Minimum Operation Performance Standard for Aircraft Batteries

A Deep Sea Cruising AUV “URASHIMA” has been developed by JAMSTEC since 1998. The dimensions and weight are 10m (L), 1.3m (W), 1.5m (H), and about 7.5 tons in air. A main power source device system of AUV “URASHIMA” is a large capacity of lithium-ion (Li-ion) rechargeable battery system or Solid Polymer Electrolyte Fuel Cell (PEFC) system. AUV “URASHIMA” will be able to cruise for about 100km with Li-ion battery system and it will cruise for about 300km with fuel cell system. The cruising trial used by the fuel cell system will start at the end of 2002. The instruments for science researches are an automatic multi-water-sampling system, a CTDO, a side-scan sonar, a digital still camera with a thermoelectrically cooled CCD image sensor, a TV camera, and so on. Three operation modes, which are UROV mode, acoustic remote control mode and autonomous mode, are available. Those three kinds of modes are used acceding to each development stage and ocean researches. UROV mode is to monitor the state of the vehicle with fiber optics. At the first development stage of AUV “URASHIMA”, we carried out long cruising trial for about 100km and maximum operational depth trial at 3,500m used by Li-ion rechargeable battery system. URASHIMA was succeeded to reach at 3,518m depth of the seafloor at the sea trial of August 2001. We also carried out long cruising trial that was controlled by autonomous mode. Then, URASHIMA was cruised 70km distance at the sea trial of December 2001. We will have a next sea trail on May 2002 for 100km long cruising test. At the next development stage, we will carried out long cruising trial for 300km used by the fuel cell system.

<div class="section abstract"> <div class="htmlview paragraph">The SAE J3211 procedure applies to squeal evaluation for foundation brakes using single-ended inertia dynamometers for friction couples used on vehicles with regenerative braking systems. This document applies to squeal noise occurrences for on-road passenger cars and light trucks with a gross vehicle weight rating of 4536 kg or below and with at least one rechargeable energy storage system as a source for propulsion. The procedure incorporates aspects related to (a) minimum inertia dynamometer capabilities, (b) fixture requirements and setup, and (c) test sequences with emphasis on brake temperatures, brake pressure profiles, and strategies to represent brake blending.</div> <div class="htmlview paragraph">For this document, squeal occurs when the peak noise level is at least 70 dB(A) between 1.25 and 16 kHz for tests using full suspension corners or complete axle assemblies, or between 2 and 16 kHz for brakes not using an entire suspension corner.</div> <div class="htmlview paragraph">Test facilities intending to use this document, building on their expertise in conducting SAE J2521, shall review in detail the changes to test parameters (mainly brake temperatures and brake pressures) for legacy modules.</div> <div class="htmlview paragraph">This document also applies to vehicles with electromechanical braking systems to actuate the foundation brake. The test requester and the test facility are responsible for converting the hydraulic pressure levels into their equivalent clamping forces for brakes using electromechanical actuation.</div> <div class="htmlview paragraph">Before using this document for chassis dynamometer testing, review in detail the specifics related to at least (a) instrumentation, including in-cabin microphones; (b) threshold levels for noise detection; (c) temperature control priority between the front and rear axles; (d) vehicle loading and load distribution; (e) cooling air and environmental conditioning; (f) detailed terminology and labeling of channels and sensors; and (g) the regenerative settings and the state of charge during the test.</div> <div class="htmlview paragraph">Before using this document along with other methods to recreate the regenerative brake blending (e.g., Software-in-the-Loop or Hardware-in-the-Loop), consider (a) the vehicle powertrain, blending architecture and its applicable models, (b) actual profiles intended to recreate (e.g., control strategies, state of charge, test scenarios), and (c) actual embodiment of the simulation and integration with the native controls of the brake dynamometer.</div> <div class="htmlview paragraph">This document does not include noise from other sources (e.g., parking brakes, electric machines, driveline components).</div> </div>

<div class="section abstract"> <div class="htmlview paragraph">This SAE Battery Identification and Cross Contamination Prevention document is intended to provide information that may be applicable to all types of Rechargeable Energy Storage System (RESS) devices. It is important to develop a system that can facilitate sorting by chemistry. The recycler is interested in the chemistry of the RESS. This is true for the recyclers of Lead Acid, Lithium Ion, Nickel Cadmium etc.</div> <div class="htmlview paragraph">Thus recyclers of RESS will receive RESS from automotive, commercial, and industrial applications. These RESS have the potential to be contaminated with a RESS of an incompatible chemistry. It is recognized that mitigation methods to reduce or eliminate the introduction of incompatible chemistries into a given recycling stream would also benefit safety and the environment.</div> </div>

<div class="htmlview paragraph">The nickel oxide-zinc rechargeable battery system is a serious candidate for a high power economical EV battery. The introduction of a new chemistry has resulted in stabilization of the performance of the zinc anode without adversely affecting the nickel electrode. The result has been a major enhancement of the cycle life capability with retention of the remarkably high practical energy density (both gravimetric and volumetric) of the nickel-zinc system. Advanced development prototype vented prismatic cells of 15, 60 and 225 AH capacities have been cycled at an 80% DOD and have demonstrated a life of 600-1000 cycles with a capacity retention of 55 to 75% depending on conditions of use. Superior low temperature high rate performance has been obtained at −20°F and −40°F and the delivered capacities shown to be of the order of 60% of room temperature capacity.</div> <div class="htmlview paragraph">Near term practical applications for both passenger car and truck SLI batteries as well as long term deep cycle applications for electric vehicles are discussed.</div>

<div class="section abstract"><div class="htmlview paragraph">Fuel cell electric vehicles are expected to support the effort to overcome the economic and ecological challenges in the automotive sector. Just as battery electric vehicles, fuel cell electric vehicles also offer locally emission free mobility. The drive system of fuel cell electric vehicles consists of a fuel cell system, an electric motor, power electronics, a hydrogen storage system as well as a rechargeable energy storage system, typically a battery. The quantified power ratio between the fuel cell system and the rechargeable energy storage system is referred to as the degree of hybridization, although inconsistent definitions are used. As these existing definitions of the degree of hybridization of fuel cell electric vehicles don’t support a distinct differentiation and characterization of the vehicles, a new definition of the degree of hybridization is proposed considering the ratio of the energy contents of the hydrogen storage system and the rechargeable energy storage system, effectively adding a second dimension. The degree of hybridization is then evaluated for existing fuel cell electric vehicles using the proposed definition and enables the characterization and clustering of the different vehicles. While this two-dimensional degree of hybridization can be used as optimization criteria during the design and optimization of fuel cell drive systems, the aforementioned clusters can be assigned to already established qualitative degree of hybridization definitions used to describe types of hybrid electric vehicles. This supports customers to be able to more easily distinguish between different types of fuel cell electric vehicles while also increasing the suitability of the degree of hybridization as an optimization criterion in drive system development.</div></div>

<div class="htmlview paragraph">The aim of this paper is to present the Hermes Thermal Control Concept which constitutes the reference baseline for the phase 2 of the Hermes program.</div> <div class="htmlview paragraph">The technical solutions based on active and passive means, are dictated by a variety of requirements including temperature and heat flux limits, mass & power minimization, availability of space for accommodation of TCS devices.</div> <div class="htmlview paragraph">Furthermore thecomplex mission profile (including atmospheric flight and several modes of operation o002d;orbit) and the configuration of the space-vehicle, require the adoption of a particularly flexible thermal control.</div> <div class="htmlview paragraph">The <b>ATCS (Active Thermal Control Section)</b> is based on a dual loop concept, using both water and Freon R114 cooling loops for heat collection from the various sources, heat transportation and heat rejection through dedicated devices.</div> <div class="htmlview paragraph">The main heat sources to be considered are those extracted from the cabin air loop, the electronics, the power generation items (fuel cells and lithium batteries) and the environmental loads during ascent and re-entry.</div> <div class="htmlview paragraph">The major heat rejection devices are the Ground Support Equipment Heat Exchangers (on ground, before launch and after landing), the Ammonia Boilers during ascent or re-entry (low altitude), the Hermes Radiators on orbit, the Water Evaporators during ascent and re-entry (high altitudes) and to complement the radiator rejection capability.</div> <div class="htmlview paragraph">The <b>PTCS (Passive Thermal Control Section)</b> relies on different concepts of insulations together with a system of temperature sensors and heaters, to control the thermal excursions of the space-plane components and structural parts, within the specified limits.</div> <div class="htmlview paragraph">Thermal insulation blankets (foams, thermal control coatings, multi layer insulations) involve an extensive material research and testing activity, since they are subjected to quite different conditions: vacuum, atmospheric, internal, external and very different level of temperatures depending on the location.</div> <div class="htmlview paragraph">The present design of the Thermal Control Subsystem is oriented to the minimization of mass and power budgets and to respect the quantitative and qualitative safety and reliability requirements.</div>

<div class="section abstract"><div class="htmlview paragraph">Thermal runaway is a critical safety concern in lithium-ion battery systems, emphasising the necessity to comprehend its behaviour in various modular setups. This research compares thermal runaway propagation in different modular configurations of lithium-ion batteries by analysing parameters such as cell spacing and applying phase change materials (PCMs) and Silica Aerogel. The study at the module level includes experimental validation and employs a comprehensive model considering heat transfer due to thermal runaway phenomena. It aims to identify the most effective modular configuration for mitigating thermal runaway risks and enhancing battery safety. The findings provide valuable insights into the design and operation of modular lithium-ion battery systems, guiding engineers and researchers in implementing best practices to improve safety and performance across various applications.</div></div>

<div class="htmlview paragraph">Additional future requirements for automobiles such as improved vehicle dynamics control, enhanced comfort, increased safety and compact packaging are met by modern electrical steering systems.</div> <div class="htmlview paragraph">Based on these requirements the new functionality is realized by various additional electrical components for measuring, signal processing and actuator control. However, the reliability of these new systems has to meet the standard of today's automotive steering products. To achieve the demands of the respective components (e.g. sensors, bus systems, electronic control units, power units, actuators) the systems have to be fault-tolerant and/or fail-silent. The realization of the derived safety structures requires both expertise and experience in design and mass production of safety relevant electrical systems. Beside system safety and system availability the redundant electrical systems also have to meet economic and market requirements.</div> <div class="htmlview paragraph">Within this scope the paper discusses three different realizations of electrical steering systems</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"><span class="li-label">1</span><div class="htmlview paragraph">Electrical power steering system (mechanical system with electrical boosting)</div></li> <li class="list-item"><span class="li-label">2</span><div class="htmlview paragraph">Steer-by-wire system with hydraulic back-up and</div></li> <li class="list-item"><span class="li-label">3</span><div class="htmlview paragraph">Full steer-by-wire system</div></li> </ol> </div> <div class="htmlview paragraph">The paper presents solutions for these systems and discusses the various advantages and disadvantages, respectively. Furthermore strategies for failure detection, failure localization and failure treatment are presented. Finally the various specifications for the components used are discussed.</div>

Innovative rechargeable batteries beyond the present lithium-ion batteries (LIB) have been investigated for the environmental and energy problem. Among the batteries, rechargeable magnesium metal batteries have attracted much attention, since magnesium metal as negative electrode can bring high volumetric energy density owing to the two-electron reaction, low electrode potential, and lightness. Until now, the electrolyte solutions used for rechargeable magnesium metal batteries are tetrahydrofuran (THF) or 1,2-dimethoxyethane (DME) based electrolyte solutions. The boiling points of THF and DME are 66°C and 85°C, respectively. In order to eliminate the water in the rechargeable magnesium metal battery system, at least 100°C is required for the working temperature. However, THF or DME based electrolyte solutions do not meet the criteria. Therefore, we focused on the triethylene glycol dimethyl ether (triglyme) as a solvent since the boiling point of triglyme is 216°C. As a magnesium salt, magnesium(II) bis(trifluoromethane sulfonyl) amide (Mg(TFSA)2) was selected since TFSA- is a large anion and Mg(TFSA)2 is expected to be highly dissociative in triglyme. By using this system, we can increase the working temperature more than 100°C for rechargeable magnesium metal battery system[1]. As a proof-of-concept, Orikasa et al. reported that a rechargeable magnesium metal battery composed of insertion-type MgFeSiO4 positive electrode can work at 100°C in triglyme-based electrolyte solution [2]. This result indicated that we can fabricate high safety rechargeable magnesium metal batteries at ambient temperature by selecting appropriate positive electrodes. Then, the electrochemical behavior of electrolyte solution at ambient temperature is also important. In this conference, we reports the reversible magnesium metal deposition and dissolution in the Mg(TFSA)2/glymes solution at ambient temperature. In addition, we report new magnesium salt in triglyme. [1] T. Fukutsuka, K. Asaka, A. Inoo, R. Yasui, K. Miyazaki, T. Abe, K. Nishio, and Y. Uchimoto, Chemistry Letters, 11, 1788-1790 (2014).[2] Y. Orikasa, T. Masese, Y. Koyama, T. Mori, M. Hattori, K. Yamamoto, T. Okado, Z. D. Huang, T. Minato, C. Tassel, J. Kim, Y. Kobayashi, T. Abe, H. Kageyama, and Y. Uchimoto, Sci. Rep. 2014, doi: 10.1038/srep05622.

<div class="htmlview paragraph">As the community is becoming more and more aware and conscious of the pollution problems caused by the internal combustion engine and its use in transportation, we are now seeing the first projects and prototypes regarding hybrid and electrically-powered vehicles.</div> <div class="htmlview paragraph">One of the main problems witnessed by engineers has been that of the relatively low operating range provided by the storage batteries available on the market today, and so, recovering the energy that is inevitably lost during braking is of primary importance.</div> <div class="htmlview paragraph">The concept of regenerative braking is fairly simple as it consists in making the electric motors function as generators.</div> <div class="htmlview paragraph">In many of today's applications we find two indipendent controls for the operation of the hydraulic brake and for the activation of regenerative braking. The choice on which braking mode to use, or in which sequence the two modes are to be used is left to the driver who, at the onset of braking, is forced to make mental considerations in order to activate the two braking modes in the right sequence. Furthermore, the driver must not forget to disable the regenerative function at the end of each stop.</div> <div class="htmlview paragraph">BREMBO has designed a braking system in which a single control, that is, the brake pedal, activates and disables in the right sequence the two different braking modes, thus allowing:</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">to maximize energy recovery by the electric motors each time the driver steps on the brake pedal;</div> </li> <li class="list-item"> <div class="htmlview paragraph">the hydraulic brake to be used in addition to regenerative braking when the latter is not enough to produce the required deceleration.</div> </li> </ul> </div> <div class="htmlview paragraph">The proposed braking system is lightweight and versatile. It can be adapted to the different powertrain configurations seen on various electric vehicles.</div>

<div class="section abstract"> <div class="htmlview paragraph">This document describes a test procedure for rating peak power of the Rechargeable Energy Storage System (RESS) used in a combustion engine Hybrid Electric Vehicle (HEV). Other types of vehicles with non fossil fuel primary engines, such as fuel cells, are not intended to use this test procedure.</div> </div>

<div class="section abstract"> <div class="htmlview paragraph">The SAE J2954 standard establishes an industry-wide specification that defines acceptable criteria for interoperability, electromagnetic compatibility, EMF, minimum performance, safety, and testing for wireless power transfer (WPT) of light-duty plug-in electric vehicles. The specification defines various charging levels that are based on the levels defined for SAE J1772 conductive AC charge levels 1, 2, and 3, with some variations. A standard for WPT based on these charge levels enables selection of a charging rate based on vehicle requirements, thus allowing for better vehicle packaging and ease of customer use. The specification supports home (private) charging and public wireless charging.</div> <div class="htmlview paragraph">In the near term, vehicles that are able to be charged wirelessly under SAE J2954 should also be able to be charged conductively by SAE J1772 plug-in chargers.</div> <div class="htmlview paragraph">SAE J2954 addresses unidirectional charging, from grid to vehicle; bidirectional energy transfer may be evaluated for a future standard. This standard is intended to be used in stationary applications (charging while vehicle is not in motion); dynamic applications may be considered in the future. In this version, only above-ground (surface mounted) installations are covered; flush mounted installations have been discussed but are not yet ready for inclusion.</div> <div class="htmlview paragraph">SAE J2954 contains requirements for safety, performance, and interoperability. It also contains recommended methods for evaluating electromagnetic emissions, but the requirements and test procedures are controlled by regulatory bodies. Development of the interoperability requirements in this standard employed a performance-based evaluation of candidate designs using a standardized test station and procedures, resulting in defining reference devices which are used to determine acceptable performance of products.</div> </div>

The field of advanced batteries faces today two main challenges: development of power sources for electro-mobility (i.e., electrochemical propulsion) and development of storage technologies for load-leveling applications (i.e., large scale batteries). Our starting point in this presentation is state-of-the-art Li-ion batteries. Using carbonaceous anodes and lithiated transition metal cathodes with selected combinations of transition metals may offer very suitable batteries for full EVs. Ni rich Li[NiCoMn]O2, Mn and Li rich Li1+x[NiMnCo]1-xO2 cathode materials operating in the right potential windows can provide Li-ion batteries high enough energy density as needed for full electrochemical propulsion. Also, by combining Li-Ti-O anodes with LiMPO4 olivine cathodes it is possible to demonstrate very suitable battery systems for stationary large energy storage applications. We will review briefly the updated frontier of Li-ion battery technology. Despite the high capability of this battery technology, there are so many applications for power sources in modern life, what promote very strongly a search for more new battery systems. The use of sulfur cathodes in Li batteries can increase considerably their gravimetric energy density, however, the volumetric energy density of Li-sulfur battery systems is not advantageous compared to advanced Li ion batteries. The good news are that in recent years, we see a nice progress in developing durable composite sulfur cathodes. It seems that there are 3 main approaches: encapsulating sulfur in activated carbon matrices, the use of substrates to which the LiSn species formed by sulfur reduction adsorb very strongly and the use of composite cathodes with high loading of sulfur and semi-permeable membranes that avoid transport of LiSn species to the negative electrodes. There is intensive work on Li-oxygen systems. We see progress in development of electro-catalysis for these systems. We will demonstrate electro-catalytic electrodes in Li-oxygen cells, which anodic reactions (Li-peroxide oxidation and molecular oxygen evolution) occur at very low over-potential, that does not endanger the stability of the electrolyte solutions. We demonstrate also red-ox mediators in solutions that facilitate both ORR and OER. Despite the frustration from the slow progress made towards practical directions, it is important to continue investing efforts in Li-oxygen systems. The community should understand that a long-term research is still required in order to see practical horizons to Li-air battery systems. A main problem is the reactivity of all kinds of polar-aprotic solvents towards superoxide and peroxide species formed by oxygen reduction, in the presence of the super-electrophilic Li ions. The intensive work on both Li-S and Li-oxygen systems is connected to a renaissance in efforts to develop practical Li metal anodes for rechargeable batteries. However, intensive studies that were carried out during more than 3 decades, concluded more than 15 years ago that there is no way to cycle Li metal anodes in practical rechargeable Li battery systems. Even if dendrites formation is avoided, continuous detrimental reactions between the active metal and any type of relevant electrolyte solution is inevitable. We will examine briefly what are the chances to overcome the intrinsic problems in using Li metal anodes in practical rechargeable batteries. We may be able to suggest practical alternative anodes for non-aqueous batteries based on sulfur or oxygen cathodes. Discussing other options for “beyond Li-ion batteries” usually includes Na-ion and magnesium batteries. In fact, the plethora of relevant Na-ion insertion cathodes available today is a good surprise, especially since many of them demonstrate excellent kinetics. However, there is no way that Na-ion systems can rival Li-ion battery systems in terms of energy density. Hence, Na-ion systems may be relevant for large energy storage applications, that can benefit from the high abundance of Na in earth crust. However for such uses, demonstrating high stability during prolonged cycling is mandatory. Consequently, a major challenge in R&D of Na-ion batteries is to exhibit the durability required for load-leveling applications. Finally, we will mention the status of R&D of rechargeable Mg battery systems: excellent work was done so far on the anode-solutions part. Several families of electrolyte solutions with wide electrochemical windows, in which Mg anodes are fully reversible were demonstrated. We have not seen yet cathodes materials that function well in the solutions in which Mg anodes are fully reversible, except the low voltage/low capacity Chevrel phase cathode materials. Hence, these systems still require long term research work, especially towards high voltage/high capacity cathode materials. A main incentive to develop rechargeable Mg batteries may relate to advantages in safety and high volumetric energy density.

With the development of Chinese industrial technique, electronic products tend to be small sized and portable. So it required batteries to be miniature, light weight, with high energy capacity and long service life. China had achieved great progress in electrochemical power sources industry in the last ten years. Especially, there is an ceaseless developing trend in the rechargeable battery field. Chinese chemical power source investigators had done a great deal of work on lead-acid, nickel-iron, nickel-cadmium (Ni-Cd), nickel-metal hydride (Ni-MH) and lithium ion batteries, among which, lead-acid, nickel-iron, nickel-cadmium and nickel-metal hydride batteries are produced in commercial scale. And some hopeful results were also achieved on rechargeable lithium batteries and lithium ion batteries. In this article we concentrate on the introduction of the research, development and manufacture status of nickel-cadmium and nickel-metal hydride batteries, hoping that this paper will give a deeper understanding in the field of Chinese rechargeable batteries.

Electronic devices have been advanced rapidly over the last few decades with improved performance through high-level integration. Lithium ion batteries (LIB), which is representative rechargeable energy storage system, is increasingly demanding to high-energy-density storage system for the stable operation of high performance devices like mobile, laptop, etc. In addition, a recent quantum leap in electronic vehicles (EVs) require to energy storage system with long cycling stability incomparable to previous electronic devices. To achieve high performances and long lifetime, the use of lithium metal is one of attractive anode for as LIBs, because Li metal has high theoretical specific capacity of 3860 mAh/g, low redox potential of -3.04V (verse the standard hydrogen electrode) and low gravimetric density of 0.59 g/cm3. Nevertheless, since Li metal anode has the lithiation-delithiation mechanism of the ‘hostless’ electrochemical plating/stripping unlike the conventional graphite anode, it is confronted with serious problems occurred from uncontrollable interfacial reaction between surface of lithium metal anode and electrolyte applying to traditional LIB system; that is (1) the uncontrollable formation of solid electrolyte interphase (SEI) layer limitless volume expansion of Li metal anode (2) the dendritic growth and isolation of Li interface derived from inhomogeneous deposition of Li+ ion flux (3) the Li surface fracture induced by heterogeneously plated Li+ ion. Through these process, repetitive formation of undesirable SEI layer at surface of Li anode make fresh electrolyte dissipation and concurrently the anode surface becomes more distorted. These side-phenomena strongly correlate with low coulombic efficiency and decreasing lifetime of lithium metal battery (LMB) system where lithium metal is used as anode. In this works, in a dimensional aspect, to solve such problem mentioned above through stabilizing of surface of lithium metal anode, we introduce Janus-faced protective layer (JPL) as gel polymer electrolyte. JPL was composed with dual layer of Ni (3~7μm) embedded poly(vinylidene fluoride-co-hexafluoropropylene) (PVdF-HFP) and bare PVdF-HFP through simple casting method. The process of preparing JPL membrane is so simple to instantly bring in existing roll-to-roll process, and it is also possible to make a low cost process considered relatively low nickel price. In terms of mechanical property, it is based on flexible polymer and shows the merit of being foldable enough to able origami. In addition, JPL play a role of protection of Li metal anode. JPL has two functionalities. The metal part of JPL directly contacted with anode, and this layer was frameworks for preventing irregular SEI layer formation through inward plating of Li ion, the polymer part is stable state enough to be used as a gel polymer electrolyte. When lithium metal anode is subjected to cycle-test while keeping in contact with the nickel side of JPL membrane, Scanning electron microscope (SEM) image showed that the surface of lithium metal anode was very clean without any fluctuation compared to the case where only polypropylene (PP) separator was used. (Figure. 1) Moreover, as shown in Figure 2., the LMB system applied JPL show high stability of tolerable overvoltage within 5mV, 15mV even at high-current of 10mA/cm2, 20mA/cm2, respectively, in Li//JPL/JPL//Li symmetric cell. These results are attributable to effective function of each layer as mentioned earlier. JPL consists of two layer, the tough and adhesive nature of PVdF-HFP prevents the polymer part from being damaged or torn by dendritic growth and simultaneously ensure that metal part functions as robust framework for SEI layer formation without escaped particle from the membrane. This frameworks induce the SEI layer, which can act as a resistive element, to grown in the metal part while surface of Li metal anode become get out of main subject from the SEI layer formation. By virtue of that property, JPL has not allow forming resistive elements on the surface of Li metal anode, preventing the voltage rising up due to the formation of resistive elements at surface, so tolerability of overvoltage with clean surface of anode is maintained. In conclusion, the model study of nickel micro-particle/PVdF-HFP composite suggests the straightforward direction of protective layer to apply lithium metal as anode in LIB system with alleviating the problem caused by the ‘hostless’ property of lithium metal anode. Thus, when JPL is introduced to a LIB system, it shows a fairly positive possibility for high performance Lithium metal battery. Figure 1