For nearly two decades, Solid state batteries She was welcomed the A game changer for electric vehicles. A breakthrough that promises to eliminate range anxiety, cut charging times, and make electric cars as practical and comfortable as gas-powered cars — without the nasty exhaust emissions that pollute the air and harm human health.
However, solid-state batteries appear to be trapped in a laboratory. So what’s holding them back? How close are they to powering electric vehicles? Is it real or will this technology always be science fiction?
The experts said InsideEVs Solid-state battery progress is not as slow as it seems. Companies are closer than ever to commercialization, but obstacles remain. Just like lithium-ion batteries, their manufacturing is expected to be slow and gradual. Solid-state batteries are scheduled to reach the market first, serving as a “bridge technology” before fully solid-state batteries reach mass production.
“We are in a position to pioneer discoveries to bring them closer to automotive applications,” Siyu Huang, CEO of battery startup Factorial, told InsideEVs. “The main challenge facing solid state is scalability,” she added, meaning the ability to produce it in large quantities.
How does this work
In a traditional lithium-ion cell, the electrolyte — the material that holds the charge-carrying ions between charge and discharge cycles — is a liquid lithium-based chemical. Solid-state batteries replace this with a solid electrolyte, which is often made of polymer, sulfides or oxides. The goal remains the same: to transfer electrons between the cathode and anode to power the car.
research This switch has been shown to bring major advantages. Solid-state batteries pack more power into a smaller space; They charge faster while also being safer and providing better thermal stability than traditional lithium-ion batteries. In theory, this should eliminate many common and troubling problems with EVs: loss of range in extreme temperatures, fire risks and more.
Semi-solid-state batteries, on the other hand, use a gel-like electrolyte rather than an all-liquid or solid, offering better energy density and safety. It is a hybrid solution between traditional lithium-ion batteries and all solid-state batteries.
Now, there’s a huge push to bring battery chemistry back to life. Massachusetts-based Huang Multiplied Among the leaders in this field. It has concluded joint development agreements with Mercedes-Benz, Stellantis and Hyundai Motor Group (which It may also unveil its solid-state prototypes next monthaccording to reports.)
Many other players are also racing to develop this technology. Based in California Quantumscape Volkswagen has entered into an agreement with Volkswagen Group subsidiary PowerCo to manufacture solid-state batteries. The BMW Group and Ford have invested millions of dollars in their Colorado headquarters Hard power. and Toyota and Honda They are leading their own internal efforts to develop solid-state batteries in Japan.
Last year, Factorial unveiled the all-solid-state Solstice battery. It uses a sulfide-based electrolyte that is claimed to achieve an impressive energy density of 450 watt-hours per kilogram. Most lithium-ion cells currently used in electric vehicles have energy densities well below 300 Wh/kg. A higher energy density means that an electric vehicle’s battery can store more energy without becoming larger or heavier, resulting in a longer driving range.
However, manufacturing solid-state batteries in large quantities presents a major hurdle. “Part of the timeline problem is that you can’t use the same manufacturing plants and processes for SSBs,” said Liz Najman, director of market insights at the battery health and data startup. Frequent. “You need to build everything new, which takes money and time.”
Why is it so difficult?
US government National Science Foundation It explains in great detail the manufacturing requirements for solid-state batteries and how they differ from lithium-ion batteries. Simply put, battery manufacturing requires three main processes: electrode production, cell production, and cell conditioning.
These processes and the associated supply chain have been greatly improved for the production of lithium-ion batteries. The challenge now is to reconfigure those solid-state batteries. This transition is similar to moving from ink to laser printing, or replacing copper wires with fiber optic cables. It needs to redesign and rethink the entire infrastructure. Since the technology is still new, researchers are working to overcome these hurdles to achieve consistent performance and reliability.
“All of these processes will be variable for solid-state batteries, and depend heavily on the physical properties of the solid electrolyte,” the study says, before concluding that the near-term solution to rapid commercialization is likely to be “a hybrid approach that adopts processes from both the traditional LIBs and solid oxide fuel cell communities.”
Factorial does this, integrating its own processes while still using some of the proven technologies used to make lithium-ion batteries.
Last year, what was allegedly opened The largest solid-state battery manufacturing line In the United States in Methuen, Massachusetts. The 200-megawatt-hour line seems small compared to the giant battery factories being built across the United States with a capacity of hundreds of gigawatt-hours. But the Factorial line is still a big milestone.
It has already sent a “B sample” to Mercedes-Benz for testing, claiming to be the first battery company to send a sample of an all-solid-state battery to a global automaker. Sample B indicates a battery prototype close to production. It is used for more advanced testing, such as performance verification, safety evaluations, and integration into electric vehicles.
Building these cells flawlessly on an assembly line is also a challenge. “We were able to get a yield of up to 85% for the pilot line,” Huang said, referring to the rate of cells produced that meet quality standards and are considered usable. “Typically, in a large manufacturing line, you need to get more than 95% yield,” she said. Therefore, there is still some improvement and scalability left to achieve.
40 amp inversion cells also use a new production process called dry cathode plating – a process It was also reported that Tesla was exploring next-generation cells.
According to Oak Ridge National Laboratorythe electrodes in traditional lithium-ion batteries use wet slurry that is expensive, environmentally harmful, and takes up a lot of space on the factory floor. The dry process eliminates this toxic slurry by mixing “dry powders with a binder,” which can reduce costs, lower energy use, and reduce the environmental footprint of battery production.
Over 600 miles of range?
The result? Factorial claims that its energy-dense packs can provide a driving range of over 600 miles. That’s more than double the average EPA-certified driving range in the United States, which was also according to the Department of Energy 283 miles. This in itself is a major achievement because it has tripled over the past decade. Factorial also claims operating temperatures of over 90°C and a 40% weight reduction compared to conventional batteries.
However, Factorial’s solid-state battery is a short-term solution that can also deliver high performance and is easily scalable as well. It uses a gel-like material for the electrolyte with a lithium metal anode and a high-capacity cathode. The company claims that this combines the advantages of solid-state electrolytes with the manufacturability of traditional lithium-ion batteries.
Semi-solid batteries have already entered the Chinese market. Last year, A This Nio ET7 owner has achieved 554 miles (892 km) on a single charge, thanks to the 150 kWh semi-solid-state package.
They will soon be arriving in the US as well. Stellantis has promised to launch a Demonstration fleet The Dodge Charger Daytona will be equipped with solid-state batteries from Factorial next year. Its energy density is claimed to be 390 Wh/kg, which is well above current industry standards of around 250-300 Wh/kg.
Photo by: InsideEVs
It also brings significant advantages in weight. Huang added that solid-state batteries can provide up to 200-300 lbs at the pack level. “At the vehicle level, SSBs can save up to 1,000 pounds,” she said. “If we reduce the weight of the packaging, we can also reduce the supporting structures.” Weight savings are directly related to cost savings. With each pound eliminated, battery makers can save $5, Huang said. If they can cut 1,000 pounds, that’s a huge difference in cost.
“The U.S. loves really big, non-aerodynamic SUVs and trucks,” Recurrent’s Najman said. “These require huge batteries to compensate for their weak physics, and become very heavy. SSBs can provide more power in a much lighter package, so they may find use in the SUV/truck sector,” she added. However, automakers are moving towards… Range extender engines for larger vehiclesWhich contains backup gas generators to charge the battery.
Najman added that all the solid-state batteries mentioned are poised to live up to the hype. “The hype is part of what has made manufacturers more cautious,” she said. “With all the promise SSBs make, you don’t want to release a dud.”
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