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SES shows promising new cells targeting mass production in the next few years

increase it. Charging range and time are reduced, bringing pollution-free cars closer to competing fossil fuels.

However, solid state batteries that use a solid electrolyte rather than a liquid or gel are on the horizon. Lately, it looks less like a steam engine and more like a real product, and will likely make its way into cars and trucks by the end of the decade. However, this is a timeline that gives competitors a chance.

One such competitor is a company called SES, which last week announced a new battery that promises lithium energy density, almost double today. Ion cells The key point was to remove a piece of the battery that added weight and thickness, while not introducing hazardous conditions that could lead to a fire.

Want to keep reading forever for another five years? No, the batteries under your nose are getting better. Instead, it contains a pure metallic lithium anode. By dropping graphite from the anode, SES saved weight and space, but also had to figure out how to manage pure lithium, a highly reactive metal. When used as an anode, pure lithium often causes premature death of batteries.

For the safety and durability of lithium metal anodes, the company was able to form the dendrites using a three-axis approach. Dendrites are prickly structures that can form in lithium-ion batteries, especially when cells are rapidly charged or drained. If it becomes too large, it can fill the gap between the anode and cathode, creating a short circuit that can ignite the electrolyte (many today's electrolytes are highly flammable).

h2> Salt Solution SES begins by coating the anode with a special compound that allows the company to use pure lithium instead of graphite, which most lithium-ion batteries use today. SES then uses an electrolyte saturated with salt, which CEO Qichao Hu said Ars is safer to use.

This is actually more than salt. This new liquid is very stable mainly on lithium metal, very safe, non-flammable, non-volatile, inorganic. A third-party evaluator was able to insert a screw into the cell without causing a fire, which is not the case with current lithium-ion batteries. Dendritic growth in lithium-metal batteries, and then the company monitors its batteries with AI models based on data collected from previous cells, looking for defects or changes that might eventually lead to problems. Right now, all of this is happening in the lab, but SES is exploring ways to provide the same monitoring capabilities to road vehicles. Such a system might depend on basic parameters such as temperature or voltage, or it might require additional sensors, Hu said. "They are still negotiating with the automakers."

If the sensors detect that the cell is not working properly, Hu said there are two different ways to fix the problem. One of them might be the use of a special charging protocol to unlock the lithium on the anode, which essentially attempts to neutralize the dendrites. But if this does not happen, or special charging protocols are not available because the charger does not support them, the battery pack can report an unexpected failure of the cell to be replaced before it fails.

Extensive Timeline

SES cell tests have made good enough progress in evaluating automakers for prototypes, and Hu hopes to have the prototypes refined by the end of next year. The company is currently working with General Motors, Hyundai, Geely, SAIC and Foxconn and is building a plant in Shanghai, due for completion in 2023.

We "intend" to put it in a car on the road, possibly in 2025". years, yet it still pushes them ahead of solid-state competitors such as Solid Power, whose real-time schedule targets the second half of the decade. "Yes, it's tight," Hu said the company's work so far "assures us that it can be done." So, "Aggressive, but possible."

"Hybrid" lithium-metal batteries promise lighter, longer-range electric vehicles by 2025.
hybrid-lithium-metal-batteries-promise-lighter-longer.html

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