Lithium News

As the electric vehicle market continues to surge, the assessment of used batteries has become increasingly crucial. A team of researchers, led by Professor Donghyuk Kim and Professor Yunseok Choi in the School of Energy and Chemical Engineering at UNIST, along with Professor Hankwon Lim of the Graduate School of Carbon Neutrality at UNIST, has developed DeepSUGAR to help with this challenge.

This advanced deep learning-based framework offers a novel approach to estimating the State-of-Health (SoH) of exhausted batteries, improving efficiency and reducing power consumption.

The study findings have been published in the online version of Journal of Materials Chemistry A.

Current assessment technologies for used batteries involve separate estimation of the SoH of the battery pack and its individual modules, leading to time inefficiency and excessive power consumption. DeepSUGAR addresses these challenges by utilizing a generative algorithm based on graphical representation techniques, enabling the estimation of individual module health based on battery pack SoH.

The research team analyzed the cycling profiles of a 14S7P pack and its constituent modules, training a convolutional neural network (CNN) to estimate SoH by spatializing cycling curves. DeepSUGAR, trained on pack data, exhibited outstanding performance with a Root Mean Square Error (RMSE) of 5.31 × 10-3. Validation testing with module data resulted in an RMSE of 7.38 × 10−3, further confirming its applicability. Additionally, the generated module cycling profiles from pack SoH using the deep generative model demonstrated remarkable performance with an RMSE of 8.38 × 10−3.

DeepSUGAR offers several key advantages, including reduced power consumption, processing costs, and carbon dioxide emissions, by integrating module-level diagnosis within the pack-level assessment process. This breakthrough technology has the potential to significantly impact battery health management, as it can diagnose the health status of exhausted batteries without being limited by the type of device.

“We have established a verification system that can determine whether a used battery is recyclable without disassembling the battery,” explained Professor Donghyuk Kim. “DeepSUGAR images charging and discharging data, enabling the determination of the health condition of the battery.”

DeepSUGAR’s capabilities extend beyond battery recycling. By predicting the health status of internal modules through pack diagnosis, this technology has the potential to optimize battery performance in various applications, contributing to the realization of green energy in the future.

Texas scientists claim to have identified the culprit behind nickel-based cathode cracking in electric vehicle batteries.

Spotlighting the cause is a big step toward extending charge life and creating a safer battery, The University of Texas at Austin (UT) researchers said in a lab report.

Nickel-based cathodes are a common, key part of batteries. They are proven to provide high capacity and density, though the cycle life is suspect, per ScienceDirect.

Life-shortening cathode cracking was long thought to develop due to wear and tear from battery use, which the UT team said most industry experts considered “inevitable.” But, their research suggests it has more to do with the reaction between the electrolyte and the cathode.

Now, research on that relationship could lead to better battery chemistry that extends the power pack’s usefulness, according to the team.

“Unfortunately, the whole field has been misled, and we want to correct that misconception and show that we need to pay more attention to the electrolyte,” research leader Arumugam Manthiram said in the UT report.

It’s part of efforts in the industry, including unique inspection concepts, to make batteries safer, helping to expand an EV sector that is already growing.

As part of the charge/discharge process, lithium ions pass back and forth between the cathode and anode. The ions travel through a solution (this can be a liquid or solid) called the electrolyte, according to the U.S. Department of Energy.

And, that’s where UT experts saw the trouble.

“We found that the electrolyte reacting with the cathode surface leads to the increased crack formation,” Manthiram said in the lab report.

The UT team reports that reversible cracking happens during battery operation. But, the electrolyte is working its way into those openings, removing oxygen from the cathode, and solidifying the cracks, per the UT report.

To help visualize the problem, the experts likened this process to a river eroding its banks. And, in their opinion, the electrolyte’s impact on the cathode’s surface is the main cause for the degradation.

With the right problem discovered, the team hopes that more battery experts can now focus on the electrolyte/cathode relationship for cracking solutions. It might be an easier problem to fix than developing new cathode materials.

Experts in labs around the world are working to find the right mix of metals to form the best-performing battery. Even common elements like iron and air are a part of some concepts.

“For the greater community, it is a lot more scalable to use better electrolytes than to rely on exotic structural modification methods that are not proven in a commercial sense,” UT researcher Steven Lee said. “Our perspective educates the battery community to look at this problem with a different point of view that can provide us with an easier solution to prolong battery life.”

Recently, a research team has put forward an intriguing approach to enhance the efficiency of solar cells. Their focus on the potential antimony trisulfide (Sb2S3) as a photovoltaic absorber has led to a parallel planar heterojunction (PPHJ) strategy for the preparation of highly efficient solar cells.

Their findings have been published in Angewandte Chemie International Edition. The researchers were led by Prof. Wang Mingtai from the Institute of Solid State Physics, Hefei Institutes of Physical Science (HFIPS), Chinese Academy of Sciences (CAS).

One of the current challenges in the terrestrial utility of photovoltaic electricity is the absence of low-cost, efficient, and stable materials as well as the related photovoltaic devices for converting photons to electrons. Typically, two independent planar heterojunction (PHJ) subcells are stacked in tandem to create efficient solar cells. However, the need for an interfacial layer for the recombination of opposite charges from the top and bottom subcells increases complexity to material selection and device preparation.

“This is why we introduced the PPHJ strategy in our research,” Prof. Chen Chong explains, “it enables us to tap into the practical potential of creating efficient multiple PHJ solar cells.”

The Sb2S3-based PPHJ device consists of two types of conventional PHJ subcells connected in parallel. The Sb2S3-based PHJ subcells are responsible for absorption and charge generation, while the CH3NH3PbI3-based PHJ subcells govern the electron transport towards collection electrode. Despite the two types of subcells, the PPHJ device remains an Sb2S3 device in nature.

The outcome is a remarkable increase in the efficiency of solution-processed Sb2S3 solar cells, achieving an impressive 8.32% efficiency, the highest among all Sb2S3 devices.

“Indeed, our strategy simplifies the preparation process by allowing for the conventional sequential depositions of multiple PHJ layers,” said Chen. “It eliminates the typical complexity associated with both tandem and parallel tandem PHJ systems.”

“This study paves the way for the conceptual design of low-cost and efficient partially or fully inorganic solar cells, thus promoting their development,” added Chen.

The boom in phones, laptops and other personal devices over the last few decades has been made possible by the lithium-ion (Li-ion) battery, but as climate change demands more powerful batteries for electric vehicles and grid-scale renewable storage, lithium-ion technology might not be enough.

Lithium-metal batteries (LMBs) have theoretical capacities an order of magnitude greater than lithium-ion, but a more literal boom has stymied research for decades.

“A compounding challenge that further doomed the first wave of LMB commercialization in the late 1980s was their propensity to explode,” University of Chicago’s Pritzker School of Molecular Engineering Prof. Chibueze Amanchukwu wrote in a recent study.

The study published Nov. 9 in Matter, outlines a way around this decades-old problem, using solvent-free inorganic molten salts to create energy-dense, safe batteries, opening new possibilities for EVs and grid scale renewable energy storage.

“We have developed a non-flammable, non-volatile system that is safe and can actually improve energy densities by 2x (compared to Li-ion),” Amanchukwu said.

Conventional lithium-metal batteries rely on an electrolyte made by dissolving lithium salt in a solvent. Those volatile, flammable solvents—not the salt itself—caused those safety concerns.

To combat this, researchers have tried different solvents or phases or they tinkered with the salt concentration. It was always a trade-off: Batteries using solid-state inorganics for their electrolytes were safer; batteries using liquid electrolytes were more powerful. The results remained either unsafe batteries or batteries that didn’t live up to lithium-metal batteries’ massive theoretical capabilities.

Amanchukwu’s team took a novel approach, questioning the conventional structure of the electrolyte itself.

“The question was what’s the solvent doing there in the first place? Just remove it,” Amanchukwu said.

Amanchukwu’s team made the lithium salt a liquid not by dissolving it, but by melting it. This required creating a new composition of salt that melts at low temperatures. The challenge was to hit a temperature where the lithium salt melts, but the lithium metal used elsewhere in the battery doesn’t.

To give a sense of the scope of the task, pure lithium chloride melts at just over 600° C. Lithium metal melts at 180° C, meaning any useful molten salt electrolyte would have to have a far lower melting point.

Amanchukwu and his team created a salt that melts at 45° C, resulting in a powerful battery that can operate safely at 80–100° C.

“That was a sweet spot to be in the middle, to still have all the safety benefits but operate at temperatures that allow it to be liquid,” Amanchukwu said.

Amanchukwu’s group is continuing to work on salt compositions with even lower melting points, with the final goal of a powerful lithium-metal battery that will operate safely at room temperature.

“How can you get this down to 25° C or 30° C? From a research and applied point of a view, there’s lots of excitement there,” Amanchukwu said. “We have the opportunity to create a very impactful battery that helps to solve a key global challenge—energy storage.”

Practically every automaker out there is betting that EVs are going to chauffer us all in the future, and that sure looks likely with wide swaths of the world moving to ban the sale of fossil-fuel-powered cars and trucks. But to really seal the deal on this global green transition, we’re going to need better battery technology. Fortunately, solid-state batteries could be it: the alternative solution has been revving its engine for years. And after a few recent breakthroughs, it might be time to consider investing in it…

What’s wrong with the batteries we have now?

Sure, lithium-ion batteries – the kind found in today’s EVs – are good and their prices have come down, but they still lag behind internal combustion engines across several performance metrics. And solid-state batteries could potentially close those gaps.

Batteries operate on a universal principle: they generate an electrical current by allowing a flow of charged atoms, known as ions, to move through a chemical substance called an electrolyte, traveling from one electrode (the anode) to another (the cathode). Solid-state batteries use a solid electrolyte instead of the liquid used by lithium-ion batteries. But the real step-change is in what that enables: lithium metal anodes. Replacing the heavy graphite that’s used in the current anodes would help double an EV’s battery range, in part because it would be so much lighter.

Solid-state lithium technology has long been heralded as the holy grail of the battery and EV industries. They overcome many of the performance shortcomings of today’s EV batteries. They can significantly increase range and slash charging times, plus they have longer lifespans, can better withstand subzero temperatures, and, conveniently, they don’t catch fire, making them much safer.

How far are solid-state batteries from commercialization?

Well, they’ve had some longstanding basic technology challenges, but they’re edging closer to a full-scale rollout, with some companies announcing good progress in 2023. This summer, for example, Toyota announced a major breakthrough in its solid-state lithium batteries with plans to come to market by 2027. The world’s best-selling carmaker said the advancement will enable it to halve the size, cost, and weight of its batteries, and allow its EVs to have a range of roughly 750 miles and a charging time of ten minutes or less.

Nissan and Honda are also pushing projects forward. The top three South Korean battery manufacturers – LG Energy Solution, Samsung SDI, and SK On – have each announced plans to develop solid-state batteries before 2030. Meanwhile, US startups QuantumScape (collaborating with Volkswagen) and Solid Power (collaborating with BMW and Ford) are aiming to commercialize their technologies around the same time. And Taiwan-based ProLogium, which has a deal with Mercedes-Benz, has ambitious plans to mass-produce solid-state batteries in the very near future.

What’s the opportunity here?

If these rollouts go to plan, solid-state batteries could disrupt the EV market and present a compelling investment opportunity along the way. Think about the value they present: they’d give EVs significantly longer ranges, fast charging times that are akin to filling a gas tank, and a safety profile that shrinks the risk of battery fires. As global demand for EVs revs up, driven by environmental concerns and legislative changes, solid-state batteries could become the new standard – and that kind of growth would be awfully tempting to have in a portfolio.

There are several ways to invest in the technology. QuantumScape and Solid Power are pure-play companies that are exclusively focused on developing and selling solid-state batteries, and both trade on the Nasdaq. But proceed with caution: just like any firm involved with a new, unproven technology, these two come with a lot of risk. Neither is currently profitable or generating any cash (in fact, QuantumScape has zero revenue). They still have to prove to investors that they can not only crack the technology, but also successfully scale up manufacturing – no mean feat, as Tesla knows all too well. That’ll be key to bringing costs down: solid-state batteries are currently more expensive to produce than traditional ones – mostly because the latter benefits from economies of scale.

Lithium producers could be another way to invest. That’s because solid-state batteries use up to 35% more lithium – a key metal that’s seen its price quadruple over the past three years. The lithium market is dominated by five big firms: Albemarle, SQM, Ganfeng Lithium, Tianqi, and Livent. All five have seen their share prices – and, consequently, their valuations – come down this year, with the price of lithium falling by around two-thirds over the same period. But if you believe lithium prices will stabilize or rebound from here, then these stocks could offer a potentially attractive entry point. You can gain exposure to a diversified lot of lithium and battery-focused stocks through the Global X Lithium & Battery Tech ETF (ticker: LIT; expense ratio: 0.75%).

Finally, you could consider investing in some specific carmakers to gain exposure to solid-state batteries. We already mentioned Toyota’s announcement of a major breakthrough this year, with plans to fully commercialize the technology by 2027. And Nissan and Honda are also advancing their projects. In fact, solid-state batteries could be key to the revival of Japanese carmakers, who have so far lagged behind the competition when it comes to rolling out EVs. Other auto firms collaborating with solid-state battery startups include BMW, Ford, Volkswagen, and Mercedes. But the first carmaker to effectively deploy solid-state batteries will gain a meaningful edge, wowing the market with EVs that have extended range, quicker charging, and better safety.

Strangely, Tesla has done little to advance solid-state technology, and no one is 100% sure why. The company may be getting complacent, given its wide lead in lithium-ion batteries. Or maybe CEO Elon Musk doesn’t think an EV range in excess of 400 miles is all that important. Or maybe there’s some other reason. Time will tell how things will shape up for the firm that brought EVs to the mainstream.

Hoping to forestall an expected global lithium shortfall, those working to establish a sustainable lithium mining industry in Southern California have gotten a surge of support with a new grant from the U.S. Economic Development Administration.

The $500,000 grant is helping establish the Lithium Valley Clean Tech Hub, a consortium of academics, private industry, government agencies, and nonprofit organizations. Imperial County and UC Riverside will jointly lead the charge.

“UC Riverside is looking forward to working with Imperial County and our other consortium partners to establish inland Southern California as a national leader in sustainable lithium technology,” said Principal Investigator Shane Cybart, director of the UCR division of the California Institute for Telecommunications and Information Technology.

Academic partners include San Diego State University, Imperial Valley College, and California State University San Bernardino, while lithium extraction companies Berkshire Hathaway Energy Resources and Energy Source Minerals have also signed on.

Rounding out the hub, in addition to other government and private investment partners, are lithium battery manufacturing companies Statevolt, Starz Electronics, SiLi-ion Inc., and Sulfuron Corporation, as well as battery recycling firm Omega Harvested Metallurgical.

Batteries for mobile phones and laptops, as well as non-rechargeable batteries in pacemakers, toys, and clocks cannot be made without lithium. The soft, silvery metal is also critical for electric vehicle batteries but is only currently produced at one mine in the U.S., in Nevada.

As demand for lithium is expected to grow dramatically in the coming years, efforts to increase domestic sources are increasing. In addition to securing this domestic source by building on geothermal industry partners’ already significant investments in lithium extraction, the hub will support battery manufacturing and marketing as well as e-waste recovery.

“From taking it out of the ground and putting it into batteries, we are interested in the whole economic cycle from extraction to production to recycling and disposal,” Cybart said.

Imperial County will play a leading role in the consortium by recruiting a regional innovation officer to organize and coordinate the efforts to help plan and launch the consortium.

As part of the project, a UCR technical staff will be based at UCR’s Palm Desert Center and main Riverside campus to work with consortium members to provide technical lab services and workforce training for partners in the region.

This training reflects a key goal of the consortium, which is to balance lithium’s potential against local economic and environmental concerns. Training offered through hub partners will build on existing workforce skills in local communities and enable people to qualify for good jobs in the energy industry.

Another of the consortium’s goals is to ensure that domestically mined lithium can be identified as such. To further this goal, UCR’s Palm Desert campus will establish a laboratory for “fingerprinting the lithium,” confirming the source of what gets extracted from the ground.

The federal grant is being matched by an additional $110,000 in funds from UCR and $15,000 from San Diego State University. As the funds empower new staff to strengthen the Hub consortium over the next year, the partners are feeling a surge of enthusiasm for all the potential opportunities.

“The technological advances we’re developing represent cleaner alternatives to what we have now,” Cybart said.

“Not only that, I’m also excited about this project because this is our chance to do something more than just science. Creating good paying jobs in the region will really make a difference in the lives of many people in these communities.”