Batteries component weight

Recycling of the major valuable battery components is an important factor influencing the introduction into the market and the economic development of the system. Figure 10 shows a breakdown of the materials and components, their weight fractions and recyclability. 

The effective specific energy of various batteries amounts presently to some 10-25% of theoretical specific energy (defined as the reversible work of the cell reaction per unit weight of reactive electrode materials). The extent of departure from the theoretical value depends on (1) the weight of nonactive battery components ... 

The steel components of the batteries melt down and report to the steel product. For every 1% addition of batteries by weight, the steel increases by approximately 0.2%. However the batteries also contain small amounts of residual metals such as nickel, tin and copper. For a 1% addition of batteries, the total of these residual elements increases by approximately 0.01%. This can be problematical to certain grades of steel, but for reinforcement and structural steels, this is insignificant. However it is the presence of the residual copper which ultimately restricts the addition of batteries to the electric arc furnace. A 3% addition, resulting in a copper increase of approximately 0.015%, is generally considered to be the limit for battery additions without adversely affecting the product. 

The weight analysis of the components of a 40-Ah SLI battery is presented in Table 2.9 [124]. The data in the table give average component weight values for 2007. 

Bipolar plates are a very important component of fuel-cell batteries. They largely determine the efficiency of the battery and its possible lifetime. The bipolar plates take up considerably more than half of the total battery volume (sometimes as much as 80%), and have the corresponding share of the battery s weight. The cost of the bipolar plates is up tol5% of the battery s total cost. 

Figures 23.2-23.5 show the contents of different materials in batteries with various chemistries and the elementary composition of active cathode materials [4]. It can be noticed that about a quarter of battery weight is represented by the positive electrode active material. Moreover, this is one of the most expensive battery components, especially if...

The weight contribution of the different battery components can be calculated from the following reaction ... 

The weight contributions of the separate battery components are presented in... 

We have developed a method, based on Excel spreadsheets, for designing cells and batteries that has been applied for several battery systems. In recent years, the method has been used primarily for designing lithium-ion batteries for HEVs and PHEVs [12,13]. One form of input for this method is test results from measurements of eapaeity and ASI on small cells with areas of only a few square eentimeters. It is also possible to accept data from larger cells by accounting for the resistance of the current collection system in the tested cells. The method calculates the volumes and weights of all of the cell and battery components and the electrical performance of the battery. By this method, three batteries were designed for a series-connected vehicle from the data in Table 1 for the MS-TiO system and from other proprietary input. The results are shown in Tables 2 and 3. 

General ratios for the different components in a lithium-ion battery (a) weight and (b) volume. 

The supercapacitors described in the literature have an overall specific capacity of about 1 to 5 F/g (i.e., when allowing for the weight of the two electrodes, the leads, the electrolytes, and aU peripheral components). In them, electric energy can be accumulated with a density of 1 to 5 Wh/kg (which is one to two orders of mag-nimde less than in batteries). 

Annex II lists all those materials and components that are exempt from 4(2) (a). Eor example lead as an element (i.e. steel upto 0.35% lead by weight, aluminium, copper), lead compounds in components (i.e. batteries, petrol tank coatings, vibration dampers, stabilisers in protective paint), hexavalent chromium (used as coating on various key vehicle components) and mercury (as can be found in bulbs and instrument panel displays). As ruled in 4(2) (b), the Commission shall regularly amend Annex II, i.e. review all substances that are currently exempt from 4(2) (a). If the use of any of the materials or compounds listed in Annex II can be avoided, those substances will be deleted from this Annex. 

Despite all of these merits, the application of Lilm in lithium ion cells never materialized because it caused severe A1 corrosion in electrolytes based on it. " In situ surface studies using EQCM established a reaction between the Im anion and the A1 substrate in which Al(Im)3 is produced and adsorbed on the A1 surface. Undoubtedly, this corrosion of a key component of the cell by Im greatly restricts the possible application of Lilm, because the role of A1 as a cathode substrate in the lithium-based battery industry is hard to replace, due to its light weight, resistance to oxidation at high potential, excellent processability, and low cost. 

In silver batteries, the silver oxide-zinc secondary batter has found its place in applications where energy delivered per unit of weight and space is of prime importance. The major disadvantages lie in their high cost and relatively short life. Consequently, a large pari of the silver battery market is concerned with defense and space components, See also Batteries. 

Active mass — The portions of a -> battery or -> accumulator which are participating in electrode reactions, i.e., in the transformation of chemical into electrical -> energy or vice versa. In a -> lead-acid battery active masses are lead dioxide and lead, with the lead or lead alloy grid serving as -> current collector and mechanical holder and all other components are not active masses. For maximum -> energy density the fraction of active mass in the overall cell weight should be as large as possible. 

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