an electric vehicle. The functionality of method 600 may be implemented or performed using any of the systems, devices, or cells described in detail above with respect to FIGS. 1-5. Method 600 may include disposing a battery pack 505 (operation 605). The battery pack 505 may be mounted, arranged, or otherwise disposed within the electric vehicle 500. The battery pack 505 may house, accommodate, or include a collection of battery modules 305. The battery pack 505 may store power for one or more components 530 of the electric vehicle 500. The battery pack 505 may provide power to the one or more components 530 via a positive current collector 535 and a negative current collector 540.

[0059]

[0062] The method 600 may include arranging the battery 100 (operation 610). The battery 100 may be a lithium-ion battery. The battery 100 may be stored or housed in a holder 315 of a battery module 800 included in a battery pack 1005. The battery 100 may include a housing 105. The housing 105 may be formed from a cylindrical casing having a circular, oval, or elliptical bottom, or from a prismatic casing having a polygonal bottom. The housing 105 may include a top surface 110, a bottom surface 115, and a sidewall 120. The housing 105 may have a cavity 125 that houses the contents of the battery 105. The cavity 125 in the housing 105 may be defined by the top surface 110, the bottom surface 115, and the sidewall 120.

[0060]

[0063] The method 600 may include disposing the electrolyte layer 140 (operation 615). The electrolyte layer 140 may include a solid electrolyte material or a liquid electrolyte material. The material for the electrolyte layer 140 may be formed using a deposition technique such as chemical vapor deposition (e.g., chemical vapor deposition (CVD) or atomic layer deposition (ALD)) or physical vapor deposition (e.g., molecular beam epitaxy (MBE) or physical vapor deposition (PVD)). In the case of a liquid electrolyte, the material for the electrolyte layer 140 may be immersed or dissolved in an organic solvent. The electrolyte layer 140 may be provided, inserted, or otherwise disposed within the cavity 125 of the housing 105 for the battery 100. The electrolyte layer 140 may at least partially span between the top surface 110, the bottom surface 115, and the sidewall 120 of the housing 105 for the battery 100.

[0061]

[0064] The method 600 can include disposing a cathode layer 130 (operation 620). The cathode layer 130 can be formed using a deposition technique such as chemical vapor deposition (e.g., chemical vapor deposition (CVD) or atomic layer deposition (ALD)) or physical vapor deposition (e.g., molecular beam epitaxy (MBE) or physical vapor deposition (PVD)). The cathode layer 135 can include a solid cathode material such as a lithium-based oxide material or a phosphate. The cathode layer 130 can be disposed or inserted into the cavity 125 of the housing 105 for the battery 100. The cathode layer 130 can be positioned at least partially along the first surface 230 of the electrolyte layer 140. The cathode layer 130 can normally drain current to the battery 100. The cathode layer 130 can be electrically coupled to a positive conductive layer 210 that is also inserted into the cavity 130 of the housing 110 of the battery 105.

[0062]

[0065] The method 600 can include disposing an anode layer 135 (operation 625). The anode layer 135 can have any polytype of silicon carbon (SiC) structure with any crystal lattice structure. The silicon carbon structure of the anode layer 135 can be formed using deposition techniques such as chemical vapor deposition (e.g., chemical vapor deposition (CVD) or atomic layer deposition (ALD)) or physical vapor deposition (e.g., molecular beam epitaxy (MBE) or physical vapor deposition (PVD)). The silicon carbon structure of the anode layer 135 can be formed by a milling and heat treatment process. The silicon carbon structure of the anode layer 135 can have a specific capacity of 500 mAh / g to 2500 mAh / g or 3.5 mAh / cm. 2 ~10mAh / cm 2 The silicon carbon structure of the anode layer 135 can be fabricated to have a negative electrode capacity in the range of 1.3 g / cm 3In addition, the silicon carbon structure of the anode layer 135 can be doped with a lithium material using various methods, such as physical solid-state reaction or electrochemical lithiation. The silicon carbon structure of the anode layer 135 can be doped to have a total content ranging from 3 to 50%. The silicon carbon structure of the anode layer 135 can be doped to have a charge capacity of 15 mAh / g to 1250 mAh / g at a lithium content.

[0063]

[0066] In particular, FIG. 7 illustrates a method 700 for providing cells for a battery pack in an electric vehicle. The functionality of method 700 can be implemented or performed using any of the systems, devices, or batteries described in detail above with respect to FIGS. 1-5. Method 700 can include providing apparatus 400 (operation 705). Apparatus 300 can be installed in electric vehicle 500. Apparatus 100 can include a battery pack 505 disposed within electric vehicle 500 to power one or more components 530 of electric vehicle 500. Battery pack 505 can include one or more battery modules 305. Apparatus 300 can include a collection of cells 100. Each cell 100 can be arranged within a battery module 305. Cell 100 can include a housing 105. Housing 105 can include a top surface 110, a bottom surface 115, and a sidewall 120. The top surface 110 , the bottom surface 115 , and the sidewall 120 may define a cavity 125 .

[0064]

[0067] The battery 100 can have an electrolyte layer 140 within a cavity 125 defined by the housing 105. The electrolyte layer 140 can have a first surface 230 and a second surface 235, and can transfer ions between the first surface 230 and the second surface 235. The battery 100 can have a cathode layer 130 disposed within the cavity 125 of the housing 105 along the first surface 230 of the electrolyte layer 145. The cathode layer 130 can be electrically coupled to the positive terminal of the battery 100 via a positive conductive layer 210. The battery 100 can have an anode layer 135 disposed within the cavity 125 of the housing 105 along the second surface 235 of the electrolyte layer 145. The anode layer 135 can have a silicon-carbon structure. The silicon-carbon structure can be a porous nanostructure. The silicon-carbon structure of the anode layer 135 can be doped with lithium before the first charge cycle of the battery 100. The total lithium content of the silicon carbon structure can range from 3% to 50%. The charge capacity of the anode layer 135 can range from 15 mAh / g to 1250 mAh / g of lithium material content. The density of the silicon carbon structure of the anode layer 135 is 1.3 g / cm 3 The anode layer 135 can have a negative electrode capacity that is 20% to 50% higher than the positive electrode capacity of the cathode layer 130. The anode layer 135 can be electrically coupled to the negative terminal of the battery 100 via the negative conductive layer 225.

[0065]

[0068] Although operations are shown in a particular order in the figures, such operations do not have to be performed in the particular order shown, or in sequential order, and not all of the operations shown need to be performed. Operations described herein may also be performed in other orders.

[0066]

[0069] Although several exemplary embodiments have been described above, it should be apparent that the foregoing has been presented by way of example and is illustrative and not limiting. In particular, while many of the examples presented herein include specific combinations of method operations or system elements, these operations and these elements may be combined in other ways to achieve the same purpose. Operations, elements, and features described in connection with one embodiment are not intended to be excluded from similar roles in other embodiments or embodiments.

[0067]

[0070] The phraseology and terminology used herein are for purposes of description and should not be regarded as limiting. The use herein of "including," "comprising," "having," "containing," "involving," "characterized by," "characterized by," and variations thereof are intended to encompass the preceding listed items, equivalents thereof, and additional items, as well as alternative embodiments consisting only of the preceding listed items. In one embodiment, the systems and methods described herein consist of one, any combination of multiple, or all of the described elements, operations, or components.

[0068]

[0071] Any reference herein to system and method embodiments or elements or acts in the singular can also include embodiments including a plurality of those elements, and any reference herein to any embodiment or element or act in the plural can also include embodiments including only a singular element. References in the singular or plural are not intended to limit the systems or methods disclosed herein, their components, acts, or elements to singular or plural configurations. References to any act or element that is based on any information can include embodiments in which the act or element is based at least in part on any information, act, or element.

[0069]

[0072] Any example disclosed herein may be combined with any other example or embodiment, and references to "an example," "some examples," "an example," or the like are not necessarily mutually exclusive and indicate that a particular feature, structure, or characteristic described in connection with that example may be included in at least one example or embodiment. Such terms as used herein do not necessarily all refer to the same example. Any example may be combined, inclusively or exclusively, with any other example that is in any way compatible with the aspects and examples disclosed herein.

[0070]

[0073] References to "or" may be construed inclusively, and any term described with "or" may refer to one, more than one, or all of the described terms. For example, "at least one of A and B" can include only A, only B, and both A and B. Such references used with "comprising" or other open-ended terminology can include other items as well.

[0071]

[0074] Where a reference sign is attached to a technical feature in a drawing, detailed description, or any claim, the reference sign is included for clarity of the drawing, detailed description, and claim, and therefore neither the reference sign nor its absence has a limiting effect on the scope of any claim element.

[0072]

[0075] Changes in the described elements and operations, such as changes in the size, dimensions, structure, shape, and proportions of various elements, the numerical values ​​of parameters, mounting arrangements, use of materials, color, and orientation, can be made without substantially departing from the teachings and advantages of the subject matter disclosed herein. For example, elements shown as integrally formed may be configured as multiple parts or elements, the position of elements may be reversed or otherwise changed, and the nature, number, or location of individual elements may be modified or changed. Other substitutions, improvements, changes, and omissions may also be made in the design, operating conditions, and arrangements of the disclosed elements and operations without departing from the scope of this disclosure.

[0073]

[0076] The systems and methods described herein may be embodied in other specific forms without departing from their essential features. For example, descriptions of positive and negative electrical characteristics may be reversed. For example, elements described as negative elements can instead be configured as positive elements, and elements described as positive elements can instead be configured as negative elements. Furthermore, descriptions of relative parallel, perpendicular, vertical, and other orientations or orientations include variations within + / - 10% or + / - 10 degrees from purely vertical, parallel, or vertical orientations. References to "approximately," "about," "substantially," or other terms indicating degree also include variations of + / - 10% from the stated measurement, unit, or range, unless expressly indicated otherwise. Coupled elements may be electrically, mechanically, or physically coupled to each other directly or by means of intervening elements. The scope of the systems and methods described herein is therefore indicated by the appended claims, rather than the foregoing description, and all modifications within the meaning and range of equivalents of the claims are intended to be encompassed therein.

Claims

1. 1. In an apparatus for powering an electric vehicle, a battery pack disposed within the electric vehicle for powering the electric vehicle; a battery arranged in the battery pack, the battery having a housing defining a cavity within the housing for the battery; an electrolyte having a first surface and a second surface and for transferring ions between the first surface and the second surface, the electrolyte being disposed within the cavity; a cathode disposed within the cavity along the first surface of the electrolyte, the cathode being electrically coupled to a positive terminal and having a positive electrode capacitance; an anode disposed within the cavity along the second surface of the electrolyte, the anode doped with lithium material prior to a first charge cycle of the battery, the total lithium material content being between 3 and 50% and the electrode density being 1.3 g / cm ３ an anode comprising a porous nanostructured silicon carbon (SiC) structure of less than 1000 .mu.m and having a negative electrode capacity that is 20-50% greater than the positive electrode capacity of the cathode, the anode being electrically connected to a negative terminal; a battery having An apparatus comprising:

2. the silicon carbon structure of the anode having a charge capacity in the range of 15 mAh / g to 1250 mAh / g at the content of the lithium material. The apparatus of claim 1 , comprising:

3. The silicon carbon structure of the anode has a thickness in the range of 1 μm to 50 μm. The apparatus of claim 1 , comprising:

4. the silicon carbon structure of the anode having an exterior surface, at least a portion of the exterior surface of the silicon carbon structure contacting the second surface of the electrolyte; The apparatus of claim 1 , comprising:

5. the silicon carbon structure of the anode for receiving additional lithium material from the cathode via the electrolyte during operation of the battery in the electric vehicle. The apparatus of claim 1 , comprising:

6. the cathode of the battery including lithium material that is transferred to the anode through the electrolyte during operation of the battery in the electric vehicle; The apparatus of claim 1 , comprising:

7. the battery pack on board the electric vehicle for powering one or more components of the electric vehicle; The apparatus of claim 1 , comprising:

8. 1. A method of providing a battery for powering an electric vehicle, comprising: disposing a battery pack within the electric vehicle to power the electric vehicle; Arranging a battery cell within the battery pack, the battery cell having a housing defining a cavity within the housing; disposing an electrolyte within the cavity of the battery, the electrolyte having a first surface and a second surface, the electrolyte providing ion transport between the first surface and the second surface; disposing a cathode within the cavity along the first surface of the electrolyte, the cathode being electrically coupled to a positive terminal, the cathode having a positive electrode capacity; doped with lithium material within the cavity and along the second surface of the electrolyte prior to a first charge cycle of the battery, the total content of the lithium material being 3 to 50%, and the electrode density being 1.3 g / cm ３ disposing an anode comprised of a porous nanostructured silicon carbon structure (SiC) of less than 1000 .mu.m, the anode having a negative electrode capacity 20-50% greater than the positive electrode capacity of the cathode, the anode being electrically connected to a negative terminal; A method comprising:

9. disposing the anode having the silicon carbon structure within the cavity and along the second surface of the electrolyte, the silicon carbon structure having a charge capacity in the range of 15 mAh / g to 1250 mAh / g at the lithium material content; The method of claim 8, comprising:

10. In electric vehicles, one or more components; a battery pack for powering the one or more components; an array of batteries in the battery pack, the batteries having a housing defining a cavity within the housing; an electrolyte having a first surface and a second surface and for transferring ions between the first surface and the second surface, the electrolyte being disposed within the cavity; a cathode disposed within the cavity along the first surface of the electrolyte, the cathode being electrically coupled to a positive terminal and having a positive electrode capacitance; an anode disposed within the cavity along the second surface of the electrolyte, the anode doped with lithium material prior to a first charge cycle of the battery, the total lithium material content being between 3 and 50% and the electrode density being 1.3 g / cm ３ an anode comprising a porous nanostructured silicon carbon (SiC) structure of less than 1000 .mu.m and having a negative electrode capacity that is 20-50% greater than the positive electrode capacity of the cathode, the anode being electrically connected to a negative terminal; a battery having Electric vehicles, including

11. the silicon carbon structure of the anode having the negative electrode capacity in the range of 15 mAh / g to 1250 mAh / g at the content of the lithium material; 11. The electric vehicle of claim 10, comprising:

Images