Abstract
We fabricated tin phosphide–carbon (Sn4P3/C) composite film by aerosol deposition (AD) and investigated its electrochemical performance for a lithium-ion battery anode. Sn4P3/C composite powders prepared by a ball milling was used as raw material and deposited onto a stainless steel substrate to form the composite film via impact consolidation. The Sn4P3/C composite film fabricated by AD showed much better electrochemical performance than the Sn4P3 film without complexing carbon. Although both films showed initial discharge (Li+ extraction) capacities of approximately 1000 mAh g−1, Sn4P3/C films retained higher reversible capacity above 700 mAh g−1 after 100 cycles of charge and discharge processes while the capacity of Sn4P3 film rapidly degraded with cycling. In addition, by controlling the potential window in galvanostatic testing, Sn4P3/C composite film retained the reversible capacity of 380 mAh g−1 even after 400 cycles. The complexed carbon works not only as a buffer to suppress the collapse of electrodes by large volume change of Sn4P3 in charge and discharge reactions but also as an electronic conduction path among the atomized active material particles in the film.
Highlights
Li-ion batteries (LiBs) are widely used as a power source for portable electronic devices, and recently have attracted much attention as a large-scale power source for electric vehicles and plugin hybrid electric vehicles
The improvement of the cycling stability of the Sn4P3 anode has been demonstrated by controlling the cell voltage window in the literature but the cycle numbers were limited to only 50 [8,9], so we investigated the long-term cycling stability for Sn4P3/C composite films at different cell potential windows of 0–0.75 V, 0–1 V and 0–1.25 V
Sn4P3/C composite film was successfully fabricated by the aerosol deposition (AD) method and its electrochemical performance for a lithium-ion battery anode was examined
Summary
Li-ion batteries (LiBs) are widely used as a power source for portable electronic devices, and recently have attracted much attention as a large-scale power source for electric vehicles and plugin hybrid electric vehicles. Graphite with a theoretical capacity of 372 mAh g−1 is commonly used as an anode for LiBs, while lithium alloys such as Li–Si and Li–Sn with a higher theoretical capacity (Li4.4Si: 4200 mAh g−1, Li4.4Sn: 990 mAh g−1) have been extensively studied [1,2,3] They result in poor cycling stability due to a large volume change during charge and discharge reactions. In order to improve the cycling stability, various composite materials including metal oxides, multiphase alloys and intermetallic compounds have been studied as alternatives to graphite anode for LiBs [3,4,5,6,7] These materials show much higher capacities than graphite and improved cycling performance compared to lithium alloy materials. Li-alloy-based materials form an inactive matrix during cycling and this matrix is expected to suppress the volume change of the alloying reaction, and keeps the electrode particles mechanically connected together resulting in a reversible alloying reaction
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