Het zou binnen 2 jaar zijn, wslk eerst in kleine toepassingen.
Uit een duidelijker -minder overdreven- artikel over die Li-Si batterijen:
Elk jumpje meer is meer, volgens Tesla - uitspraak Tesla/Panasonic 2015 - zou Si indertijd tov hun oude batterijen van het model S ca. 6% aan surplus brengen... maar de batterijen van het model 3 zijn ca. 15% beter dan het model S, dus gebruiken ze het eigenlijk al wat meer ... maar nog altijd in zeer beperkte mate, wslk 10% Si. (het is maar welke referte van Li-ion-chemie men neemt)
Het meest genoemde +30 % beter dan de beste Li-ion -met weinig Si- is natuurlijk een enorme jump beter.
Veel meer silicium gebruiken voor de anode kan ook interessant zijn qua hoeveelheid en hun prijzen. En blijkbaar kan die batterij veel sneller geladen worden, wat eventueel nog belangrijker is als de capaciteit an sich. Laat ze maar experimenteren, vroeg op laat komt er wel een duurzame standaard van. Als ze van serieproductie spreken in 2 jaar zit het toch al goed qua duurzaamheid of het aantal volledige laadcyclussen met maar minimale degradatie na x.000 cyclussen.
Nadeel is wel dat het productieproces omgesteld moet worden, of extra tijd, maar elk voordeel heeft wel een nadeel dat kan opgelost worden.
Citaat:
https://www.wsj.com/articles/the-bat...out-1521374401
The Battery Boost We’ve Been Waiting for Is Only a Few Years Out
Batteries that power our modern world are expected to get a jump in storage
capacity of 30% or more
...
The next wave of batteries, long in the pipeline, is ready for commercialization. This will mean, among other things, phones with 10% to 30% more battery life, or phones with the same battery life but faster and lighter or with brighter screens. We’ll see more cellular-connected wearables. As this technology becomes widespread, makers of electric vehicles and home storage batteries will be able to knock thousands of dollars off their prices over the next five to 10 years. Makers of electric aircraft will be able to explore new designs.
There is a limit to how far lithium-ion batteries can take us; surprisingly, it’s about twice their current capacity. The small, single-digit percentage improvements we see year after year typically are because of improvements in how they are made, such as small tweaks to their chemistry or new techniques for filling battery cells with lithium-rich electrolyte. What’s coming is a more fundamental change to the materials that make up a battery.
First, some science: Every lithium-ion battery has an anode and a cathode. Lithium ions traveling between them yield the electrical current that powers our devices. When a battery is fully charged, the anode has sucked up lithium ions like a sponge. And as it discharges, those ions travel through the electrolyte, to the cathode.
Typically, anodes in lithium-ion batteries are made of graphite, which is carbon in a crystalline form. While graphite anodes hold a substantial number of lithium ions, researchers have long known a different material, silicon, can hold 25 times as many.
The trick is, silicon brings with it countless technical challenges. For instance, a pure silicon anode will soak up so many lithium ions that it gets “pulverized” after a single charge, says George Crabtree, director of the Joint Center for Energy Storage Research, established by the U.S. Department of Energy at the University of Chicago Argonne lab to accelerate battery research.
Current battery anodes can have small amounts of silicon, boosting their performance slightly. The amount of silicon in a company’s battery is a closely held trade secret, but Dr. Crabtree estimates that in any battery, silicon is at most 10% of the anode. In 2015, Tesla founder Elon Musk revealed that silicon in the Panasonic-made batteries of the auto maker’s Model S helped boost the car’s range by 6%.
Now, some startups say they are developing production-ready batteries with anodes that are mostly silicon. Sila Nanotechnologies, Angstron Materials , Enovix and Enevate, to name a few, offer materials for so-called lithium-silicon batteries, which are being tested by the world’s largest battery manufacturers, car companies and consumer-electronics companies.
For Sila, in Alameda, Calif., the secret is nanoparticles lots of empty space inside. This way, the lithium can be absorbed into the particle without making the anode swell and shatter, says Sila Chief Executive Gene Berdichevsky. Cells made with Sila’s particles could store 20% to 40% more energy, he adds.
Angstron Materials, in Dayton, Ohio, makes similar claims about its nanoparticles for lithium-ion batteries.
Dr. Crabtree says this approach is entirely plausible, though there’s a trade-off: By allowing more room inside the anode for lithium ions, manufacturers must produce a larger anode. This anode takes up more space in the battery, allowing less overall space to increase capacity. This is why the upper bound of increased energy density using this approach is about 40%.
The big challenge, as ever, is getting to market, says Dr. Crabtree.
Sila’s clients include BMW and Amperex Technology , one of the world’s largest makers of batteries for consumer electronics, including both Apple ’s iPhone and Samsung ’s Galaxy S8 phone.
China-based Amperex is also an investor in Sila, but Amperex Chief Operating Officer Joe Kit Chu Lam says his company is securing several suppliers of the nanoparticles necessary to produce lithium-silicon batteries. Having multiple suppliers is essential for securing enough volume, he says.
The first commercial consumer devices to have higher-capacity lithium-silicon batteries will likely be announced in the next two years, says Mr. Lam, who expects a wearable to be first. Other companies claim a similar timetable for consumer rollout.
Enevate produces complete silicon-dominant anodes for car manufacturers. CEO Robert Rango says its technology increases the range of electric vehicles by 30% compared with conventional lithium-ion batteries.
BMW plans to incorporate Sila’s silicon anode technology in a plug-in electric vehicle by 2023, says a company spokesman. BMW expects an increase of 10% to 15% in battery-pack capacity in a single leap. While this is the same technology destined for mobile electronics, the higher volumes and higher safety demands of the auto industry mean slower implementation there. In 2017, BMW said it would invest €200 million ($246 million) in its own battery-research center.
The first commercial consumer devices to have higher-capacity lithium-silicon batteries will likely be announced in the next two years, says Mr. Lam, who expects a wearable to be first. Other companies claim a similar timetable for consumer rollout.
Enevate produces complete silicon-dominant anodes for car manufacturers. CEO Robert Rango says its technology increases the range of electric vehicles by 30% compared with conventional lithium-ion batteries.
BMW plans to incorporate Sila’s silicon anode technology in a plug-in electric vehicle by 2023, says a company spokesman. BMW expects an increase of 10% to 15% in battery-pack capacity in a single leap. While this is the same technology destined for mobile electronics, the higher volumes and higher safety demands of the auto industry mean slower implementation there. In 2017, BMW said it would invest €200 million ($246 million) in its own battery-research center.
Enovix, whose investors include Intel and Qualcomm, has pioneered a different kind of 3-D structure for its batteries, says CEO Harrold Rust. With much higher energy density and anodes that are almost pure silicon, the company claims its batteries would contain 30% to 50% more energy in the size needed for a mobile phone, and two to three times as much in the size required for a smartwatch.
The downside: producing these will require a significant departure from the current manufacturing process.
Even though it’s a significant advance, to get beyond what’s possible with lithium-silicon batteries will require a change in battery composition—such as lithium-sulfur chemistry or solid-state batteries. Efforts to make these technologies viable are at a much earlier stage, however, and it isn’t clear when they’ll arrive.
Meanwhile, we can look forward to the possibility of a thinner or more capable Apple Watch, wireless headphones we don’t have to charge as often and electric vehicles that are actually affordable. The capacity of lithium-ion batteries has increased threefold since their introduction in 1991, and at every level of improvement, new and unexpected applications, devices and business opportunities pop up.
Write to Christopher Mims at [email protected]
Corrections & Amplifications
Sila Nanotechnologies produces nanoparticles that contain silicon and other components, but don’t include graphite. A previous version of this column incorrectly described nanoparticles as a graphite-silicon composite. An earlier version also incorrectly identified Angstron Materials as Angstrom Materials. (Angstron error corrected: March 18, 2018. Nanoparticles error corrected: March 19, 2018)
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Maar ze experimenteren ook met andere ultrafast solid-state batterijen en die zouden ook in 2019-2020 komen, en veel beter zijn dan die Li-Si... wait and see...
Citaat:
https://www.forbes.com/sites/bertels...yota-confirms/
Ultrafast-Charging Solid-State EV Batteries Around The Corner, Toyota Confirms
Jul 25, 2017
Five years ago, Takeshi Uchiyamada was not yet chairman of Toyota, and I was still at Thetruthaboutcars. I went to a Toyota event in Tokyo, where Uchiyamada-san mentioned the possibility of a breakthrough solid-state battery. He had a small specimen of the battery, and it even powered a vehicle – a skateboard. I was told then it could take a decade before the solid-state battery powers a car, because that’s how long battery breakthroughs take to travel the distance from research lab to road. Half of the decade is past, and that timing still holds. In another five years, and if a report in a Japanese newspaper is to be believed, Toyota will have the key technology for wide-spread adoption of battery-electric vehicles: Solid-state batteries with twice the range of today’s EVs, while charging only in minutes.
With that, Toyota would solve the two “weak points” of current EVs, namely range and way too long recharge times, writes the Chunichi Shimbun (Japanese.) The Nagoya paper dominates Japan’s Aichi prefecture, home turf for many Toyota factories and R&D labs. Its report has been picked-up by Reuters, and from what I have been hearing from the inside of Toyota so far, the story does not appear to be far off the mark. At Toyota, they thought all day today about a comment, and in the evening, Toyota spokesperson Kayo Doi could give me the official line:
“Among new generation batteries, at this stage, solid-state batteries are considered closest to the level of practical application required to equip vehicles for volume production. We are working on research and development, including the production engineering of solid-state batteries, to commercialize them by the early 2020s. However, we cannot comment on specific product plans.”
Except for the last sentence, that was more disclosure than one would expect.
Solid-state batteries promise to do away with the liquids that caused the build-up of current in batteries ever since Mr. Volta dipped copper plates into brine. Those liquid electrolytes soon became nastier, and sulfuric acid keeps sloshing through car batteries to this very day. “Dry” cells never were completely dry, they use a moist paste that sometimes leaks out. Higher powered lithium-ion batteries can get sometimes way too hot, as the Galaxy Note 7, or the occasional electric vehicle fire can attest.
Solid state batteries are no fire hazard, they promise to recharge faster, store more power in a given volume, and, especially interesting for automobile engineers, they can be molded into many shapes. [...]
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(werd ook bevestigd in recentere bronnen) |
