Browse Topic: Solid state batteries
SABERS, as this portfolio of innovations is named, refers to Solid-state Architecture Batteries for Enhanced Rechargeability and Safety. Developed jointly at NASA’s Glenn, Langley and Ames Research Centers, SABERS includes several advanced material, manufacturing and computational design innovations that enable a new paradigm in battery performance. The primary target application is next-generation electric aviation propulsion systems, yet SABERS will benefit other applications, too.
University of Chicago Pritzker Molecular Engineering Professor Y. Shirley Meng’s Laboratory for Energy Storage and Conversion (LESC) has created the world’s first anode-free sodium solid-state battery.
As companies continue to trumpet their next-gen EV battery tech, it seems like new chemistries face more momentum from the established champ, lithium-ion. There's no shortage of alternatives to lithium-ion EV batteries in development. From lithium-iron phosphate to sodium-ion to multiple solid-state chemistries, companies are racing to perfect these technologies and figure out how to manufacture them at scale. But to an outside observer, it can feel like breathless coverage of future battery technology is much ado about not much. Lithium-ion batteries seem to have all the momentum, seeing as they're the power supply of choice for most EV manufacturers. And if there's anything that's true in the automotive industry, it's how hard it is to buck momentum. Here are just a few of the big issues lithium-ion batteries have in their favor: Already built factories that manufacture batteries and face tremendous costs to retool for a different technology. An economy of scale that has driven down
Researchers from the Harvard John A. Paulson School of Engineering and Applied Sciences (SEAS) have developed a new lithium metal battery that can be charged and discharged at least 6,000 times — more than any other pouch battery cell — and can be recharged in a matter of minutes.
The 1915 Detroit Electric Brougham was powered by lead-acid batteries, and so was the first generation of the General Motors EV1 back in 1996. The 1915 car could reportedly travel 80 miles (129 km) on a single charge, and the EV1 wasn’t much better, with a range of 70 to 100 miles (113 to 161 km).
Solid-state batteries are facing a reckoning as OEMs attempt to commercialize the technology. The 1915 Detroit Electric Brougham was powered by lead-acid batteries, and so was the first generation of the General Motors EV1 back in 1996. The 1915 car could reportedly travel 80 miles (129 km) on a single charge, and the EV1 wasn't much better, with a range of 70 to 100 miles (113 to 161 km). However, today's lithium-ion batteries are routinely able to provide ranges of 300 miles (483 km) and outliers like the Lucid Air Grand Touring offer more than 500 miles (805 km) of range. But traditional li-ion chemistry also has its limitations, and researchers now have the funding, including from the Biden Administration, to deliver something better.
A team from Lawrence Berkeley National Laboratory (Berkeley Lab) and Florida State University has designed a new blueprint for solid-state batteries that are less dependent on specific chemical elements, particularly critical metals that are challenging to source due to supply chain issues. Their work could advance solid-state batteries that are efficient and affordable.
By the end of 2023 there will be 10 Chinese electric passenger vehicles using advanced semi-solid-state batteries (ASSB) - an industry-first application for EVs and a milestone for vehicle electrification, according to Paul Haelterman, North American VP at Autodatas, a vehicle benchmarking and research firm. It's “a huge step for the industry's production pursuit of all-solid-state batteries,” Haelterman told SAE Media ahead of his presentation on China's EV market at SAE's WCX 2023 conference in Detroit. A semi-solid-state battery can be one in which one electrode does not contain a liquid electrolyte and the other electrode does. Or it can be a battery in which the mass or volume of the solid electrolyte in the monomer accounts for half of the total mass or volume of the electrolyte in the monomer. Some battery experts view semi-solid-state as a compromise technology, offering a faster route to scale, but is heavy and requires more volume.
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