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@yoatmon 24M's solution is being prototyped with Lithium ion chemistry, because that is the most refined and well understood at the moment. It is not a chemistry, but a manufacturing technique. If the chemistry of Sodium Ion or Magnesium Ion is worked out it can be manufactured with this technique for cheaper than if it is manufactured by the Sony technique all battery manufacturers use today. 24M's solution means you don't need a Gigafactory. You don't need to centralize battery manufacturing for a million cars a year + 100s of 1000s of solar storage into one building that's almost unimaginably big. Ford could add battery manufacturing onsite to their Focus plant or F150 plant.
HarveyD, Usually cost reduction in batteries is due to a reduction in material costs, because of a more efficient anode or cathode chemistry. 24M is different because they're proposing a manufacturing technique that differs from the one the entire industry uses, that was invented by Sony to leverage the equipment they had to manufacture camera film. The result is that you can create a "battery factory" the size of a soda machine. Instead of today where the minimum size for a battery factory is well, a factory :) The other upside is it should allow more rapid prototyping of new chemistries.
That's where it's at right now, but the chemistry is expected to get to 500 kWh/kg in a few years. It has a much higher theoretical limit vs NMC and NCA.
It has pretty bad energy density (kWh/L), but phenomenal specific energy (kWh/kg). Specific energy is what matters for electric flight, because you have tons of volume in wings to store batteries, but it has to make sense weight wise. Combined with its safety, it makes sense in cars too, despite its low energy density. If you don't have to worry about it overheating, exploding on impact, or high weight density (to throw off center of gravity), you're not limited to storing them in an armored floor compartment. You can feasibly put them in door panels, ceiling panels, quarter panels, etc. The price is nice too, because gasoline refineries will pay you to take sulfur away vs paying a premium for metals like nickel, cobalt, and manganese.
"these cells are projected to have an energy density exceeding 500 Wh/L" Panasonic cells, shipping today, already have an energy density over 700 Wh/L?
This is a promising discovery. Because of the disproportionately low specific capacity of cathodes vs anodes, improvements in the cathode have a bigger impact of overall cell performance than improvements to the anode. Also, while Mo is expensive, it's still less than half the price per weight as Cobalt.
You realize this is the inventor of the lithium ion battery? I'm kind of amazed he's looking into Li-Air when so many others have written it off.
@mahonj This is one of many breakthroughs needed to make Mg-ion batteries a commercial reality. As the article says, now it's time to move on to finding a suitable cathode that is compatible with this electrolyte. Likely still 5-10 years before we see a commercial Mg-ion battery and that one will likely not outperform the Li-ion batteries of the time in terms of energy density.
> The team will next try to use oxides, which do not degrade into a poisonous gas. Wouldn't this be a potential problem for all sulphur batteries? The lack of energy density data or even voltage makes you wonder. It's cool tech nonetheless. Can you imagine making a battery that just involves pressing a powder between aluminum and copper foil. Cheap cheap cheap.
This is really clever. It's always more efficient to stay in the same energy domain. So if you can use the vehicles kinetic energy to drive the compressor that is way more efficient than converting that energy to electric energy, then converting to DC, storing in the battery, then converting back to kinetic energy to drive the AC compressor.
If they can make this work to where the Aluminum is around the cost of gasoline per mile, it could eliminate the need for a fast charging infrastructure. A BEV that gets 100mi of range, but uses this to extend the range to 300 miles or more would pretty much fill the needs for almost every driver. So for 90%+ of your days, you'd simply use the li-ion pack in the vehicle, charged at your house/work. For the rare occasion you need to go beyond that range or just neglect to charge, you use the Aluminum-Air.
What's interesting is that as battery packs in BEV get bigger, the need for L2 charging actually goes down, not up. If you can charge for 10 hours a night (and on average, given weekends, you can probably do more) you'd get enough charge time to go about 15k - 20k miles a year (40-50 miles a night). The problem is that current BEV don't offer enough of a buffer to allow you to drive 15 miles 1 day and 90 miles the next on level 1. But when the BEV has 200 or so miles of range, level 1 will likely be fine for most people in non-road trip scenarios.
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Aug 6, 2013