Lithium iron phosphate battery

to create a 2800 Ah 52 V battery module. Total battery capacity is 145.6 kWh. Note the large, solid tinned copper busbar connecting the modules. This busbar is rated for 700 ampere DC to accommodate the high currents generated in this 48 volt DC system. • Cell voltage • Minimum discharge voltage = 2.0–2.8 V • Working voltage = • Max viable voltage = • Maximum charge voltage = 3.60–3.65 V • Gravimetric energy density = . The latest version announced at the end of 2023, early 2024 made significant improvements in energy density from 180 up to 205 Wh/kg without increasing production costs. • Volumetric energy density = • Cycle life from 2,500 to more than 9,000 cycles depending on conditions. Next generation high-energy density versions have increased charging lifecycles, probably around 15,000 maximum cycles. ==Comparison with other battery types==

LFP batteries use a lithium-ion-derived chemistry and share many of the advantages and disadvantages of other lithium-ion chemistries. However, there are significant differences. Resource availability Iron and phosphates are very common in the Earth's crust. LFP contains neither nickel nor cobalt, both of which are supply-constrained and expensive. As with lithium, human rights and environmental Cost A 2020 report published by the Department of Energy compared the costs of large-scale energy storage systems built with LFP vs NMC. It found that the price per kWh of LFP batteries was about 6% lower than that of NMC batteries, and it projected that LFP cells would last about 67% longer (i.e., more cycles). Because of differences between the cell's characteristics, the cost of some other components of the storage system would be somewhat higher for LFP, but on balance it remains less costly per kWh than NMC. In 2020, the lowest reported LFP cell prices were $80/kWh (12.5 Wh/$) with an average price of $137/kWh, while in 2023 the average price had dropped to $100/kWh. By early 2024, VDA-sized LFP cells were available for less than RMB 0.5/Wh ($/kWh), while Chinese automaker Leapmotor stated it buys LFP cells at RMB 0.4/Wh ($/kWh) and believe they could drop to RMB 0.32/Wh ($/kWh). By mid 2024, assembled LFP batteries were available to consumers in the US for around $115/kWh. Better aging and cycle-life characteristics LFP chemistry offers a considerably longer cycle life than other lithium-ion chemistries. Under most conditions, it supports more than 3,000 cycles; under optimal conditions, more than 10,000 cycles. NMC batteries support about 1,000 to 2,300 cycles, depending on conditions. Viable alternative to lead-acid batteries Because of the nominal 3.2 V output, four cells can be connected in series for a nominal 12.8 V. This comes close to the nominal voltage of a six-cell lead-acid batteries. Along with the good safety characteristics of LFP batteries, this makes LFP a good potential replacement for lead-acid batteries in applications such as automotive and solar applications, provided the charging systems are adapted not to damage the LFP cells through excessive charging voltages (beyond 3.6 volts DC per cell while under charge), temperature-based voltage compensation, equalisation attempts or continuous trickle charging. The LFP cells must be at least balanced initially before the pack is assembled and a protection system also needs to be implemented to ensure no cell can be discharged below a voltage of 2.5 V or severe damage will occur in most instances, due to irreversible deintercalation of LiFePO4 into FePO4. Safety One important advantage of over other lithium-ion chemistries is thermal and chemical stability, which contributes to improved battery safety. Especially compared to layered oxide cathode materials such as lithium cobalt oxide () and NMC, which release oxygen upon heating, LFP generally has higher decomposition temperatures. Lower energy density The energy density (energy/volume) of a new LFP battery as of 2008 was about 14% lower than that of a new battery. Since discharge rate is a percentage of battery capacity, a higher rate can be achieved by using a larger battery (more ampere hours) if low-current batteries must be used. ==Uses==

Stationary storage LFP batteries are common in stationary storage systems due to advantages in cost, safety and cycle life. In 2025, LFP batteries held an approximate 85% of the stationary storage market share. In static applications, the lower energy density of LFP compared to other lithium ion chemistries is a less of a disadvantage. Electric vehicles LFP batteries are used in many electric vehicles due to their cost, thermal stability and longevity. However, higher end vehicles typically use NMC chemistries due to their higher performance. In 2025, the GWh market share for LFP batteries in passenger cars and light vehicles was 79% in China, 13% in Europe, 5% in North America and 57% in the rest of the world. In September 2022, LFP batteries had a 31% market share of the EV battery market. Of that share, 68% was deployed by two companies, Tesla and BYD. Examples • Chevrolet used a 21.3 kWh LFP battery in the 2014 model year Spark EV. The battery cells were manufactured by A123 Systems. • Renault uses a 27.5 kWh LFP battery in the electric-only fourth generation Twingo, sold from 2026. • Tesla Motors uses LFP batteries in all standard-range Models 3 and Y made after October 2021 except for standard-range vehicles made with 4680 cells starting in 2022, which use an NMC chemistry. Other uses Some electronic cigarettes use these types of batteries. Other applications include marine electrical systems and propulsion, flashlights, radio-controlled models, portable motor-driven equipment, amateur radio equipment, industrial sensor systems and emergency lighting. ==History==

is a natural mineral known as triphylite. Arumugam Manthiram and John B. Goodenough first identified the polyanion class of cathode materials for lithium ion batteries. was then identified as a cathode material belonging to the polyanion class for use in batteries in 1996 by Padhi et al. Reversible extraction of lithium from and insertion of lithium into was demonstrated. Because of its low cost, non-toxicity, the natural abundance of iron, its excellent thermal stability, safety characteristics, electrochemical performance, and specific capacity (170 mA·h/g, or 610 C/g) it has gained considerable market acceptance. The main obstacle to commercialization was its intrinsically low electrical conductivity. This problem was overcome by reducing the particle size, coating the particles with conductive materials such as carbon nanotubes, or both. Michel Armand and his coworkers at Hydro-Québec and the Université de Montréal developed this approach in 2015. Another approach by Yet Ming Chiang's group at MIT consisted of doping == See also ==