Jump to content
Get the Cheers & Gears App! ×
Create New...
  • David

    Solid State Breakthrough, Safe, Long-lasting and Energy-dense!

      Be it a AA battery size cell or a pouch, the holly grail of battery research is smaller size with denser energy. Recently some major break throughs have happened on the Solid State front that brings Safe, Long-lasting and Energy-dense that can possibly revolutionize the BEV industry.

    Be it grid storage, computers, cell phones and especially electric vehicles, a safe, long-lasting, and energy-dense battery in a smaller form factor is what every company is looking for in selling their products today. ICE or internal combustion engine vehicles have dominated the last 100 years, but the next 100 years seems to be looking at a major change and while ICE auto's will be with us for some time, technology is going to change the way humans get around in the 21st century.

    Let's start with a little background information on battery format. You have your Cylindrical size cells that is used by Tesla and a few other companies in the auto industry around the world. There is then the Prismatic cell format which has been used by Toshiba for their SCiB cells that are also being used by various auto companies and the last is Polymer a pouch size cell that is being used in the auto industry such as GM with their Ultium battery packs.

    There are pros and cons to all formats depending on the company you talk too. Here we are not going to get into this area except to say that their is various weight with each type of format and of course the denser you can get the battery cell with long-life and safety while in a smaller format, the more flexible the design of an auto has.

    The solid-state break through comes via a partnership of LG Energy Solutions and University of California Dan Diego.

    Working together the engineers have created a new type of battery that combines two promising sub-fields into a single battery. The two areas are as follows, the solid state battery, being no liquid inside the battery and the anode which in traditional Lithium batteries is made of metallic lithium. Here the anode is made of 100% silicon. As such you have a solid state silicon battery cell. The research has shown that this design allows for a very safe, long-lasting and energy-dense cell. The applications of which can be applied to storage for the electrical grid to electric vehicles and so much more where battery technology is used.

    From left to right in the picture above:
    1) The all solid-state battery consists of a cathode composite layer, a sulfide solid electrolyte layer, and a carbon free micro-silicon anode.
    2) Before charging, discrete micro-scale Silicon particles make up the energy dense anode. During battery charging, positive Lithium ions move from the cathode to the anode, and a stable 2D interface is formed.
    3) As more Lithium ions move into the anode, it reacts with micro-Silicon to form interconnected Lithium-Silicon alloy (Li-Si) particles. The reaction continues to propagate throughout the electrode.
    4) The reaction causes expansion and densification of the micro-Silicon particles, forming a dense Li-Si alloy electrode. The mechanical properties of the Li-Si alloy and the solid electrolyte have a crucial role in maintaining the integrity and contact along the 2D interfacial plane.

    This battery technology was published in the Journal Science nanoengineers from University of California San Diego in collaboration with researchers at LG Energy Solutions made this breakthrough possible.

    To quote the published report: The development of silicon anodes for lithium-ion batteries has been largely impeded by poor interfacial stability against liquid electrolytes. Here, we enabled the stable operation of a 99.9 weight % microsilicon anode by using the interface passivating properties of sulfide solid electrolytes. Bulk and surface characterization, and quantification of interfacial components, showed that such an approach eliminates continuous interfacial growth and irreversible lithium losses. Microsilicon full cells were assembled and found to achieve high areal current density, wide operating temperature range, and high areal loadings for the different cells. The promising performance can be attributed to both the desirable interfacial property between microsilicon and sulfide electrolytes and the distinctive chemomechanical behavior of the lithium-silicon alloy.

    Silicon anode in traditional lithium batteries while safer have till now received much less attention due to the lower capacity these batteries hold. Yet solid-state has become a game changer with considerable increases in performance across a wide range of temperatures and excellent cycle life in full cell use.

    What does one gain in going with this design? Currently a silicon anode in a solid-state battery is 10 times greater in energy density over a commercial lithium ion battery used in a BEV that is on the market. To quote the lead author on the paper, Darren H. S. Tan PhD in chemical engineering, "With this battery configuration, we are opening a new territory for solid-state batteries using alloy anodes such as silicon". Solid-state next generation batteries currently have had restrictions on charge rates and temperature during charging. The silicon anode overcomes these limitations, allows faster charging rates at room temperature while maintaining high energy density.

    The laboratory testing delivered 500 charge and discharge cycles with 80% capacity retention at room temperature, which represents exciting progress for both the silicon anode and solid state battery technologies.

    To understand why this is such an important breakthrough keep this in mind, silicon offers great storage capacity, 10 times greater than graphite. Lithium-ion batteries with silicon added to the anode mix increased energy density, but suffered from real-world performance issues; the number of times the battery can be charged and discharged while maintaining performance is not acceptable.

    This problem is caused by the interaction of the silicon anodes and the liquid electrolytes it is paired with. This get complicated by the large volume of expansion of silicon particles during the charge and discharge cycle resulting in severe capacity losses over time.

    Per the UC San Diego team, by eliminating the carbon and binders and going with an all-silicon anode using micro-silicon a much less processed and less expensive material over nano-silicon which has been used in the past they were able to reduce cost. They then addressed the root problem being the liquid electrolyte that causes instability. Here they used a sulfide-based electrolyte which showed this solid electrolyte to be extremely stable with the all-silicon anodes.

    This creative out-of-the-box thinking has allowed them to have this breakthrough and will continue to support their research as they move forward on taking this to commercial productivity. This dual approach to battery design has removed the challenges that come with organic liquid electrolyte as they went with a solid electrolyte. It also allowed them to get ride of unwanted side reactions by removing the carbon on the anode with solid electrolyte, thus avoiding continuous capacity loss that typically occurs with liquid-base electrolytes.

    This two-part move has allowed the researchers to reap the full benefits of low cost, dense or high energy and the properties of silicon being environmentally benign.

    To quote LG Energy President and Chief Procurement officer Myung-hwan Kim; “With the latest finding, LG Energy Solution is much closer to realizing all-solid-state battery techniques, which would greatly diversify our battery product lineup.”

    As the solid state battery race moves forward, LG will be bringing this to commercial market selling these batteries via their various partners such as a potential new battery design via GM's Ultium system

    News Room | LG Energy Solution (lgensol.com)

    A New Solid-state Battery Surprises the Researchers Who Created It (ucsd.edu)

    Carbon-free high-loading silicon anodes enabled by sulfide solid electrolytes (science.org)

    New all-solid-state battery is safe, long-lasting, and energy-dense - Inceptive Mind

    New all-solid-state battery holds promise for grid storage and EVs (newatlas.com)

    A New Solid State Battery Surprises The Researchers who Created it, all-Silicon Anode - LG Energy Solution - Batteries News

    User Feedback

    Recommended Comments

    On 10/3/2021 at 8:34 PM, balthazar said:

    A fascinating experiment would be (and I've said this before); price a Spark and a Bolt identically, and see where the sales totals fall. I think they will move closer, but NOT invert. 

    Wouldn't that be about the Bolt and Cruze? Close, not perfect though. They're, I believe, similarly sized as well, to help comparison. 

    Link to comment
    Share on other sites

    On 10/3/2021 at 6:34 PM, balthazar said:

    A fascinating experiment would be (and I've said this before); price a Spark and a Bolt identically, and see where the sales totals fall. I think they will move closer, but NOT invert. 

    Comparing would it not be better to do the Trax CUV to the Bolt CUV since they are within inches of each other for length, height and width?

    • Agree 2
    Link to comment
    Share on other sites

    20 minutes ago, Robert Hall said:

    Chevy needs an ECUV in the Equinox size range at a reasonable price...the Bolt is too tiny.

    Don't they have a Bolt EUV now? I don't know how it compares size-wise but I think it's close to the 'Nox. 

    Link to comment
    Share on other sites

    On 10/6/2021 at 10:34 AM, ccap41 said:

    Don't they have a Bolt EUV now? I don't know how it compares size-wise but I think it's close to the 'Nox. 

    It's 2 inches longer than the Trax and over a foot shorter than the Equinox...I'm thinking they need something with a normal CUV form factor, not potato shaped...

    From what I've heard, Chevy will be getting a larger EUV, one that is Lyriq sized (Lyriq is between the Nox and Travy in size).   Buick and GMC likely will as well, in typical GM fashion. 

    Edited by Robert Hall
    • Agree 1
    Link to comment
    Share on other sites

    21 minutes ago, Robert Hall said:

    It's 2 inches longer than the Trax and over a foot shorter than the Equinox...I'm thinking they need something with a normal CUV form factor, not potato shaped...

    Oh wow, I didn't realize it was that small. Thanks!

    • Agree 1
    Link to comment
    Share on other sites

    Join the conversation

    You can post now and register later. If you have an account, sign in now to post with your account.
    Note: Your post will require moderator approval before it will be visible.

    Add a comment...

    ×   Pasted as rich text.   Paste as plain text instead

      Only 75 emoji are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor

    ×   You cannot paste images directly. Upload or insert images from URL.

  • 2024 Acura TLX Refresh Pairs-Down Trim Levels

    A vehicle refresh can include updates to technology, slight design changes, and updates to interiors. For 2024, the Acura TLX is back with a few exterior design changes. The most prominent is the front-end with new grille. TLX still uses slim headlights but incorporates a better designed grille. At the side, both the regular TLX and A-Spec TLX come with new 19-inch five-spoke wheels in dark gray. Step-up to the Type S models come with 20-inch black wheels; Type S models can be had with high-perf


    Factorial Energy Opens Solid-State Battery Production Facility

    Factorial loves to quote Thomas Edison who in 1883 said the following: "The storage battery is, in my opinion, a catchpenny, a sensation, a mechanism for swindling the public by stock companies." Factorial states that this sentiment is true and has been held over the last 138 years till now. Investing in solid-state battery R&D over the last 6 years has allowed Factorial to create their proprietary FEST (Factorial Electrolyte System Technology). Factorial held their

    Automotive Industry

    Mazda unveils the Iconic SP concept

    At the 2023 Tokyo auto show, Mazda unveiled a sports car concept. Originally named Vision Study Model, the Iconic SP, utilizes an interesting engine combination. This hybrid-rotary-powered sports car uses the twin-rotor rotary engine as a generator to recharge the batteries. Iconic SP is around 10 inches longer than Mazda’s compact Miata. Although Mazda hasn't disclosed the number of electric motors, they are the main propulsion system. As a range-extending EV, that rotary engine doesn’t dr


  • Community Hive Community Hive

    Community Hive allows you to follow your favorite communities all in one place.

    Follow on Community Hive
  • Subscribe to Cheers & Gears

    Cheers and Gears Logo

    Since 2001 we've brought you real content and honest opinions, not AI-generated stuff with no feeling or opinions influenced by the manufacturers.

    Please consider subscribing. Subscriptions can be as little as $1.75 a month, and a paid subscription drops most ads.*

    You can view subscription options here.

    *a very limited number of ads contain special coupon deals for our members and will show

  • Posts

    • To expand on this: 2022 Hummer EV Pickup (350 kW) 2024 Genesis GV60 (350 kW) 2024 Genesis GV70 (350 kW) 2023 Genesis G80 (350 kW) 2022 Lucid Air (300 kW) 2024 GMC Hummer EV SUV (300 kW) 2022 Audi E-Tron GT (270 kW) 2022 Porsche Taycan (270 kW) 2022 Tesla Model S (250 kW) 2022 Tesla Model X (250 kW) 2022 Tesla Model 3 (250 kW) 2022 Tesla Model Y (250 kW) 2022 Kia EV6 (240 kW) 2023 Hyundai Ioniq 6 (235 kW) 2022 Hyundai Ioniq 5 (235 kW) 2022 Rivian R1S (220 kW) 2022 Rivian R1T (220 kW) 2022 BMW iX (200 kW) 2022 Mercedes-EQ EQS (200 kW) 2022 BMW i4 (195 kW) 2023 Cadillac Lyriq (190 kW) 2023 Mercedes-EQ EQE (170 kW) 2023 Volkswagen ID Buzz (170 kW) 2022 Polestar 2 (155 kW) 2022 Volvo C40 Recharge (155 kW) 2022 Volvo XC40 Recharge (155 kW) 2022 Audi E-Tron (150 kW) 2022 Ford Mustang Mach E (150 kW) 2023 Toyota bZ4x (150 kW) This is a (mostly) complete list of the EVs with a charge rate of 150kw or higher. The reason I picked 150kw is because that's the base charge rate for the V2 version of the Tesla Supercharger and that seems like a minimum standard for vehicles to meet today.  Keep in mind that well over half of Tesla's Superchargers are V2 with probably around 30% being V3 (250kw). V4 (350kw) Super Chargers are brand new and only one is installed in the U.S. as of October of this year... and even then, the Cybertruck is the only Tesla that can suck juice that fast. Additionally, the Kia and Hyundai models on this list and coming in the future have the hardware in them for 350kw charging that will be enabled in a software update in the future. I should also note that it seems like only the big truck-based Ultium products from GM appear to get 300kw+ charging. I know the EValanche will have it as will the Escalade IQ. The Ram REV 1500 is getting 350kw charging as well. The Lyriq is 190 kw as are the Blazer EV and Equinox EV. I think this is shortsighted on GM's part, and they need to bump these to at least the 250kw range. So you can see the list of cars that will charge at a higher speed than a Model 3 at a V2-150kw charger at these new Pilot stations will have a pretty good advantage, and if the driver opts for a 250kw charger on the Tesla network, they'll still get decent speed. It also matters for vehicles with a shorter range.  Of the three Genesis models on the list, only the GV60 can get over 300 miles, and only on the RWD model. The GV70 range is only 235, which is pretty low these days. But if I were buying one, I would be less concerned about the overall range as long as I can go from 10% to 80% (~165 miles) in 18 minutes, as their website claims. This will really fill out the network for state-to-state EV driving.
    • Jeeps lie about a reliable V6 when there are so many issues with the engine when hitting 100,000 miles has soured our family on Jeep. My son is negotiating right now to trade his in after spending over $5K to fix the blown head gaskets and leaking water pump into the engine so it at least runs right on a new SUV, and it WILL NOT be a Jeep. Rather than fix all the engine problems for the V6 that is used in far more than just Jeep by Stellantis, they are now facing many lawsuits and have dumped it for a straight 6. Stellantis brands are off the purchase list for good in my household. Right now, I would take a Hyundai/Kia/Genesis over Jeep/Ram/Dodge/Chrysler and all the European name plates that Stellantis owns.
  • Who's Online (See full list)

  • My Clubs

  • Create New...

Hey there, we notice you're using an ad-blocker. We're a small site that is supported by ads or subscriptions. We rely on these to pay for server costs and vehicle reviews.  Please consider whitelisting us in your ad-blocker, or if you really like what you see, you can pick up one of our subscriptions for just $1.75 a month or $15 a year. It may not seem like a lot, but it goes a long way to help support real, honest content, that isn't generated by an AI bot.

See you out there.


Write what you are looking for and press enter or click the search icon to begin your search