Yanguang
Li
*a and
Hongjie
Dai
*b
aInstitute of Functional Nano & Soft Materials (FUNSOM) & Collaborative Innovation Center of Suzhou Nano Science and Technology, Soochow University, Suzhou 215123, China. E-mail: yanguang@suda.edu.cn
bDepartment of Chemistry, Stanford University, Stanford, CA 94305, USA. E-mail: hdai@stanford.edu
First published on 13th June 2014
Zinc–air is a century-old battery technology but has attracted revived interest recently. With larger storage capacity at a fraction of the cost compared to lithium-ion, zinc–air batteries clearly represent one of the most viable future options to powering electric vehicles. However, some technical problems associated with them have yet to be resolved. In this review, we present the fundamentals, challenges and latest exciting advances related to zinc–air research. Detailed discussion will be organized around the individual components of the system – from zinc electrodes, electrolytes, and separators to air electrodes and oxygen electrocatalysts in sequential order for both primary and electrically/mechanically rechargeable types. The detrimental effect of CO2 on battery performance is also emphasized, and possible solutions summarized. Finally, other metal–air batteries are briefly overviewed and compared in favor of zinc–air.
In the last five years or so, there has been a strong global incentive to develop electric vehicles (EVs) – starting from hybrid EVs to plug-in EVs and ultimately to pure EVs – powered by state-of-the-art lithium-ion batteries, as a move to reduce foreign oil dependence and mitigate green gas emission.11 Unfortunately EVs have achieved little market penetration so far. In 2012, EV sales in the United States market accounted for only 0.1% of over 14 million sold U. S. vehicles.12 This was to a great extent due to the high cost and insufficient energy density of current EV batteries. At 400–800 $ kW−1 h−1 currently,13 a lithium-ion battery pack alone would cost over $30000 for a 240 mile range passenger vehicle, equal to the cost of an entire gasoline-powered car. Tremendous research efforts have been dedicated to increasing the energy density and lowering the cost of EV batteries. Recently, the US Department of Energy launched the “EV Everywhere Grand Challenge” as an initiative for improved batteries with dramatically reduced cost and weight, aimed at producing EVs that are as affordable as today's gasoline-powered vehicles.14
As one of the proposed post lithium-ion technologies, metal–air batteries have received revived interest recently. These systems feature the electrochemical coupling of a metal negative electrode to an air-breathing positive electrode through a suitable electrolyte.1 Metal–air batteries are between traditional batteries and fuel cells. They have the design features of traditional batteries in which a metal is used as the negative electrode. They also have similarities to conventional fuel cells in that their porous positive electrode structure requires a continuous and inexhaustible oxygen supply from the surrounding air as the reactant, making possible very high theoretical energy densities – about 2–10 folds higher than those of lithium-ion batteries.1
Among the different types of metal–air batteries, aqueous zinc–air is a relatively mature technology and holds the greatest promise for future energy applications. Its primary batteries have been known to the scientific community since the late nineteenth century.15 Commercial products started to emerge in the 1930s.1 Zinc–air batteries have a high theoretical energy density of 1086 Wh kg−1 (including oxygen), about five times higher than the current lithium-ion technology. They can potentially be manufactured at very low cost (<10 $ kW−1 h−1 estimated,16 about two orders of magnitude lower than lithium-ion). For many applications, zinc–air batteries offer the highest available energy density of any primary battery systems.1 They have frequently been advocated as the most viable option, both technically and economically, to replace lithium-ion batteries for future EV applications.17 Despite their early start and great potential, the development of zinc–air batteries has been impeded by problems associated with the metal electrode and air catalyst. So far, primary zinc–air batteries have been most successfully implemented for medical and telecommunication applications.1 They are noted for their high energy densities but low power output capability (<10 mW for hearing aid button cells) due to the inefficiency of air catalysts available. In addition, the development of electrically rechargeable zinc–air batteries with an extended cycle life has been troubled by non-uniform zinc dissolution and deposition, and the lack of satisfactory bifunctional air catalysts.
Some previous papers have provided excellent reviews on zinc–air batteries, covering either individual components or the whole system.18–22 Nevertheless, in light of the latest increased research activity, especially on rechargeable batteries, an up-to-date account of the current status and challenges of zinc–air technology has become highly necessary. In this review, we focus on the more recent progress and technical issues with respect to the battery components, electrode materials and air catalysts of zinc–air batteries. We start with a brief introduction of the zinc–air battery configuration and operation principle, followed by a sequential discussion of the zinc electrode, electrolyte, separator and air electrode for both primary and rechargeable types. Further, mechanically rechargeable zinc–air batteries and their regeneration using renewable solar energy are reviewed. The detrimental effect of atmospheric CO2 on the air electrode and battery performance is also emphasized, and possible solutions summarized. Finally, other types of metal–air batteries are briefly introduced and compared before the concluding remarks on the alluring promise of zinc–air technology. With these, we aim to provide readers with a timely snapshot of this rapidly developing area.
Negative electrode: Zn + 4OH− → Zn(OH)42− + 2e− |
Zn(OH)42− → ZnO + H2O + 2OH− |
Positive electrode: O2 + 4e− + 2H2O → 4OH− |
Overall reaction: 2Zn + O2 → 2ZnO |
Parasitic reaction: Zn + 2H2O → Zn(OH)2 + H2 |
In electrically rechargeable zinc–air batteries, the aforementioned electrochemical reactions are reversed during recharge with zinc metals plated at the negative electrode and oxygen evolving at the positive electrode. Zinc is the most active metal that can be plated from an aqueous electrolyte.1 However, its cyclability is typically poor because of the high solubility of its discharge product (i.e. zincate) in alkaline electrolytes and its escape from the negative electrode vicinity. Upon recharge, the reluctance of zincate to fully return to the same location at the electrode surface triggers electrode shape change or dendritic growth, which gradually degrade the battery performance, or even more seriously, short out the battery.1,21 Furthermore, electrically rechargeable zinc–air batteries rely on bifunctional air electrodes that are capable of both oxygen reduction and evolution electrocatalysis.19,20,22 The requirement of bifunctionality imposes strong criteria on the selection of catalyst materials. So far few candidates have been able to meet the stringent demands of both high activity and long durability.
Zinc–air batteries have a standard potential of 1.65 V. In practice, their working voltages are markedly lower, typically <1.2 V in order to get considerable discharge current densities. For rechargeable batteries, electrochemical reactions can't be reverted until a large charging voltage of 2.0 V or higher is applied. Significant deviation of both charge and discharge voltages from the equilibrium value are mostly contributed by the substantial overpotentials of oxygen electrocatalysis at the positive electrode.18 As a result, electrically rechargeable zinc–air batteries usually have a low round-trip energy efficiency of <60%.
Besides challenges with positive and negative electrode materials, a major operating constraint to zinc–air batteries as well as to alkaline fuel cells is their sensitivity to the CO2 concentration in the feed gas stream. The reaction of CO2 with electrolyte leads to the formation of carbonates by the following reactions, which decreases the electrolyte conductivity. Precipitation of carbonates on the air electrode also clogs pores, negatively affecting the performance of the air electrodes and batteries. This issue is discussed in detail in Section 8.
2KOH + CO2 → K2CO3 + H2O and/or KOH + CO2 → KHCO3 |
![]() | ||
Fig. 2 Fibrous zinc electrode for zinc–air batteries. (a) A rod form for an AA battery and (b) a plate form for a large mechanically rechargeable zinc–air battery; (c) scanning electron microscopy (SEM) image of the zinc fibers; (d) discharge curves of zinc–air batteries using a gelled atomized zinc powder electrode and a fibrous zinc electrode in a laboratory test cell at a current density of 100 mA cm−2. Reprinted with permission from ref. 31, copyright 2006, Elsevier. |
However, as the electrode surface area increases, the corrosion rate of the zinc electrode generally becomes more significant. This side reaction consumes electrolyte, lowers the utilization efficiency of the zinc electrode, and eventually shortens battery lifetime.21 Many efforts have been made to slow down or suppress self-corrosion. In the early days, a partial remedy was amalgamation of the zinc.36,37 With the addition of mercury, a new phase of zinc-rich amalgam was formed at the initiation of hydrogen evolution. Baugh and co-workers observed that when the mercury level exceeded 100 μg cm−2, corrosion of the zinc was inhibited to less than 40% of unamalgamated zinc.37 However, because of concerns over its high toxicity and negative environmental impact, the use of mercury nowadays is restricted in many products including batteries. Alternative solutions have been pursued (Table 1). Alloying zinc with other metals (e.g. lead, cadmium, bismuth, tin and indium) was found to stabilize the zinc electrode.38–41 Introducing additives such as silicates, surfactants and polymers could also alter the electrochemical properties of the zinc and suppress hydrogen gas generation to different extents.42–46 In addition, coating the zinc metal with other materials offered an effective strategy for improving the comprehensive properties of the negative electrode.47,48 Cho and co-workers treated the zinc surface with 0.1 wt% lithium boron oxide, and observed increased discharge capacity, reduced hydrogen generation and self-discharge.47 Lee and coworkers reported that coating zinc particles with an Al2O3 layer could also minimize the corrosion rate, and 0.25 wt% Al2O3 coated zinc electrode provided 50% longer discharging time over pristine zinc in 9 M KOH.48
Modifications to the Zn electrode | Effects | Ref. |
---|---|---|
Alloys with Pb, Cd, Bi, Sn, In, Mg, Al or Ni | Suppress H2 generation, reduce dendrite formation, improve cycling reversibility | 39–41 |
Surface coating with Al2O3 or lithium boron oxide | Suppress H2 generation and self-discharge | 47 and 48 |
Inorganic additives: Ca(OH)2, Bi2O3, Tl2O3, Ga2O3, In2O3, In(OH)3, HgO, PbO, CdO or silicates | Suppress H2 evolution, reduce dendrite formation, improve discharge performance and cycling reversibility | 38, 43 and 52–60 |
Polymer additives: ionomers, PEG, PMMA, polypyrrole, polyaniline, poly(vinyl acetate) or polycarbonate | Restrict the dissolution of discharge product, reduce dendrite formation and shape change | 45, 46, 49, 50, 51 and 68 |
Surfactant additives: perfluorosurfactants, CTAB, TBABr, tetra-alkyl ammonium hydroxides, triethanolamine or lignosulfonate | Suppress H2 generation and electrode corrosion, reduce dendrite formation | 44 and 63–67 |
Making electrically rechargeable zinc–air batteries necessitates the development of cyclable zinc electrodes. The electrochemistry of zinc in alkaline electrolytes is easily reversible, but its non-uniform dissolution and deposition usually results in electrode shape change or dendritic growth during extensive charge–discharge cycling, which is detrimental to battery performance and cycle life.1,21 Different approaches have been attempted to mitigate these problems (Table 1). First of all, modifications to the electrode or electrolyte have been carried out so as to better retain the discharge product. Physically, these can be done through coating zinc electrodes with surface trapping layers.49–51 Vatsalarani and co-workers found that a fibrous network of polyaniline coating on a porous zinc electrode allowed the movement of hydroxide ions but restricted the diffusion of zincate ions.51 After 100 cycles, the coated electrode exhibited a uniform surface morphology, smoother than the untreated zinc electrode. The solubility of the zinc discharge products can also be reduced with chemical additives. Addition of calcium hydroxide to the zinc electrode or electrolyte has long been recognized as effective.52–54 It forms an insoluble compound with the zincate ions, thereby maintaining much of the zinc in a solid form in the proximity of the zinc electrode and allowing the interconversion between Zn(0) and Zn(II) at sufficiently high rates during battery charge–discharge cycles. Importantly, calcium hydroxide is insoluble in alkaline electrolytes, and therefore retains a uniform distribution as the battery is cycled. Calcium zincate itself has also been tested as a battery electrode material with much success.55–57 Other alkaline-earth metal hydroxides such as barium hydroxide and magnesium hydroxide as well as citrate, carbonate, borate, chromate, fluoride and silicate compounds have also been used to trap the discharge products.25
Furthermore, in order to suppress dendritic growth, McBreen and co-worker investigated Bi2O3, Tl2O3, Ga2O3, In2O3, HgO, PbO, CdO and In(OH)3 as electrode additives.58–60 It was proposed and proven by in situ XRD experiments that these oxides–hydroxides were reduced and formed an electronic network at the nanometer scale before zinc deposition, which could in turn enhance the electronic conductivity and polarizability of the electrode, improve the current distribution, and promote the formation of compact, thin zinc deposits.61,62 They also had high hydrogen overpotentials, and could inhibit electrochemical hydrogen evolution on the zinc electrode. Other than metal oxides–hydroxides, organic additives to the electrode or electrolyte have been investigated for suppressing dendritic initiation and propagation.63–67 These usually adsorb at the sites of rapid growth, and can ease the irregularity of the electrode surface. Banik and coworker observed that over a wide concentration range (100–10000 ppm), polyethylene glycol (PEG) in the electrolyte reduced the zinc electrodeposition kinetics and suppressed dendrite formation (Fig. 3).68 This was in accordance with their electrochemical modeling, which predicted an order of magnitude reduction in the zinc dendrite growth rates in the presence of a high concentration of PEG. More often, a combination of different types of additives is used so as to achieve the best cycling performance of the zinc electrode. Recently, S.C.P.S. of France developed a cyclable zinc electrode composed of a copper foam current collector filled with a mixture of zinc, ceramic electronic conductor (TiN) and a polymer binder.16 The ceramic conductor helps to retain zincate ions, allowing a uniform zinc deposition on charge. The resulting zinc electrode is capable of 800–1500 cycles without degradation.16
![]() | ||
Fig. 3 Optical microscope images of zinc dendrites deposited on the tip of wire electrodes from 0.1 M ZnCl2 electrolyte with various concentrations of PEG. Experiments were performed potentiostatically at two operating potentials versus Ag/AgCl as indicated. Reprinted with permission from ref. 68, copyright 2013, The Electrochemical Society. |
For open systems like zinc–air batteries, water loss from the liquid electrolytes is an important cause of performance degradation. They usually require regular topping up with water. It has been found that gelling of the electrolyte can help minimize water loss, and enhance battery performance and life. Hydroponics gel has the capacity to store solution 20–100 times its weight. It was first investigated as a gelling agent to immobilize KOH electrolyte for zinc–air batteries by Othman and coworkers.71,72 In a follow-up study, Mohamad demonstrated that a battery using 6 M KOH/hydroponics gel had an improved specific capacity of 657.5 mA h g−1 (789 W kg−1).73 Yang and coworker prepared a polymer gel electrolyte comprising of KOH dissolved in a polyethylene oxide (PEO)—polyvinyl alcohol (PVA) polymer matrix.74 It exhibited high ionic conductivity, mechanical strength and electrochemical stability suitable for solid-state zinc–air batteries. Zhu and coworkers solution polymerized acrylate-KOH–H2O at room temperature and derived an alkaline polymer gel electrolyte with a high specific conductivity of 0.288 S cm−1.75 Laboratory zinc–air, zinc–MnO2, and Ni–Cd batteries using this polymer gel electrolyte had almost the same performance characteristics as those with aqueous alkaline solution.
Recently, the viability of aprotic electrolytes, especially ionic liquids, for zinc–air batteries has been proposed and evaluated. These electrolytes are beneficial to the cyclability of the zinc electrodes. With them, dendrite-free zinc deposition has been demonstrated. They are also able to suppress the self-corrosion of zinc, slow down the drying-out of the electrolyte and eliminate its carbonation. Simons and co-workers investigated the electrodeposition and dissolution of Zn2+ in 1-ethyl-3-methylimidazolium dicyanamide ([emim][dca]) ionic liquid.76 They concluded that deposition from Zn(dca)2 in [emim][dca] containing 3 wt% H2O resulted in uniform, non-dendritic morphologies. The system had a high current density and efficiency appropriate for use in secondary zinc batteries. Xu and co-workers examined different ionic liquids, and observed a small overpotential for zinc redox chemistry in imidazolium cation and dicyanamide anion based ionic liquids.77 The exchange current densities derived from Tafel analysis were about 10−2 mA cm−2 in imidazolium based ionic liquids.
Despite being amenable to zinc electrochemistry, aprotic electrolytes in general do not work well with the current air electrodes designed specifically for aqueous solutions as will be discussed in more detail under Section 6.1. The oxygen electrocatalysis in aprotic electrolytes is drastically different from that in aqueous media. Studies have shown that cations in aprotic electrolytes strongly influence the reduction mechanism.78 Larger cations such as tetrabutylammonium (TBA) salts favor the reversible O2/O2− reaction, whereas smaller cations cause the irreversible reduction of oxygen, forming insoluble metal peroxides or superoxides.78 In non-aqueous lithium–air or sodium–air batteries, the precipitation of the discharge products at the air electrode is known to clog pores and thereby gradually shut off the reaction.79 Air electrodes also have distinct wettability in aprotic electrolytes. Harting and co-workers observed that ionic liquids were too viscous to effectively wet the gas-diffusing electrode, giving rise to a quick voltage decrease in the zinc–air battery during discharge. Using pure 1-butyl-3-methylimidazolium dicyanamide ([BMIM][dca]) as the electrolyte, they only obtained a discharge current density of 0.2 mA cm−2 at 0.8 V.80 So far, the performance of zinc air batteries using KOH as the electrolyte could not yet be approached by any aprotic electrolyte.
Nonwoven polymeric separators made of polyethylene (PE), polypropylene (PP), polyvinyl alcohol (PVA) and polyamide have been widely employed in traditional alkaline and lithium batteries as well as metal–air batteries as reviewed by some excellent works.81,82 Their fibrous structure offers a high porosity (up to 75% pore volume) necessary for high electrolyte retention and low ionic resistance. Commercial zinc–air batteries typically use laminated nonwoven separators such as Celgard® 5550.81,82 They have a trilayer structure (PP/PE/PP) where the PP layer is designed to maintain the integrity of the separator, and the PE core is intended to shut down the battery if it overheats (Fig. 4). These separator membranes are often produced by a dry process in which a polyolefin resin is melted, thermally annealed to increase the size and amount of lamella crystallites, and then precisely stretched to form tightly ordered micropores.81,82 They are usually coated with surfactants for rapid electrolyte wetting. Recently, Wu and coworkers reported that sulfonation of nonwoven PE/PP separators could improve their hydrophilicity, and consequently double the ionic conductivity in alkaline electrolytes.83,84 Zinc–air batteries assembled from sulfonated nonwoven separators exhibited an improved peak power density of 27–38 mW cm−2.
![]() | ||
Fig. 4 Laminated nonwoven separator membranes (Celgard® 5550) used in zinc–air batteries. (a) A cross-section image and (b) a top-view image of the membrane. Reproduced with permission from Celgard, LLC and ref. 82, copyright 2007, The Electrochemical Society. |
Saputra and coworkers investigated an inorganic microporous MCM-41 membrane as an alternative separator material.85 Compared to organic polymers, inorganic separators have the advantage of better thermal stability. The authors dip-coated a zinc electrode with a 5 μm MCM-41 membrane, and assembled it with a commercial air electrode in KOH. The full battery delivered a peak power density of 32 mW cm−2 and a volumetric energy density of 300 Wh L−1, comparable to commercial zinc–air button cells of equivalent size.85
One drawback of porous separators is that their open structure allows the easy permeation of soluble zincate ions from the negative electrode, giving rise to an increased polarization and decreased battery cycling efficiency. It would be beneficial to develop and employ anion-exchange membranes that are only selective to the passage of hydroxide ions. Dewi and coworkers prepared a poly(methylsufonio-1,4-phenylenethio-1,4-phenylene triflate) membrane with high anion selectivity.86 When used in zinc–air batteries, the polysulfonium separator permitted no detectable crossover of zinc species and effectively increased the discharge capacity by six times as compared to commercial Celgard separators. However, the use of anion-exchange membranes in zinc–air batteries is generally plagued by their insufficient long-term stability at high pHs – a problem similarly restricting their application in alkaline fuel cells.87 Regular anion-exchange membranes typically show a 10% loss in performance after only 1000 h, far from satisfactory for meeting necessary battery shelf life and cycle life.
These PTFE-bonded multilayered GDEs work efficiently for most aqueous electrolytes. However they may not be optimal for aprotic or ionic liquid electrolytes used in non-aqueous metal–air batteries. Little research has been done so far to study the properties of conventional GDEs in non-aqueous media.96,97 While ionic liquids are generally too viscous to properly wet the air electrode,80 most organic solvents (e.g. acetonitrile) easily flood PTFE and the carbon electrode pores, pushing out the gas. Both circumstances lead to the greatly diminished triple phase boundary essential to ORR electrocatalysis. It is suggested that in non-aqueous lithium–air batteries, an electrode–electrolyte “two-phase reaction zone” is in effect. In this model, the air electrode is completely wetted with the liquid electrolyte, and only oxygen dissolved in the electrolyte actually participates in the charge-transfer process (Fig. 6b).97,98 This may partly explain the much smaller observed current density (about three orders of magnitude) non-aqueous metal–air batteries are able to deliver compared to aqueous versions. To tackle this problem, Balaish and co-workers impregnated an air electrode with perfluorocarbons as the special oxygen carriers, which are immiscible with aprotic electrolytes used in lithium–air batteries (Fig. 6c and d).98 Thus a formed artificial three phase boundary substantially increased the discharge capacity by over 50%. The same principle may also be applicable to the non-aqueous zinc–air batteries being proposed. Future research on GDEs must be directed toward the optimization of electrode architecture and properties together with electrolyte formulation and electrocatalysts.
![]() | ||
Fig. 6 Proposed mechanism for the formation of an artificial three-phase reaction zone in a non-aqueous metal–air positive electrode. (a) Channels inside the pristine porous carbon; (b) channels are flooded with an organic electrolyte (in blue) thus, only dissolved oxygen is participating in the reduction reaction; (c and d) different possibilities of two distinct subsystem channels, formed as a result of the perfluorocarbon treatment. Reprinted with permission from ref. 98, copyright 2014, Wiley-VCH. |
Air catalysts | Electrolytes | Battery performancea | Ref. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
a Polarization refers to the difference between charge and discharge voltages at the same working current density. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Unifunctional catalysts for primary batteries | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Ag/C | 6.5 M KOH | Peak power density: 34 mW cm−2 at 35 °C and 72 mW cm−2 at 80 °C | 107 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Mn3O4/rGO-IL | Current density @ 1 V: 70 mA cm−2; peak power density: 120 mW cm−2 | 118 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Mn3O4/ketjenblack | 6 M KOH | Current density @ 1 V: 120 mA cm−2; peak power density: ∼190 mW cm−2 | 119 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
N-doped CNTs | 6 M KOH | Current density @ 1 V: 50 mA cm−2; peak power density: 69.5 mW cm−2 | 142 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
N-doped porous carbon nanofibers | 6 M KOH | Current density @ 1 V: 150 mA cm−2; peak power density: 194 mW cm−2 | 143 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
B,N-codoped nanodiamond | 6 M KOH | Current density @ 1 V: ∼15 mA cm−2; peak power density: 25 mW cm−2 | 141 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Pyrolyzed CoTMPP (Co–N–C) | 6 M KOH | Current density @ 1 V: 120 mA cm−2 | 157 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Pyrolyzed FeCo–EDA (FeCo–N–C) | 6 M KOH | Current density @ 1 V: 150 mA cm−2; peak power density: 232 mW cm−2 | 158 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Bifunctional catalysts for rechargeable batteries | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
MnO2–NCNT | 6 M KOH | Voltage polarization @ j = 20 mA cm−2: ∼1.5 V; cyclability: charged–discharged at ∼8 mA cm−2 with 300 s per step for 50 cycles, polarization increased ∼0.4 V at the end. | 167 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
MnO2/Co3O4 | 6 M KOH | Voltage polarization @ j = 20 mA cm−2: ∼1.4 V; cyclability: charged–discharged at 15 mA cm−2 with 7 min per step for 60 cycles, polarization increased ∼0.3 V at the end. | 168 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
CoMn2O4/N-rGO | 6 M KOH | Voltage polarization @ j = 20 mA cm−2: ∼0.7 V; cyclability: charged–discharged at 20 mA cm−2 with 300 s per step for 100 cycles, polarization increased ∼0.2 V at the end. | 170 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
NiCo2O4 | 6 M KOH | Voltage polarization @ j = 20 mA cm−2: ∼0.7 V; cyclability: charged–discharged at 20 mA cm−2 with 20 min per step for 50 cycles, polarization increased ∼0.2 V at the end. | 169 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
LaNiO3/NCNT | 6 M KOH | Voltage polarization @ j = 20 mA cm−2: ∼1.2 V; cyclability: charged–discharged at ∼17.6 mA cm−2 with 300 s per step for 75 cycles, polarization increased 0.1∼0.2 V at the end. | 179 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
La2NiO4 | 6 M KOH | Voltage polarization @ j = 20 mA cm−2: ∼0.8 V; cyclability: charged–discharged at ∼25 mA cm−2 with 150 s per step for 20 cycles, polarization increased 0.4 V at the end. | 180 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Catalysts for three-electrode configuration | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
MnO2 (ORR) + stainless steel (OER) | 7 M KOH | Voltage polarization @ j = 20 mA cm−2: >0.9 V; cyclability: charged–discharged at 5–15 mA cm−2 with 12–15 h per step for ∼120 h, negligible voltage change at the end. | 16 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
CoO/NCNT (ORR) + NiFe-LDH/CNT (OER) | 6 M KOH | Peak power density: ∼265 mW cm−2; voltage polarization @ j = 20 mA cm−2: 0.75 V; cyclability: charged–discharged at 20 mA cm−2 with 10 h per step for ∼200 h, negligible voltage change at the end. | 183 |
In the early days of zinc–air research, precious metal air catalysts were widely used.99–102 Platinum was the choice in the first zinc–air battery due to its high activity.15 It remains the benchmark in the evaluation of new alternative electrocatalysts.23 In addition to platinum, other precious metals such as palladium, silver, gold and their alloys have received considerable attention. Silver is particularly attractive due to its relatively low cost (only 1% of the price of platinum), decent activity (overpotential 50–100 mV larger than platinum) and better long-term stability.24,103–105 At very high base concentrations relevant to zinc–air batteries (e.g. 30 wt% KOH), silver was reported to even outperform platinum catalysts.106 This was attributed to the electronic structure of silver with a completely filled d band giving rise to a much less oxophilic surface than platinum,106 whereas a higher coverage of OH on the platinum surface is known to suppress its ORR kinetics with increasing pH.24 Accordingly, silver catalysts are usually favored over platinum for alkaline fuel cells and metal–air batteries.24,101,102,107 Using a Ag-amalgam electrode, Chireau from Yardney Electric Corporation (now Yardney Technical Products) demonstrated an energy density of 155 W h kg−1 for a 24 V, 20 Ah battery at a 3 h rate discharge.102 A more recent study showed that zinc–air batteries with a 10 wt% Ag/C air electrocatalyst delivered a peak power density of 34 mW cm−2 at 35 °C.107
Precious metal ORR catalysts have high electrocatalytic activities. However their widespread use is prohibited by their scarcity.23,24 Compared with precious metals, non-precious metal oxides are more desired as air catalysts due to their lower cost. A plethora of binary and ternary oxides in the form of spinel, perovskite or other structures have been extensively investigated (Table 2).108–115 Among them, manganese oxide (MnOx) is a particularly interesting candidate due to its rich oxidation states, chemical compositions and crystal structures. In fact, MnO2 is the most common ORR electrocatalyst in commercial zinc–air batteries. For example, during the fabrication of Duracell hearing-aid batteries, γ-MnO2 particles were intensely milled together with carbon until they were <10 μm in size, and then blended with PTFE. A uniform layer of the mixture was applied and pressed onto a metal grid to form the positive electrode sheet.116,117 Such batteries have high energy densities up to >400 Wh kg−1. Lee and co-workers devoted considerable efforts to fabricating air electrodes comprising of MnOx supported on conductive nanocarbon matrices.118,119 Using a polyol method, they synthesized amorphous MnOx nanowires on Ketjenblack (Fig. 7). A laboratory zinc–air battery based on this composite air electrode exhibited a peak power density of 190 mW cm−2 and a discharge capacity of 300 mA h g−1 (normalized to the mass of zinc), which was comparable to batteries equipped with the platinum catalyst (Fig. 7).119
![]() | ||
Fig. 7 Amorphous manganese oxides supported on Ketjenblack for zinc–air batteries. (a) Schematic configuration of the battery; (b) transmission electron microscopy (TEM) image of amorphous MnOx nanowires on Ketjenback composites; (c) polarization curves and (d) discharge curves at 250 mA cm−2 of zinc–air batteries in comparison with the standard 20% Pt/C. Reprinted with permission from ref. 119, copyright 2011, American Chemical Society. |
Besides manganese oxide, perovskite oxides have also received tremendous attention for ORR electrocatalysis in alkaline media. Interestingly, it has been noted that their activity is mainly determined by the B-site cations whereas the A-site cations play a minor role.120,121 In a recent study, Suntivich and co-workers quantitatively correlated the intrinsic ORR activity with the σ*-filling of the B-site cations, and observed a volcano-shaped trend with eg electron number among the 15 different compositions they investigated.121 Perovskite-type oxides, particularly La0.6Ca0.4CoO3, have been seriously pursued by several different groups as air electrocatalysts for zinc–air batteries.122–124 Yamazoe and co-worker prepared large-surface-area La0.6Ca0.4CoO3 from an amorphous citrate precursor.122 Using this active catalyst, they constructed a zinc–air battery with a power density of ∼260 mW cm−2 at 290 mA cm−2.
Carbon based ORR electrocatalysts have also been the subject of recent scrutiny.125 In aqueous solutions, pristine carbon materials have poor inherent ORR activity with a predominant two-electron pathway to form peroxides.126–128 Chemical modification of the carbon surface, such as heteroatom doping, can enhance their ORR electrocatalytic activity via increasing the structural disorder or forming heteroatom functionalities.125,128 Metal-free nitrogen-doped carbon materials, including carbon black, mesoporous carbon, graphene sheets, nanofibers and nanotubes, have been intensively explored for ORR electrocatalysis,128–141 some of which have been applied to zinc–air batteries (Table 2).142,143 Nitrogen is introduced to these carbonaceous materials in pyridinic, pyrrolic or graphitic form by reacting with appropriate nitrogen precursors at elevated temperatures.125 The amount of each species depends on the detailed synthetic conditions such as the nitrogen precursors used and reaction temperatures.144–146
Metal-free nitrogen-doped carbon materials have respectable ORR activity in alkaline media, however they are still considerably distant from the platinum benchmark. A more active type of carbon-based ORR catalyst consists of metal–nitrogen–carbon (M–N–C) materials. These are usually synthesized via pyrolyzing metal (most commonly iron or cobalt) and nitrogen precursors on a carbon support at 800–1000 °C.147–152 Although the exact nature of the active sites in this type of catalyst remains elusive, there has been mounting evidence in support of the hypothesis that metal cations coordinated by nitrogen are responsible for the electrocatalytic activity.153–156 To design high performing catalysts requires a careful and creative choice of carbon support, metal and nitrogen precursors and synthetic conditions. Zhu and co-workers reported that pyrolyzing a tetramethoxyphenyl porphyrin cobalt complex on carbon at a mild temperature yielded a highly active Co–N–C type ORR electrocatalyst.157 A zinc–air battery loaded with a small amount (0.08 mg cm−2) of this catalyst delivered a current density of 120 mA cm−2 at 1 V. Similarly, a FeCo–N–C type catalyst was prepared by pyrolyzing ethylenediamine chelated iron and cobalt, and evaluated in zinc–air batteries.158 The resulting battery exhibited a peak power density of 232 mW cm−2.
There are several bifunctional catalysts that have been reported in the past.159,162 The electrocatalytic activity of metal oxide is associated with the ability of the cations to adopt different valency states, particularly when they form redox couples at the potential of oxygen reduction or evolution.163 Jaramillo and coworkers electrodeposited a nanostructured MnOx thin film on a glassy carbon substrate followed by heat treatment in air. This simple yet effective approach yielded a catalyst with remarkable bifunctional activity close or comparable to the best known precious metals.164 Co3O4 has long been known for its OER capability, but its ORR activity was generally poor. Liang and coworkers grew Co3O4 nanoparticles on graphene sheets and found the hybrid material exhibited a surprising ORR activity due to the synergistic effect between the two components while the OER activity of Co3O4 was further enhanced.112 This is one of the best bifunctional oxygen catalysts available currently. Other bifunctional spinel oxides such as CoxMn3−xO4, MnCo2O4, CuxCo3−xO4 and NiCo2O4 have also been investigated.114,115,165,166 NiCo2O4 nanopowders, CoMn2O4/N-doped graphene composite, MnO2 nanotubes/N-doped carbon nanotube composite, Co3O4 nanoparticle-modified MnO2 nanotubes, and so on, have been tested in full zinc–air batteries with decent performance (Table 2).167–170 Among the perovskite oxides, research has primarily focused on the composition La1−xAxMO3−δ (where A = Ca or Sr, and M = Co, Ni and Mn).171 It was found that La0.6Ca0.4CoO3 showed the most promising bifunctional catalytic activity.172,173 The influence of heat treatment, synthetic conditions and carbon support on the catalytic activity has been carefully studied.174–177 La0.6Ca0.4CoO3 is also one of the earliest bifunctional electrocatalysts developed and evaluated for electrically rechargeable zinc–air batteries.123,172,173,178 Muller and co-workers initiated serious efforts to build zinc–air batteries of different sizes using this catalyst in the 1990s.123,178 With a 200 cm2 zinc electrode and air electrode, they achieved a cycle life of about 1250 h in C/9 charge and discharge cycles. A battery module of ten such cells connected in series exhibited a practical working voltage of 20 V and specific energy density of 95 Wh kg−1.123 More recently, Chen and co-workers derived a core–corona structured bifunctional catalyst comprising of LaNiO3 particles supporting nitrogen-doped carbon nanotubes (Fig. 8).179 In this material, the core and corona were designed to catalyze OER and ORR, respectively, with high efficiency. A zinc air battery based on the catalyst displayed a discharge voltage of around 0.9 V and charge voltage of around 2.2 V at a current density of ∼17.6 mA cm−2 (or 24.5 A g−1 when normalized to the mass of the catalyst), and improved cycling performance compared with both Pt/C and LaNiO3 (Fig. 8d and e). Jung and co-workers fabricated a rechargeable zinc–air battery using La1.7Sr0.3NiO4 as the bifunctional catalyst.180 At 25 mA cm−2, the battery had an initial discharge voltage of around 1.2 V and charge voltage of around 2.0 V with a fair cycling stability.
![]() | ||
Fig. 8 Core-corona structured bifunctional catalyst (CCBC) for rechargeable zinc–air batteries. (a) Schematic of the core–corona structure consisting of LaNiO3 centers supporting nitrogen-doped carbon nanotubes; (b) SEM and (c) TEM images of the CCBC; (d) charge and discharge polarization curves of Pt/C, CCBC-2 and LaNiO3; (e) charge–discharge cycling of CCBC-2 at 17.6 mA cm−2 and 10 min per cycle. Reprinted with permission from ref. 179, copyright 2012, American Chemical Society. |
Despite all this progress, the cycling stability of bifunctional electrodes in general is far from satisfactory. Degradation usually starts within a few numbers of cycles.167,168,179,180 It is believed that alternating reductive and oxidative environments during ORR–OER cycles may cause gradual but unrecoverable damage to catalyst materials, leading to deteriorating activities. For example, even though MnOx is often deemed as the most popular bifunctional catalyst, it has a strong propensity to get oxidized to MnO4− at OER potentials.16 Carbon as the catalyst support is also susceptible to electrochemical corrosion. Continuous efforts are therefore needed to design and prepare highly efficient and robust bifunctional electrocatalysts and electrodes for electrically rechargeable zinc–air batteries.
A few examples of three-electrode zinc–air batteries are available in the literature (Table 2). Zhong developed a three-electrode battery consisting of an ORR electrode formed from cobalt tetramethoxylphenyl porphyrin (CoTMPP) and an OER electrode composed of 30 wt% Ag2O and 70 wt% LaNiO3.182 Evaluation suggested that such a 6 Ah battery maintained a stable performance for at least 30 cycles. Toussaint and co-workers used MnO2 mixed with carbon as the ORR electrode and a stainless steel grid as the OER electrode in a three-electrode rechargeable zinc–air battery.16 They demonstrated a 9 Ah cell with a specific energy density of 130 Wh kg−1. Remarkably, more than 5000 h of operation and 200 cycles were accomplished. Building on their latest breakthroughs in hybrid oxygen electrocatalysts, Li and co-workers employed cobalt oxide nanocrystals grown on nitrogen-doped carbon nanotubes (CoO/NCNT) as the ORR catalyst and nickel iron layered double hydroxide grown on carbon nanotubes (NiFe–LDH/CNT) as the OER catalyst for zinc–air batteries (Fig. 9a–c).183 In 6 M KOH, these two hybrid catalysts were superior to precious metal benchmarks (Pt/C and IrO2/C for ORR and OER, respectively) in both activity and durability. Primary batteries incorporating CoO/NCNT exhibited a peak power density of around 265 mW cm−2 and a large specific energy density of >700 Wh kgZn−1 at room temperature.183 Rechargeable batteries in the three-electrode configuration had a high round trip efficiency of 60–65%. When repeatedly charged and discharged at 20–50 mA cm−2 for a total of 240 h, the battery showed excellent cycling stability (Fig. 9d), much improved over the conventional two-electrode configuration in which the same air electrode was used for both ORR and OER.167,168,179,180,183
![]() | ||
Fig. 9 Electrically rechargeable zinc–air batteries based on high-performance hybrid electrocatalysts. (a) Schematic of a rechargeable battery in the three-electrode configuration; (b and c) TEM images of CoO/NCNT and NiFe LDH/CNT, respectively; (d) charge and discharge cycling performance of the battery at 20 mA cm−2 and a 20 h cycle period. Reprinted with permission from ref. 183, copyright 2013, Nature Publishing Group. |
In the late 1960s, mechanically rechargeable zinc–air batteries were considered for powering portable military electronic equipment by virtue of their high energy density and ease of recharging.1 Since the 1990s, there have been serious efforts to develop EVs powered by mechanically rechargeable zinc–air batteries.184–187 Cooper and co-workers in Lawrence Livermore National Laboratory conducted on-vehicle tests of nine 12-cell modules, and achieved a specific energy density of 130 Wh kg−1 and a power density of 65 W kg−1. A self-feeding feature was designed by them to add zinc pellets and the alkaline electrolyte, which helped reduce the refueling time to less than ten minutes for a 15 kW, 55 kW h battery unit.184 Electric Fuel Limited of Israel (now Arotech), on the other hand, employed mechanically replaceable zinc cassettes. Spent cassettes could be replaced in 30 s. This technology was evaluated in a four-passenger mini-jeep using a 32-cell module connected in series. The battery unit delivered a specific energy density of 191 Wh kg−1 and a power density of over 80 W kg−1.185
Based on these preliminary data, it seems that EVs powered by mechanically rechargeable zinc–air batteries are able to compete with conventional vehicles in price, performance, safety and quick refueling. However, the commercial success of a zinc–air based transportation system relies on the establishment of two other system elements: public refueling stations to replenish the negative electrode materials and electrolytes, as well as zinc regeneration facilities for centralized recycling of the discharge products (Fig. 10).187 The collected discharged fuel can be electrochemically regenerated by a zinc electrowinning process using off-peak electricity.187,188 Alternatively, zinc oxide can be reduced to zinc through its direct thermal dissociation or carbothermic reduction in a high-temperature chemical reactor heated by concentrated solar energy, as shown in Fig. 10.189 Carbothermic reduction of zinc oxide with a solid or gaseous (e.g. methane) carbon source is fundamentally less challenging, and can proceed at low temperatures of 1100–1200 °C. The product gases of zinc can be easily condensed out of the off-gas mixture containing zinc.189 Several reactor prototypes have been built and evaluated. In Europe, a pilot plant with a concentrated solar power input of approximately 300 kW has been set up. It successfully operates with zinc production rates of up to 50 kg h−1.189 The use of solar energy offers a sustainable option for the recharge of spent zinc–air batteries.
It is evident that proper CO2 management is essential to the endurance of zinc–air batteries. CO2 can be effectively removed by passing the inlet air through a “scrubber” of inexpensive hydroxides (e.g. soda lime and Ca(OH)2) or amines (e.g. monoethanolamine).191,193 It is estimated that one kilogram of soda lime can clean 1000 m3 of air, taking the CO2 concentration from 0.03% to 0.001%.194 If this efficiency can be readily achieved, our calculations indicate approximately 1200 kWh of clean air per kilogram of soda lime with a cost of ∼ 0.1 $ kg−1. One alternative strategy for CO2 management involves the synergistic possibility of changing electrolyte to remove any accumulated carbonate. Gulzow suggested that in a 3.5 kW alkaline fuel cell system, changing electrolyte every 800 h ensured no carbonate precipitation and also maintained the electrolyte concentration.195 In addition, operating zinc–air batteries at higher temperatures would increase the solubility of carbonates and therefore retard its precipitation. There seems to be no obvious technical hurdle toward high-temperature (e.g. 60–80 °C) zinc–air batteries if the self-corrosion of zinc and water loss can be properly managed. Other possible approaches include employing CO2-tolerant electrolytes such as ionic liquids.196 But more often, these options result in much inferior battery performance as a sacrifice.
Battery systems | Fe–air | Zn–air | Al–air | Mg–air | Na–air | K–air | Li–air | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
a Data source: http://www.metalprices.com. b Oxygen inclusive. c Reported values in literature were normalized to the mass of catalysts. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Year invented | 1968 | 1878 | 1962 | 1966 | 2012 | 2013 | 1996 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Cost of metals ($ kg−1)a | 0.40 | 1.85 | 1.75 | 2.75 | 1.7 | ∼20 | 68 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Theoretical voltage (V) | 1.28 | 1.65 | 2.71 | 3.09 | 2.27 | 2.48 | 2.96 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Theoretical energy density (Wh kg−1)b | 763 | 1086 | 2796 | 2840 | 1106 | 935 | 3458 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Electrolyte for practical batteries | Alkaline | Alkaline | Alkaline or saline | Saline | Aprotic | Aprotic | Aprotic | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Practical voltage (V) | ∼1.0 | 1.0–1.2 | 1.1–1.4 | 1.2–1.4 | ∼2.2 | ∼2.4 | ∼2.6 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Practical energy density (Wh kg−1) | 60–80 | 350–500 | 300–500 | 400–700 | Unclearc | Unclearc | Unclearc | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Primary (P) or electrically recharge-able (R) | R | R | P | P | R | R | R |
Nonaqueous metal–air batteries such as lithium–air, sodium–air and potassium–air were introduced to the public more recently, however they have gained rapidly increasing attention recently.79,207–212 Lithium–air is particularly appealing due to its very high theoretical energy density (3458 Wh kg−1, Table 3). Nonaqueous metal–air batteries have a starkly different battery electrochemistry from their aqueous counterparts. ORR in organic solvents proceeds at a rate orders of magnitude slower than in aqueous electrolytes.19 This leads to the formation of insoluble metal peroxide or superoxide particles, the accumulation of which at the air electrode blocks oxygen diffusion, and gradually shuts off battery reactions.19,79,211,212 Unlike zinc–air batteries, the real capacity that a nonaqueous metal–air battery can achieve is determined by the air electrode – especially by its surface area and pore volume available for the deposition of discharge products – rather than by the metal electrode.79,211,212 This characteristic essentially eliminates the feasibility of mechanical recharging in nonaqueous metal–air batteries unless a method to dissolve the discharge product can be identified. In many studies on lithium–air, the battery capacity is normalized to the mass of air catalysts instead of the metal electrode, resulting in encouraging numbers on the order of thousands or even tens of thousands of mA h g−1. These results are misleading, and should not be taken as an indication that current lithium–air batteries surpass zinc–air batteries in performance. The absolute capacity that a nonaqueous metal–air battery is able to deliver is usually a very small fraction of what a zinc–air battery is capable of. To make it more complicated, recent studies suggested that observed battery currents might be due to the irreversible decomposition and oxidation of its electrolytes.210,213,214 Without doubt, nonaqueous metal–air batteries have tremendous potential. However, they are plagued by intrinsic performance limitations (low power capability and poor cyclability), and might not be able to rival zinc–air batteries at least in the near future.
Among the different types of metal–air systems – aqueous or non-aqueous, zinc–air by far represents the only viable contender to replace lithium-ion for EV applications. With recent improvements in power capability and lifetime, zinc–air batteries nowadays have most performance parameters on a par with or exceeding those of lithium-ion, not to mention their inherent safety and much lower cost. Even though electrically rechargeable zinc–air batteries are still not mature, there is no major technical hurdle toward zinc–air EVs with mechanical recharging. Many field trials have been carried out in US, Europe and China to assess this technology. It allows fast refueling in a few minutes just like conventional gasoline vehicles. Although it has been reported that some novel lithium-ion technologies are capable of fast recharging in 10 minutes or less, in practice such fast recharging requires extremely high power and may not be feasible at most residential sites. Moreover, zinc–air batteries can be combined with other high-power rechargeable batteries such as lead-acid or even supercapacitors for EVs. In such a hybrid configuration, high energy zinc–air batteries can be used as the primary energy source during periods of light load while high power batteries or supercapacitors handle the peak power requirements. Future research on zinc–air should be placed on the continuous optimization of battery design, electrolyte and electrode materials.
This journal is © The Royal Society of Chemistry 2014 |