A new kind of lithium sulfur battery could be more efficient, less expensive, and safer than currently available lithium batteries.

“We demonstrated this method in a coin battery,” says Donghai Wang, associate professor of mechanical engineering at Penn State. “But, I think it could eventually become big enough for cell phones, drones, and even bigger for electric vehicles.”

Lithium sulfur batteries should be a promising candidate for the next generation of rechargeable batteries, but they are not without problems. For lithium, the efficiency in which charge transfers is low, and, lithium batteries tend to grow dendrites—thin branching crystals—when charging that do not disappear when discharged.

The researchers examined a self-formed, flexible hybrid solid-electrolyte interphase layer that is deposited by both organosulfides and organopolysulfides with inorganic lithium salts. The researchers report that the organic sulfur compounds act as plasticizers in the interphase layer and improve the mechanical flexibility and toughness of the layer. The interphase layer allows the lithium to deposit without growing dendrites. The Coulombic efficiency is about 99 percent over 400 recharging discharging cycles.

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A new sodium-based battery can store the same amount of energy as a state-of-the-art lithium ion at a substantially lower cost.

As a warming world moves from fossil fuels toward renewable solar and wind energy, industrial forecasts predict an insatiable need for battery farms to store power and provide electricity.

Chemical engineer Zhenan Bao and materials scientists Yi Cui and William Chueh of Stanford University aren’t the first researchers to design a sodium ion battery. But they believe their approach has the price and performance characteristics to create a sodium ion battery that costs less than 80 percent of a lithium ion battery with the same storage capacity.

$150 a ton

“Nothing may ever surpass lithium in performance,” Bao says. “But lithium is so rare and costly that we need to develop high-performance but low-cost batteries based on abundant elements like sodium.”

With materials constituting about one-quarter of a battery’s price, the cost of lithium—about $15,000 a ton to mine and refine—looms large. Researchers say that’s why they are basing the new battery on widely available sodium-based electrode material that costs just $150 a ton.

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Lithium batteries made with asphalt could charge 10 to 20 times faster than the commercial lithium-ion batteries currently available.

The researchers developed anodes comprising porous carbon made from asphalt that show exceptional stability after more than 500 charge-discharge cycles.

A high-current density of 20 milliamps per square centimeter demonstrates the material’s promise for use in rapid charge and discharge devices that require high-power density.

“The capacity of these batteries is enormous, but what is equally remarkable is that we can bring them from zero charge to full charge in five minutes, rather than the typical two hours or more needed with other batteries,” says James Tour, the chair in chemistry and a professor of computer science and of materials science and nanoengineering at Rice University.

The Tour lab previously used a derivative of asphalt—specifically, untreated gilsonite, the same type used for the battery—to capture greenhouse gases from natural gas. This time, the researchers mixed asphalt with conductive graphene nanoribbons and coated the composite with lithium metal through electrochemical deposition.

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The electric vehicle market continues to build momentum every year, with consumers around the world growing more interested. But in order for EVs to pave the way for the future of transportation, more efficient, longer-lasting batteries will need to be developed.

That’s where ECS member Jeff Dahn, leader of Tesla’s researcher partnership through his Dalhousie University research group, comes in. Recently, Dahn and his team unveiled new chemistry that could increase battery lifecycle at high voltages without significant degradation.

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The consumer demand for seamless, integrated technology is on the rise, and with it grows the Internet of Things, which is expected to grow to a multitrillion-dollar market by 2020. But in order to develop a fully integrated electronic network, flexible, lightweight, rechargeable power sources will be required.

A team of researchers from Ulsan National Institute of Science and Technology is looking to address that issue, developing inkjet-printed batteries that can be modified to fit devices of any shape and size. The team reports that the newly developed inks can be printed onto paper to create a new class of printed supercapacitors.

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This from Ulsan National Institute of Science and Technology:

The process involves using a conventional inkjet printer to print a preparatory coating—a ‘wood cellulose-based nanomat’—onto a normal piece of A4 paper. Next, an ink of activated carbon and single-walled nanotubes is printed onto the nanomat, followed by an ink made of silver nanowires in water. These two inks form the electrodes. Finally, an electrolyte ink—formed of an ionic liquid mixed with a polymer that changes its properties when exposed to ultraviolet light—is printed on top of the electrodes. The inks are exposed at various stages to ultraviolet irradiation and finally the whole assembly is sealed onto the piece of paper with an adhesive film.

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A team of scientists from Oak Ridge National Laboratory is using the precision of an electron beam to instantly adhere cathode coatings for lithium-ion batteries. This new development, as reported in the Journal of The Electrochemical Society, could lead to a leap in efficiency that saves energy, reduces production cost, and eliminates the use of toxic solvents.

This from ORNL:

The technique uses an electron beam to cure coating material as it rolls down the production line, creating instantaneous cross-links between molecules that bind the coating to a foil substrate, without the need for solvents, in less than a second.

Read the full article.

“Typical curing processes can require drying machinery the length of a football field and expensive equipment for solvent recovery,” says David Wood, co-author of the study. “This approach presents a promising avenue for fast, energy-efficient manufacturing of high-performance, low-cost lithium-ion batteries.”

Read the full paper, “Electron Beam Curing of Composite Positive Electrode for Li-Ion Battery.”

One of the keys to developing a successful electric vehicle relies on energy storage technology. For an EV to be successful in the marketplace, it must be able to travel longer distances (i.e. over 300 miles on a single charge).

A team of researchers from Georgia Institute of Technology, including ECS fellow Meilin Liu, has recently created a nanofiber that they believe could enable the next generation of rechargeable batteries, and with it, EVs. The recently published research describes the team’s development of double perovskite nanofibers that can be used as highly efficient catalysts in fast oxygen evolution reactions. Improvements in this key process could open new possibilities for metal-air batteries.

“Metal-air batteries, such as those that could power electric vehicles in the future, are able to store a lot of energy in a much smaller space than current batteries,” Liu says. “The problem is that the batteries lack a cost-efficient catalyst to improve their efficiency. This new catalyst will improve that process.”

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Today’s electronics consumers all have one thing in common: a desire for smartphones and other portable devices to have longer battery lives. Researchers from the University College Cork are looking to deliver just that with a new development that extends the cycle life of the lithium-ion battery to near record-length by using a key ingredient found in sunscreen.

The method, developed by ECS member and vice chair of the Society’s Electronics and Photonics Division, Colm O’Dwyer, and past members David McNulty and Elaine Carroll, uses titanium dioxide, which is a naturally occurring material capable of absorbing ultraviolet light.

When titanium dioxide is made into a porous substance, it can be charged and discharged over 5,000 times – or 13.5 years – without a drop in capacity.

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According to scientists at the University at Buffalo, a new glowing dye called BODIPY could be a central part of the liquid-based batteries that researchers are looking at to power our cars and homes.

BODIPY – or boron-dipyrromethene – is a fluorescent material that researchers believe could be an ideal material for stockpiling energy.

While the dye is fluorescent, that’s not what initially attracted scientists. According to new research, the dye has chemical properties that enables it to store electrons and participate in electron transfer. These two properties are critical for energy storage.

The new research shows that BODIPY-based batteries operate efficiently and display promising potential for longevity, functioning for more than 100 charge cycles.

“As the world becomes more reliant on alternative energy sources, one of the huge questions we have is, ‘How do we store energy?’ What happens when the sun goes down at night, or when the wind stops?” says lead researcher Timothy Cook, ECS member and assistant professor of chemistry at the University at Buffalo. “All these energy sources are intermittent, so we need batteries that can store enough energy to power the average house.”

Twenty-sixteen marked the 25th anniversary of the commercialization of the lithium-ion battery. Since Sony’s move to commercialize the technology in 1991, the clunky electronics that were made possible by the development of the transistor have become sleek, portable devices that play an integral role in our daily lives – thanks in large part to the Li-ion battery.

“There would be no electronic portable device revolution without the lithium-ion battery,” Robert Kostecki, past chair of ECS’s Battery Division and staff scientist at Lawrence Berkeley National Laboratory, tells ECS.

Impact of Li-ion technology

Without Li-ion batteries, we wouldn’t have smartphones, tablets, or laptops – more so, electric vehicles would have a slim chance of competing in the transportation sector and dreams of large-scale energy storage for a renewable grid may be dashed. Without the Li-ion, there would be no Tesla. There would be no Apple. The landscape of Silicon Valley as we know it today would be vastly different.

While the battery may have hit the marketplace in the early ‘90s, pioneers such as Stanley Whittingham, Michael Thackeray, John Goodenough, and others began pushing the technology in the ‘70s and ‘80s.

In its initial years, Li-ion battery technology boomed. As the field gained more interest from researchers after commercialization, developments started pouring in that doubled, or in some cases, tripled the amount of energy the battery was able to store. While progress continued over the years, the pace began to slow. Incremental advances at the fundamental level opened new paths for small, portable electronics, but have not answered demands for large-scale grid storage or an electric vehicle battery that will allow for a drive range of over 300 miles on a single charge.

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