The final family of materials involves the storage of Li via conversion or a combination of alloying and conversion reactions. However, since this is not solely reliant on the availability of interstitial sites, it is usually possible to store more Li and therefore, obtain higher gravimetric or volumetric capacities using this class of material. This is generally accompanied with an increase in the volume of the particles, leading to stress. In the case of an alloying reaction, the crystallographic structure of the host, such as Si or tin, changes upon lithiation. Intercalation materials, the simplest, take advantage of interstitial insertion, without much strain on the lattice. Negative electrodes can typically be split into three main categories, depending on the way the material stores Li or Na cations ( Figure 1) ( 5). Both industrial and academic contributors reported the latest results related to negative materials for Li or sodium secondary batteries, with a substantial number devoted to high capacity silicon-containing electrodes.Ģ. In this short review, the focus will be on negative electrode (anode) materials, covered both during plenary talks and within the poster presentations. This was divided into 11 plenary sessions, centred on positive and negative electrode materials beyond lithium-ion technologies (Li-air and Li-sulfur) and transverse discussions on interfaces and characterisation ( 4). In 2015 LiBD was held between 21st and 26th June, and approximately 200 scientists attended the conference, with 9 invited lectures, 61 oral communications and over 130 poster presentations. The ultimate target is to deliver the battery of tomorrow, that is long-lasting, affordable, safe and with greater energy and power performance.Įvery two years, the Lithium Battery Discussion (LiBD) hosts leading scientists in Arcachon, France. Extensive research is taking place globally at all levels: electrode and electrolyte materials, cell and battery design, pack management and optimisation. Although gaining momentum since the 1990s, metal-ion battery technologies have yet to meet all of the prerequisites of the automotive industry in terms of cost and range ( 2, 3). Capable of being repeatedly charged and discharged, they hold interest for their energy storage capabilities (coupled to renewable technologies, for example solar power or wind) and supplementing the internal combustion engine. In this context, secondary or rechargeable batteries represent a tool or an alternative to existing and more polluting technologies. However, to meet these ambitious aims requires corresponding energy strategies. The gathering of nearly 200 countries to tackle climate change and their determination to limit global temperature rises to below 2✬ by the end of the century was highly significant. 2015 may prove to be a pivotal point in managing the world’s climate following the United Nations Conference of Parties (COP21) in Paris ( 1).
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