• 한국전기화학회:학술대회논문집
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• 2003.11a
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• pp.121-140
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• 2003

• Ingenium
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• v.11 no.3
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• pp.66-75
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• 2004

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2001.07a
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• pp.474-477
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• 2001

The properties of LiMnO$_2$ was studied as a cathode active material for lithium polymer batteries. LiMnO$_2$ cathode active materials were synthesized by the reaction of LiOH . $H_2O$ and Mn$_2$O$_3$at various temperature under argon atmosphere. For lithium polymer battery applications, the LiMnO$_2$cell was characterized electrochemically by charge-discharge experiments and a.c. impedance spectroscopy. And the relationship between the characteristics of powders and electrochemical properties was studied in this research. A maximum discharge capacity of 160-170 mAh/g for ο-LiMnO$_2$ cell was achieved. Used that SP270 as electric active material in LiMnO$_2$, it is excellent than property of electric active material used Acetylene black or KS6 at charge/discharge capacity.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.19 no.6
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• pp.519-523
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• 2006

$LiFePO_4$ has been received attention as a potential cathode material for the lithium secondary batteries. In our study, $LiFePO_4$ cathode active materials were synthesized by a solid-state reaction. It was modified by coating $TiO_2$ and carbon in order to enhance cyclic performance and electronic conductivity. $TiO_2$ and carbon coatings on $LiFePO_4$ materials enhanced the electronic conductivity and its charge/discharge capacity. For lithium polymer battery applications, $LiFePO_4$/solid polymer electrolyte (SPE)/Li and $LiFePO_{4}-TiO_{2}/SPE/Li$ cells were characterized by a cyclic voltammetry and charge/discharge cycling. The electrode with $LiFePO_{4}-carbon-TiO_{2}$ in PVDF-PC-EC-$LiClO_{4}$ electrolyte showed promising capacity of above 100 mAh/g at 1C rate.

• 한국신재생에너지학회:학술대회논문집
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• 2010.06a
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• pp.143.2-143.2
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• 2010

Therefore, with this development assignment we'd like to develop the hybrid system combining 800W DMFC (Direct Methanol Fuel Cell) and 1.6kW of Lithium secondary battery pack which can be applied to the most common small cart. a scooter, to secure the development capability of hundreds of Watts DMFC, the high-capacity Lithium secondary battery pack, the technology of BMS (Battery Management System) and the development technology of hybrid system. DMFC, in fact, has lower energy efficiency than PEMFC (Polymer Electrolyte Membrane Fuel Cell); however, it has several advantages in terms of fuel storage and use. It is pretty easy to be stored and used without any additional colling and heating devices because of its insensitive liquid methanol to temperature. In conclusion, DMFC system is the most suitable device for small mobile vehicles.

• Proceedings of the KIEE Conference
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• 1990.07a
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• pp.207-210
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• 1990

The purpose of this study is to research and develop polymer secondary battery. This paper describes the first discharge characteristics of PAn/Li-Al secondary battery. PAn was prepared in $HBF_4$ aqueous solution by galvanostatic electropolymerization and then used as cathode active material. PAn/Li-Al secondary battery was prepared in 2025 coin type. Characteristics of this battery are summarized as follows. ${\bullet}$ Open curcuit voltage and discharge end voltage was 3.5V and 2.9V, respectively. ${\bullet}$ The ratio of electricities in discharge to theoretical electricities in all undoping of PAn cathode was 56% at constant current discharge of 1mA. ${\bullet}$ The capacity density, energy density and maximum power density per weight of PAn electroactive material were 56.1Ah/kg, 168.4Wh/kg and 16.9kW/kg, respectively.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.25 no.11
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• pp.930-937
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• 2012

Newly developed Series hybrid low-floor articulated vehicle which can meet both road and railway running conditions. It has the rated driving speed of 80 km/h and three driving modes with hybrid(engine+battery) driving mode, engine driving mode, battery driving mode. The battery driving mode requires the several 10 km running without additional charging operation. The vehicle has been equipped with LPB (lithium polymer battery) pack for the series hybrid propulsion system. LPB pack consists of 168 cells (3.7 V in a cell, 80 Ah) in series, DC Circuit breaker, mechanical rack, BMS (battery management system). This paper has shown the design process of LPB pack and application to the vehicle. Driving results in the road was successful to be satisfied with the requirement of the series hybrid vehicle.

• Polymer(Korea)
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• v.34 no.6
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• pp.517-521
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• 2010

Microprous polyethylene (PE) membranes are widely used as lithium-ion battery separators. A separator having higher meltdown temperature than PE separator is still required for useful safety feature at a high temperature. To enhance meltdown temperature of PE separator, it was coated with polymers synthesized from bis-GMA derivatives by radical polymerization. Polymer was not formed when bis-GMA monomer having a high viscosity was used, while polymers were formed when bis-GMA derivatives having a low viscosity were used. When the separator was coated with polymer synthesized from reaction mixture containing proper amount of bis-GMA derivative, its meltdown temperature were increased up to $160^{\circ}C$ without reduction in the air permeability.

• Korean Chemical Engineering Research
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• v.47 no.3
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• pp.344-348
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• 2009

One-dimensional modeling was carried-out to predict the capacity loss of a lithium-ion polymer battery during cycling. The model not only accounted for electrochemical kinetics and ionic mass transfer in a battery cell, but also considered the parasitic reaction inducing the capacity loss. In order to validate the modeling, modeling results were compared with the measurement data of the cycling behaviors of the lithium-ion polymer batteries having nominal capacity of 5Ah from LG Chem. The cycling was performed under the protocol of the constant current discharge and the constant current and constant voltage charge. The discharge rate of 1C was used. The range of state of charge was between 1 and 0.2. The voltage was kept constant at 4.2 V until the charge current tapered to 50 mA. The retention capacity of the battery was measured with 1C and 5C discharge rates before the beginning of cycling and after every 100 cycles of cycling. The modeling results were in good agreement with the measurement data.

• Korean Chemical Engineering Research
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• v.46 no.1
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• pp.131-136
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• 2008

Silica- or titania-filled poly (vinylidene fluoride-co-hexafluoropropylene)-based polymer electrolytes were prepared by phase inversion technique using N-methyl-2-pyrrolidone and dimethyl acetamide as solvent and water as non-solvent. The polymer electrolytes were adopted to the lithium metal polymer battery using high-capacity cathode $Li[Ni_{0.15}Co_{0.10}Li_{0.20}Mn_{0.55}]O_2$ and lithium metal anode. After the repeated charge-discharge test for the cell, it was proved that the cell adopting the polymer electrolyte based on the phase-inversion membrane containing 40~50 wt% silica showed the highest discharge capacity (180 mAh/g) until 80th cycle and then abrupt capacity fade was just followed. The capacity fade might be due to the deposition of lithium dendrite on the polymer electrolyte, in which the capacity retention was no longer sustainable.