Zinc electrode battery, development

Later, a polymerized zinc electrode was developed [322] using wetting polymer and plastically shaping polymer materials, which improved the performance of batteries for many cycles. 

The second battery (Fig. 10.17) is a series of six cells with bipolar (or duplex) electrodes. Each cell has the same components as the first cell, i.e. zinc can, separator, positive paste and carbon current collector. The latter is not a carbon rod but the bottom face of the duplex electrode. The whole set of cells is sealed in wax. In both cells the zinc electrode rapidly develops porosity as the corrosion process occurs while the performance is largely determined by the quality of... 

Some efforts toward sealed battery development (76) were made. However, a third electrode, an oxygen recombination electrode was required to reduce the cost of the system. High rate appHcations such as torpedo propulsion were investigated (77) and moderate success achieved using experimental nickel—zinc ceUs yielding energy densities of 35 W-h/kg at discharge rates of 8 C. A commercial nickel—zinc battery is considered to be the most likely... 

For the development of a long-lived, electrically rechargeable zinc-air battery, the structure and wettability of pasted zinc electrodes (with 1-10% cellulose) were optimized [330]. It was found that the addition of 10 wt % cellulose to the pasted zinc electrode, improved the life cycle and peak power drain capacity of the battery substantially. 

ZnO displays similar redox and alloying chemistry to the tin oxides on Li insertion [353]. Therefore, it may be an interesting network modifier for tin oxides. Also, ZnSnOs was proposed as a new anode material for lithium-ion batteries [354]. It was prepared as the amorphous product by pyrolysis of ZnSn(OH)6. The reversible capacity of the ZnSn03 electrode was found to be more than 0.8 Ah/g. Zhao and Cao [356] studied antimony-zinc alloy as a potential material for such batteries. Also, zinc-graphite composite was investigated [357] as a candidate for an electrode in lithium-ion batteries. Zinc parhcles were deposited mainly onto graphite surfaces. Also, zinc-polyaniline batteries were developed [358]. The authors examined the parameters that affect the life cycle of such batteries. They found that Zn passivahon is the main factor of the life cycle of zinc-polyaniline batteries. In recent times [359], zinc-poly(anihne-co-o-aminophenol) rechargeable battery was also studied. Other types of batteries based on zinc were of some interest [360]. 

Zinc-air modules for EV application are under development at the Edison company in Italy and by the Electric Fuel Ltd in Israel. In this case, the battery recharge also includes a mechanical step, namely the removal and replacement of the spent zinc electrodes. The actual electrochemical recharging process is carried out in a remote station. The proposed application to passenger vehicles considers the construction of specific stations where the removal and replacement of the spent zinc electrode pack is carried out automatically (Fig. 9.19). Energy and power densities of the order of 200 Wh/kg and 100 W/kg, respectively, and long cyclability, which may provide the car with a 300 km range and a... 

Lagrange cell — Fabre de Lagrange developed a zinc-air -> battery where the sulfuric acid dropped slowly through a column in which the carbon electrode was placed and down on to the zinc electrode. This was made to increase the current by a movement of the electrolyte solution, and thus decreasing the - concentration polarization. See also -> Daniell cell, - zinc, -> Zn1+/Zn electrodes, -+ Zn2+/Zn(Hg) electrodes, - zinc-air batteries (cell), and -> Leclanche cell. 

Wohler battery— The German chemist Friedrich Wohler (July 31, 1800-Sep. 23, 1882), who has developed a method to prepare metallic aluminum, suggested a - battery consisting of one aluminum electrode in concentrated nitric acid, and another aluminum electrode placed in dilute hydrochloric acid or sodium hydroxide solution. The latter electrode could also be replaced by a zinc electrode. 

Gulf General Atomic Company was one of the first parties to develop a zinc/air and zinc/oxygen system for an electric vehicle. A 20 kW zinc/oxygen battery was tested in a mini-moke jeep. The system employed electrolyte circulation and continuous removal of Zn(OH)2 reaction product. Zinc electrodes were regenerated from spent alkaline zincate solution in external recharging cells [16]. 

Alkaline mercury-zinc batteries were manufactured as sealed cells of low capacity (0.05-15 Ah). They contain mercury oxide HgO and a limited amount of electrolyte (about 1 ml/Ah) absorbed in a porous matrix, so they operate only according to the secondary process of the zinc electrode. Modern mercury-zinc batteries were developed by S. Ruben in the beginning of the 1940s. His button construction was so effective that large-scale production started in the United States as early as World War II and after the war in other countries. A schematics of the button construction is shown in Figure 4.1... 

In the 1950s already, the Austrian battery specialist Karl Kordesch built a rather efficient zinc air battery with a new type of carbon-air electrode. In later work at the American company Union Carbide, he developed a fuel cell with alkaline electrolyte using multilayer carbon electrodes with a small amount of platinum on the hydrogen side, and with cobalt oxide on the oxygen side. Kordesh put a battery of such foel cells into his car and was the first person to regularly use an electric car with fuel cells (Kordesch, 1963). 

Shortly after Grove s work on fuel cells in 1839, Smee in 1840 introduced the original concept of the metal air batteries and the last 150 years have seen discontinuous developments in the metal air batteries. The zinc/air battery had been prominent but generally unsuccessful due to both problems in the rechargeability of the zinc electrode as well as problems with the gas electrodes. 

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