lithium battery

23 Articles

Integrated BMS Makes Battery Packs Easy

March 26, 2025 by 40 Comments

[Editor’s note: The hacker requested that we remove the image for legal reasons, so it’s blurry now. We hope all’s well!]

Lithium technology has ushered in a new era of batteries with exceptionally high energy density for a reasonably low cost. This has made a lot possible that would have been unheard of even 20 years ago such as electric cars, or laptops that can run all day on a single charge. But like anything there are tradeoffs to using these batteries. They are much more complex to use than something like a lead acid battery, generally requiring a battery management system (BMS) to keep the cells in tip-top shape. Generally these are standalone systems but [CallMeC] integrated this one into the buswork for a battery pack instead.

The BMS is generally intended to make sure that slight chemical imbalances in the battery cells don’t cause the pack to wear out prematurely. They do this by maintaining an electrical connection to each cell in the battery so they can charge them individually when needed, making sure that they are all balanced with each other. This BMS has all of these connections printed onto a PCB, but also included with the PCB is the high-power bus that would normally be taken care of by bus bar or nickel strips. This reduces the complexity of assembling the battery and ensures that any time it’s hooked up to a number of cells, the BMS is instantly ready to go.

Although this specific build is meant for fairly large lithium iron phosphate batteries, this type of design could go a long way towards making quick battery packs out of cells of any type of battery chemistry that typically need a BMS system, from larger 18650 packs or perhaps even larger cells like those out of a Nissan Leaf.

Have Li-ion Batteries Gone Too Far?

March 13, 2025 by 84 Comments

The proliferation of affordable lithium batteries has made modern life convenient in a way we could only imagine in the 80s when everything was powered by squadrons of AAs, or has it? [Ian Bogost] ponders whether sticking a lithium in every new device is really the best idea.

There’s no doubt, that for some applications, lithium-based chemistries are a critically-enabling technology. NiMH-based EVs of the 1990s suffered short range and slow recharge times which made them only useful as commuter cars, but is a flashlight really better with lithium than with a replaceable cell? When household electronics are treated as disposable, and Right to Repair is only a glimmer in the eye of some legislators, a worn-out cell in a rarely-used device might destine it to the trash bin, especially for the less technically inclined.

[Bogost] decries “the misconception that rechargeables are always better,” although we wonder why his article completely fails to mention the existence of rechargeable NiMH AAs and AAAs which are loads better than their forebears in the 90s. Perhaps even more relevantly, standardized pouch and cylindrical lithium cells are available like the venerable 18650 which we know many makers prefer due to their easy-to-obtain nature. Regardless, we can certainly agree with the author that easy to source and replace batteries are few and far between in many consumer electronics these days. Perhaps new EU regulations will help?

Once you’ve selected a battery for your project, don’t forget to manage it if it’s a Li-ion cell. With great power density, comes great responsibility.

Harvard Claims Breakthrough In Anode Behavior Of Solid State Lithium Batteries

March 6, 2024 by 20 Comments

One of the biggest issues facing the solid-state lithium-based batteries we all depend upon is of the performance of the anode; the transport of lithium ions and minimization of dendrite formation are critical problems and are responsible for charge/discharge rates and cell longevity. A team of researchers at Harvard have demonstrated a method for using a so-called constriction-susceptible structure on a silicon anode material in order to promote direct metal lithium deposition, as opposed to the predominant alloying reaction. After the initial silicon-lithium alloy layer is formed, subsequent layers are pure lithium. Micrometre-scale silicon particles at the anode constrain the lithiation process (i.e. during charging) where free lithium ions are pushed by the charge current towards the anode area. Because the silicon particles are so small, there is limited surface area for alloying to occur, so direct metal plating of lithium is preferred, but crucially it happens in a very uniform manner and thus does not tend to promote the formation of damaging metal dendrites.

Continue reading “Harvard Claims Breakthrough In Anode Behavior Of Solid State Lithium Batteries” →

Screenshot from the video in question, showing 12:54 of the video, demonstrating how the electrons are being exchanged when circuit is completed

Li-ion Battery Low-Level Intricacies Explained Excellently

December 21, 2021 by 7 Comments

There’s a lot of magic in Lithium-ion batteries that we typically take for granted and don’t dig deeper into. Why is the typical full charge voltage 4.2 V and not the more convenient 5 V, why is CC/CV charging needed, and what’s up with all the fires? [The Limiting Factor] released a video that explains the low-level workings of Lithium-ion batteries in a very accessible way – specifically going into ion and electron ion exchange happening between the anode and the cathode, during both the charge and the discharge cycle. The video’s great illustrative power comes from an impressively sized investment of animation, script-writing and narration work – [The Limiting Factor] describes the effort as “16 months of animation design”, and this is no typical “whiteboard sketch” explainer video.

This is 16 minutes of pay-full-attention learning material that will have you glued to your screen, and the only reason it doesn’t explain every single thing about Lithium-ion batteries is because it’s that extensive of a topic, it would require a video series when done in a professional format like this. Instead, this is an excellent intro to help you build a core of solid understanding when it comes to Li-ion battery internals, elaborating on everything that’s relevant to the level being explored – be it the SEI layer and the organic additives, or the nitty-gritty of the ion and electron exchange specifics. We can’t help but hope that more videos like this one are coming soon (or as soon as they realistically can), expanding our understanding of all the other levels of a Li-ion battery cell.

Last video from [The Limiting Factor] was an 1-hour banger breaking down all the decisions made in a Tesla Battery Day presentation in similarly impressive level of detail, and we appreciate them making a general-purpose insight video – lately, it’s become clear we need to go more in-depth on such topics. This year, we’ve covered a great comparison between supercapacitors and batteries and suitable applications for each one of those, as well as explained the automakers’ reluctance to make their own battery cells. In 2020, we did a breakdown of alternate battery chemistries that aim to replace Li-ion in some of its important applications, so if this topic catches your attention, check those articles out, too!

Continue reading “Li-ion Battery Low-Level Intricacies Explained Excellently” →

Ask Hackaday: Why Don’t Automakers Make Their Own EV Batteries?

December 1, 2021 by 88 Comments

Sales of electric vehicles continue to climb, topping three million cars worldwide last year. All these electric cars need batteries, of course, which means demand for rechargeable cells is through the roof.

All those cells have to come from somewhere, of course, and many are surprised to learn that automakers don’t manufacture EV batteries themselves. Instead, they’re typically sourced from outside suppliers. Today, you get to Ask Hackaday: why aren’t EV batteries manufactured by the automakers themselves? Continue reading “Ask Hackaday: Why Don’t Automakers Make Their Own EV Batteries?” →

Battery pack of e-bike being welded

Extending An E-Bike Range From Good To Wheelie Good

November 15, 2021 by 25 Comments

It may not look like it in some parts of the world, but electric vehicles are gaining more and more market share over traditional forms of transportation. The fastest-growing segment is the e-bike, which some say are growing at 16x the rate of conventional bikes (which have grown at 15% during the pandemic). [Jacques Mattheij] rides an S-Pedelec, which is a sort of cross between a moped and an e-bike. There were a few downsides, and one of those was the pitiful range, which needed to be significantly upgraded.

The S-Pedelec that [Jacques] purchased is technically considered a moped, which means it needs to ride in traffic. The 500 watt-hour battery would only take him 45km (~28 miles) on a good day, which isn’t too bad but a problem if your battery runs down while in traffic, struggling to pedal a big heavy bicycle-like thing at car speed. You can swap batteries quickly, but carrying large unsecured extra batteries is a pain, and you need to stop to change them.

There were a few challenges to adding more batteries. The onboard BMS (battery management system) was incredibly picky with DRM and fussy about how many extra cells he could add. The solution that [Jacques] went with was to add an external balancer. This allowed him to add as many cells as he wanted while keeping the BMS happy. The battery geometry is a little wonky as he wanted to keep the pack within the frame. Putting it over the rear wheel would shift the center of gravity higher, changing the bike’s handling. After significant research and preparation, [Jacques] welded his custom battery back together with a spot welder. The final capacity came in at 2150wh (much better than the initial 500wh). An added benefit of the extra range is the higher speed, as the bike stays in the higher voltage domain for much longer. In eco mode, it can do 500km or 180km at full power.

It’s awe-inspiring, and we’re looking forward to seeing more e-bikes in the future. Maybe one day we’ll have tesla coil wireless e-bikes, but until then, we need to make do with battery packs.

Lithium Mine To Battery Line: Tesla Battery Day And The Future Of EVs

September 14, 2021 by 15 Comments

After last year’s Tesla Battery Day presentation and the flurry of information that came out of it, [The Limiting Factor] spent many months researching the countless topics behind Tesla’s announced plans, the resource markets for everything from lithium to copper and cobalt, and what all of this means for electrical vehicles (EVs) as well as batteries for both battery-electric vehicles (BEVs) and power storage.

A number of these changes are immediate, such as the use of battery packs as a structural element to save the weight of a supporting structure, while others such as the shift away from cobalt in battery cathodes being a more long-term prospective, along with the plans for Tesla to set up its own lithium clay mining operation in the US. Also impossible to pin down: when the famous ‘tabless’ 4680 cells that Tesla plans to use instead of the current 18650 cells will be mass-produced and when they will enable the promised 16% increase.

Even so, in the over 1 hour long video (also linked below after the break), the overall perspective seems fairly optimistic, with LFP (lithium iron phosphate) batteries also getting a shout out. One obvious indication of process to point out is that the cobalt-free battery is already used in Model 3 Teslas, most commonly in Chinese models.

Continue reading “Lithium Mine To Battery Line: Tesla Battery Day And The Future Of EVs” →