Syngas, a mixture of carbon monoxide and hydrogen, is an important intermediate product in the manufacture of many chemical starter materials such as ammonia, methanol and synthetic hydrocarbon fuels. &quot;Syngas is currently made almost exclusively using fossil raw materials,&quot; says&nbsp;<a href="https://www.professoren.tum.de/en/fischer-roland-a" rel="noreferrer" target="_blank">Prof. Roland Fischer</a> from the Chair of Inorganic and Organometallic Chemistry.A yellow powder, developed by a research team led by Fischer, is to change all that. The scientists were inspired by photosynthesis, the process plants use to produce chemical energy from light. &quot;Nature needs carbon dioxide and water for photosynthesis,&quot; says Fischer. The nanomaterial developed by the researchers imitates the properties of the enzymes involved in photosynthesis. The &quot;nanozyme&quot; produces syngas using carbon dioxide, water and light in a similar manner.<a target="_blank"></a><header><h2>Record values for efficiency</h2></header>Dr. Philip Stanley, who addressed the topic as part of his doctoral thesis, explains: &quot;A molecule takes over the task of an energy antenna, analogous to a chlorophyll molecule in plants. Light is received and the electrons are passed on to a reaction center, the catalyst.&quot; The innovative aspect of the researchers&#39; system: There are now two reaction centers which are linked to the antenna. One of these centers converts carbon dioxide into carbon monoxide, while the other turns water into hydrogen. The major design challenge was to arrange the antenna, the mechanism for passing on the electrons and the two catalysts, in such a way that the highest possible yield is achieved from the light.And the team accomplished this. &quot;At 36 percent, our energy yield from light is spectacularly high,&quot; says Stanley. &quot;We succeed in converting as much as one third of the photons into chemical energy. Previous systems often attained every tenth photon at best. This result raises hopes that the technical realization could make industrial chemical processes more sustainable.&quot;<a target="_blank"></a><header><h2>Photo accumulator to store charges</h2></header>In a separate project the researchers are working on another material which uses light energy from the sun &ndash; but in this case stores it as electric energy. &quot;One possible future application could be batteries which are charged by sunlight, without the detour through the wall socket,&quot; says Fischer.The researchers used components similar to those in the nanozyme when developing these photo accumulators. Here too the material itself absorbs photons from the incident light. But instead of then serving as a catalyst for a chemical reaction, the energy receiver is so tightly integrated in the structure that it remains in this state, making storage of the electrons over a longer period of time possible. The researchers have demonstrated the feasibility of the system in the lab.&quot;There are two ways to make direct use of solar energy,&quot; summarizes Dr. Julien Warnan, group leader for photocatalysis. &quot;Either we harvest electric energy from it or we use the energy to push chemical reactions. And these two systems, both based on the same principle, show that we&#39;ve succeeded experimentally.&quot;<hr>Publications<ul><li>Stanley, P. M., Su, A. Y., Ramm, V., Fink, P., Kimna, C., Lieleg, O., Elsner, M., Lercher, J. A., Rieger, B., Warnan, J., Fischer, R. A., Photocatalytic CO2-to-Syngas Evolution with Molecular Catalyst Metal-Organic Framework Nanozymes. Adv. Mater. 2023, 35, 2207380.&nbsp;<a href="https://doi.org/10.1002/adma.202207380" rel="noreferrer" target="_blank">https://doi.org/10.1002/adma.202207380</a></li><li>Stanley, P. M., Sixt, F., Warnan, J., Decoupled Solar Energy Storage and Dark Photocatalysis in a 3D Metal&ndash;Organic Framework. Adv. Mater. 2023, 35, 2207280.&nbsp;<a href="https://doi.org/10.1002/adma.202207280" rel="noreferrer" target="_blank">https://doi.org/10.1002/adma.202207280</a></li><li>Stanley, P.M., Haimerl, J., Shustova, N.B., Fischer, R. A., Warnan, J., Merging molecular catalysts and metal&ndash;organic frameworks for photocatalytic fuel production. Nat. Chem. 2022, 14, 1342&ndash;1356.&nbsp;<a href="https://doi.org/10.1038/s41557-022-01093-x" rel="noreferrer" target="_blank">https://doi.org/10.1038/s41557-022-01093-x</a></li></ul>

Generating energy from light: The newly developed "nanozyme," a yellow powder, mimics the properties of enzymes involved in photosynthesis.

Plants use photosynthesis to harvest energy from sunlight. Now researchers at the Technical University of Munich (TUM) have applied this principle as the basis for developing new sustainable processes which in the future may produce syngas (synthetic gas) for the large-scale chemical industry and be able to charge batteries.

Smart light traps

For several years now, energy storage in salt batteries has been advertised as an environmentally friendly concept that can help accelerate the heat transition. However, product development has only truly hit its stride since recently, says Jelle Houben, PhD candidate at TU/e. He investigated how to improve materials in order to increase the battery&rsquo;s energy storage capacity, and recently developed a salt battery &ndash; in collaboration with spin-off Cellcius &ndash; that will be used for real-world tests in residential homes.&nbsp;If it were up to mechanical engineer Jelle Houben, every household in the near future will have a device the size of a large refrigerator filled with salt tablets. The energy stored in this device can be used to heat our homes, and when the battery is empty, it can be recharged using renewable energy. An environmentally-friendly solution that can help create a natural gas-free built environment.<h2>Patent</h2>Ever since his graduation project, Houben has been working on <a href="https://www.youtube.com/watch?v=6aXALl8gYik&t=59s" rel="noreferrer" target="_blank">finding ways to make the salt battery applicable</a>. The new closed-loop system he developed with Pim Donkers some time ago, and on which he took out a patent, is currently being further developed by TU/e spin-off Cellcius. As part of his graduation research, Houben set up home temporarily at the department of Applied Physics to improve the chemical reaction in the salt battery. He will defend his thesis on Thursday, March the 9th.Houben uses a schematic diagram to explain how the salt battery works exactly. &ldquo;The renewable energy supply comes in peaks and troughs. If you want to have enough energy during periods when there&rsquo;s isn&rsquo;t much wind or sunlight, storage is essential. Our salt battery is a form of thermochemical energy storage, where two separate components respond to one another. In this case, salt and water. When the water vapor is carried to the salt, the salt absorbs the water molecules in its crystal lattice. This hydration response creates water that can heat in a boiler. The other way around, heat can be stored via the reversed reaction during which water is released from the salt.&rdquo;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1678838013168-csm_Houben+Research+image_0291ddcd1b.jpg" style="width: 766px;" class="fr-fic fr-dib">The salt battery consists of four components linked in a closed system. Illustration: Jelle Houben.&nbsp;<h2 id="isPasted">Dopants for a better battery</h2>Colleagues of Houben found out earlier that in order to make a salt battery more stable and affordable, and to improve its capacity for loss-free energy storage, the best option is to add calcium carbonate. Subsequently, Houben tested several techniques in the lab in order to improve the salt&rsquo;s performance, which would increase the rate at which the battery is able to charge and discharge. That is why his thesis contains a large chapter in which he describes these various methods. &ldquo;I find it very interesting to gain knowledge across several fields; I don&rsquo;t focus exclusively on details. By carrying out various experiments, by building and changing various test setups, and by thinking out of the box now and then, we ended up with a unique system.&rdquo;Houben demonstrates that it is possible to accelerate the salt battery&rsquo;s response speed by adding certain additives, also known as &lsquo;dopants&rsquo; in the field. &ldquo;Cesium carbonate is a very effective addition, but its disadvantage is that it&rsquo;s a very expensive salt. That is why we tested a variety of organic salts, such as potassium acetate, which is widely available and not as expensive. The results are promising, we&rsquo;ve managed to improve the battery in a stable fashion at powder level. However, we will use salt tablets in a solid form for the actual system, which is why we will need to do some more follow-up research.&rdquo;<h2>Bill Gates climate fund</h2>In parallel with the continuing developments on a fundamental level, the first practical studies are now starting to take place. Houben&rsquo;s employer &ndash; he has been working for the aforementioned TU/e spin-off Cellcius for over a year now &ndash; recently placed a salt battery in a residential home, in collaboration with the Eindhoven housing corporation Trudo. These pilots are part of the EU project Heat-Insyde. &ldquo;We are currently setting up a salt battery for a pilot project in France, and another one is heading to Poland. This allows us to test our energy storage system in different climate circumstances.&rdquo;Apart from the battery intended for home use, Houben is also working on a transportable battery that can heat an entire neighborhood. This battery will provide some fifty homes with heat and will be transported to local industry every week to be recharged with residual heat. &ldquo;The test system is operational and is located at the TU/e campus. Now we can start to upscale; we&rsquo;re still looking for a test location where we can conduct extensive real-world tests. This complete picture, knowledge of salt, the system and the actual application is unique. And that view is shared by many. Bill Gates&rsquo; Climate fund recently granted us financial support to conduct further research into our salt battery and to develop it. It&rsquo;s great that we&rsquo;ve managed to set this up in Eindhoven and to be able contribute to the energy transition this way.&rdquo;Title of PhD thesis: <a href="https://research.tue.nl/en/publications/accelerating-thermochemical-energy-storage-by-doping" rel="noreferrer" target="_blank">Accelerating Thermochemical Energy Storage by Doping</a>. Supervisors: Olaf Adan, Yukitaka Kato (external), and Henk Huinink.Source: <a href="https://www.cursor.tue.nl/en/news/2023/maart/week-2/home-stretch-salt-battery-for-home-use/" rel="noreferrer" target="_blank">Cursor</a>.<hr>This article was first published here:&nbsp;<a href="https://www.tue.nl/en/news-and-events/news-overview/13-03-2023-salt-battery-for-home-use" id="isPasted" rel="noopener noreferrer" target="_blank">https://www.tue.nl/en/news-and-events/news-overview/13-03-2023-salt-battery-for-home-use</a>

For several years now, energy storage in salt batteries has been advertised as an environmentally friendly concept that can help accelerate the heat transition. However, product development has only truly hit its stride since recently, says Jelle Houben, PhD candidate at TU/e. 

Salt battery for home use

Lithium-ion batteries have become an integral part of our everyday life.&nbsp;They only work with a passivation layer that forms on the electrodes during the first charging process.&nbsp;As researchers at the Karlsruhe Institute of Technology (KIT) have now determined using simulations, this solid-electrolyte interface does not form directly at the electrode, but rather grows out of the solvent.&nbsp;The scientists report on their study in the journal&nbsp;Advanced Energy Materials (&nbsp;<a href="https://onlinelibrary.wiley.com/doi/10.1002/aenm.202203966" target="_blank">DOI: 10.1002/aenm.202203966</a> ).&nbsp;Their findings make it possible to optimize the performance and service life of future batteries.From smartphones to electric cars &ndash; lithium-ion batteries are used almost everywhere where mobile power supply is required.&nbsp;The solid electrolyte interphase (SEI) is crucial for the reliable operation of these and other liquid electrolyte batteries.&nbsp;This passivation layer forms when a voltage is first applied.&nbsp;The electrolyte is decomposed in the immediate vicinity of the surface.&nbsp;It was previously unclear how the components of the electrolyte can form a stable layer up to 100 nanometers thick on the surface of the electrodes when the decomposition reaction is only possible within a few nanometers of the surface.The passivation layer on the anode surface plays a key role in determining the electrochemical performance and service life of a lithium-ion battery, because it is heavily stressed in every charging and discharging cycle.&nbsp;If the SEI breaks open, the electrolyte is further decomposed and the capacity of the battery steadily decreases - a process that determines the life of the battery.&nbsp;With the appropriate knowledge about the growth and composition of the SEI, battery properties can be specifically adapted.&nbsp;So far, however, neither experimental nor computer-aided approaches have succeeded in decoding these complex growth processes, which take place on very different sizes and length scales.<h2>Study within the EU initiative BATTERY 2030+</h2>Researchers at the Institute of Nanotechnology (INT) of the KIT have now managed to characterize the formation of the SEI with a multi-scale approach.&nbsp;&quot;We have thus solved one of the great mysteries of the most important interface in liquid electrolyte batteries - also in lithium-ion batteries, as we all use them every day,&quot; says Professor Wolfgang Wenzel, head of the &quot;Multiscale Materials Modeling and Virtual Design&quot; research group INT.&nbsp;The Karlsruhe researchers report on their findings in the journal&nbsp;Advanced Energy Materials .&nbsp;The research group is involved in the large-scale European research initiative BATTERY 2030+, which aims for safe, affordable, long-lasting and sustainable high-performance batteries for the future.<h2>More than 50 000 simulations for different reaction conditions</h2>To study the growth and composition of the passivation layer on the anode of liquid-electrolyte batteries, researchers at INT created a set of more than 50,000 simulations representing different reaction conditions.&nbsp;They found that the formation of the organic SEI occurs via a solution-mediated pathway: first, SEI precursors formed directly on the surface, far from the electrode surface, self-assemble via nucleation.&nbsp;The nuclei then grow so quickly that a porous layer forms, which finally covers the electrode surface.&nbsp;This finding explains the paradoxical situation that the SEI can only form near the surface where electrons are available,&nbsp;but without the observed mechanism would stop growing immediately when this small area near the electrode is filled.&nbsp;&quot;We have identified those reaction parameters that determine the thickness of the passivation layer,&quot; explains Dr.&nbsp;Saibal Jana, postdoc at INT and one of the authors of the study.&nbsp;&quot;In the future, this will make it possible to develop electrolytes and suitable additives to control the properties of the SEI and thus improve the performance and lifetime of the batteries.&quot;&nbsp;<a href="https://onlinelibrary.wiley.com/doi/10.1002/aenm.202203966" target="_blank">Original publication (Open Access)</a> Meysam Esmaeilpour, Saibal Jana, Hongjiao Li, Mohammad Soleymanibrojeni, and Wolfgang Wenzel: A Solution-Mediated Pathway for the Growth of the Solid Electrolyte Interphase in Lithium-Ion Batteries. Advanced Energy Materials, 2023. DOI: 10.1002/aenm.202203966&nbsp;

KIT researchers have characterized the formation of the solid-electrolyte interface with the help of simulations. (Collage: Christine Heinrich)

KIT researchers characterize the chemical processes at the electrodes of lithium-ion batteries by means of simulations

Batteries: Major Mystery of the Passivation Layer Solved

The batteries of the future will have to satisfy high expectations: They will have to be lighter and perform better, have longer service lives, be safer and also less error-prone. Scientists around the world are pursuing these objectives using solid-state technologies: Solid-state batteries contain no liquid, in contrast to traditional rechargeable batteries in which lithium ions move through a liquid electrolyte from the anode to the cathode and back again. In contrast, the electrolyte in solid-state batteries is a solid substance which can neither leak nor burn. In addition, this solid electrolyte helps reduce the battery weight, making it theoretically an ideal alternative.&quot;But in practice the solid-state electrolytes available up to now, mostly oxidic ceramics or compounds based on sulfur, have proven unable to completely meet expectations,&quot; says Prof. Thomas F&auml;ssler of the TUM Professorship for Inorganic Chemistry with Focus on New Materials. Together with his team and in close cooperation with TUMint&middot;Energy Research GmbH, he is looking for more efficient electrolytes: &quot;The problem is that lithium ions only diffuse slowly through solid materials. Our objective was to better understand ion transport and then to use this knowledge to increase conductivity.&quot;<a target="_blank"></a><header><h2>A light powder shows promise</h2></header>The result of their efforts is a crystalline powder which is an above-average conductor of lithium ions. It contains no sulfur, but rather phosphorus, aluminum and a comparatively high proportion of lithium. Laboratory measurements have shown that this previously overlooked substance class has a high level of conductivity. Within a very short period of time the chemists successfully created about a dozen new, related compounds, which contain for example silicon or tin instead of aluminum. This broad new material basis makes it possible to quickly optimize material properties.And why are these materials such good ion conductors? &quot;In order to answer this question, the processes which take place inside the crystals have to be rendered visible,&quot; F&auml;ssler explains. &quot;But that&#39;s not possible with normal laboratory equipment, because the lithium atoms are very light. As a result they can&#39;t be localized exactly using X-ray radiation.&ldquo;<a target="_blank"></a><header><h2>Greater detail with neutron beams</h2></header>The solution: neutron beams. &quot;The neutrons we have from the research reactor make it possible to find even the lightest of atoms. This is because the neutrons interact with the nuclei of the atoms and not with the atomic shell, as is the case with X-ray radiation,&quot; says Dr. Anatoliy Senyshyn, who supervises the powder diffractometer at the FRM II, which was used to analyze the new electrolyte material: &quot;In the past we had already investigated a variety of members of the new and diverse family of solid lithium ion conductors. We can use the neutron diffraction to visualize how the ions use free space in the crystal lattice to move.&quot; In the new substance class these free spaces are arranged in such a way that the ions can move equally well in all directions. This is a result of the high degree of symmetry found in the crystals and is probably the cause of the &quot;superionic lithium conductivity&quot; which the TUM team has now been able to observe.The synthesized powders are thus highly promising electrolyte candidates for future solid-state batteries, says F&auml;ssler: &quot;Our basic research has the potential to accelerate the development of higher-performance batteries.&quot;<hr><h3 id="isPasted">Publications</h3>Tassilo M. F. Restle, Stefan Strangm&uuml;ller, Volodymyr Baran, Anatoliy Senyshyn, Holger Kirchhain, Wilhelm Klein, Samuel Merk, David M&uuml;ller, Tobias Kutsch, Leo van W&uuml;llen, Thomas F. F&auml;ssler: Super-Ionic Conductivity in &omega;-Li9TrP4 (Tr= Al, Ga, In) and Lithium Diffusion Pathways in Li9AlP4 Polymorphs, Advanced Functional Materials, 7. September 2022 <a href="https://onlinelibrary.wiley.com/doi/full/10.1002/adfm.202112377" rel="noreferrer" target="_blank">onlinelibrary.wiley.com/doi/full/10.1002/adfm.202112377</a>

Dr. Anatoliy Senyshyn at the SPODI powder diffractometer at FRM II.

A research team at the Technical University of Munich (TUM) has discovered a material class with above-average conductivity. This is a decisive step forward in the development of high-performance solid-state batteries. Investigations conducted at the Research Neutron Source Heinz Maier-Leibnitz (FRM II) made an essential contribution to the discovery.

Solid-state battery: New material class with excellent ion conductivity

This is the sixth article in an 8-part series featuring articles on Innovations in Electric and Autonomous Vehicles. The series presents an insight into the developments and challenges in the automotive sector as it undergoes massive transformations with the arrival of electric and self-driving vehicles. This series is sponsored by Mouser Electronics. Through the sponsorship, Mouser Electronics shares its passion for technologies that enable smarter and connected applications.The cost of Li-ion, the leading electric vehicle (EV) battery chemistry technology, will soon settle at a mature market value due to market dominance.[1] With that, there is an opportunity for alternate chemistry innovation to gain a share of the battery segment. One such chemistry, solid-state batteries, is poised to emerge as the leading chemistry for EV batteries.In this article, we present a comparison between the commonly used Li-ion batteries and the (relatively) new solid-state batteries for EVs. We also analyze some barriers preventing the mass adoption of the new battery technology.<h1 dir="ltr">Li-ion vs. Solid-State Electrolytes for Battery Electric Vehicles</h1>Li-ion is still leading the market for liquid-state electrolytes. But Li-ion is not without challenges: The chemistry carries higher costs as skyrocketing demand outstrips supply. In addition, there is an opportunity to improve the top safety concern of flammable liquid catching fire. Safety is one of the most critical success criteria for EVs to inspire public confidence, so the industry and safety regulators are searching for how to reduce the flammability risk.Solid-state batteries (using lithium metal as one of its elements) address the most pressing safety challenges of Li-ion. They are more stable and contain a higher energy density than Li-ion. In addition, solid-state comes from readily available materials, which reduces the need to mine. It also offers lower flammability, faster charging, and extended range.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjc2MTMzMzE1MDgzLTE2NzYxMzMzMTUwODMucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" width="720" height="288" class="fr-fic fr-dii">Fig. 1: Li-ion vs. Solid State BatteriesBarriers to the Wide-Scale Adoption of Solid-state Electrolytes for Electric VehiclesWith the advantages of safety, charge time, performance, and availability, solid-state is the future of EV batteries. However, there remain a few barriers to wide-scale adoption for battery developers.&nbsp;First, solid-state batteries will carry a higher development cost due to a lack of existing capital to produce mass quantities.There are also gaps in the solid lithium electrolyte material that degrade battery performance and service life when implemented into Battery Electric Vehicles (BEVs).&nbsp;In addition, solid-state batteries are prone to cracking, and it is best to charge them at 60&deg;C for optimal performance.Solid-state EV batteries are not yet mass-produced. As with any development material, optimizing the manufacturing process to scale profitably is essential. As a result, manufacturing challenges through the lack of experience with solid electrolyte materials would substantially delay wide-scale adoption. In addition, these challenges could shut down the EV battery plant, negatively impacting the public&#39;s first interaction with the new battery chemistry.To address development costs, automakers could vertically integrate to cut development costs and decrease supply risks, creating resiliency between original equipment manufacturers (OEMs) in the face of supply shortages. Their goal is to find a better solution for Li-ion batteries while reducing solid-state manufacturing costs.Having said that, OEMs are already shifting development to solid-state, given all their benefits. Adoption has already started: Toyota announced it will invest $13.5 billion by 2030 into solid-state batteries, and a group including Volkswagen, Ford, and BMW announced solid-state initiatives in the coming years.[2]<h1 dir="ltr">Conclusion</h1>Solid-state batteries address the flammability safety concerns with liquid-state batteries, charge faster, and provide a more extended driving range. Commissioning the capital and ramping supply of the batteries will aid the transition from liquid- to solid-state, preparing EVs for long-term success and massive consumer adoption.This article is based on an e-book by Mouser Electronics. It has been substantially edited by the Wevolver team and Electrical Engineer <a href="https://www.wevolver.com/profile/ravi.rao" target="_blank">Ravi Y Rao</a>. It&#39;s the sixth article from the Innovations in Electric and Autonomous Vehicles Series. Future articles will introduce readers to some more trends and technologies transforming the automotive sector.The <a href="https://www.wevolver.com/article/innovations-in-electric-and-autonomous-vehicles" target="_blank">introductory article</a>&nbsp;presented the different topics covered in the Innovations in Electric and Autonomous Vehicles Series.The <a href="https://www.wevolver.com/article/autonomous-and-electric-vehicles-the-future-of-mobility/" target="_blank">first article</a>&nbsp;discussed the present state of autonomous vehicles.The <a href="https://www.wevolver.com/article/cutting-down-emissions-with-mobility-as-a-service/" target="_blank">second article</a>&nbsp;explains MaaS and how improvements in automotive technologies are speeding up its adoption.The <a href="https://www.wevolver.com/article/a-deep-dive-into-the-new-v2x-and-cellular-v2x-architectures-based-on-5g/" target="_blank">third article</a>&nbsp;takes a look at how the 3GPP intends to use 5G in V2X applications with significant advantages over current dedicated short-range communication or other Cellular-V2X proposals.The <a href="https://www.wevolver.com/article/driver-monitoring-systems-for-ensuring-driver-alertness/" target="_blank">fourth article</a>&nbsp;explains Driver Monitoring Systems (DMS) and their role in reducing the possibility of mishaps due to human errorsThe <a href="https://www.wevolver.com/article/the-state-of-electric-vehicles-in-2023-trends-in-the-development-and-adoption-of-electric-vehicles/" target="_blank">fifth article</a>&nbsp;examines some of the ways EV technologies will evolve, and some of the obstacles they need to overcome before the automotive industry can transition to fully electricThe <a href="https://www.wevolver.com/article/solid-state-vs-li-ion-which-battery-tech-is-better-for-electric-vehicles/" target="_blank">sixth article</a>&nbsp;discusses solid-state batteries, a promising alternative to conventional Li-ion batteriesThe <a href="https://www.wevolver.com/article/active-noise-cancellation-in-electric-and-autonomous-vehicles/" target="_blank">seventh article</a>&nbsp;explains active noise cancellation and why it&rsquo;s a very effective solution for eliminating noises in automobilesThe <a href="https://www.wevolver.com/article/next-generation-vehicles-need-safe-human-machine-interfaces/" target="_blank">final article</a>&nbsp;focuses on Human Machine Interfaces, the sleek and stylish dashboards that are changing the way we interact with cars<h1 dir="ltr">About the sponsor: Mouser Electronics</h1>Mouser Electronics is a worldwide leading authorized distributor of semiconductors and electronic components for over 1,200 manufacturer brands. They specialize in the rapid introduction of new products and technologies for design engineers and buyers. Their extensive product offering includes semiconductors, interconnects, passives, and electromechanical components.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjc2MTMzMzM3OTk1LWltYWdlMi5qcGciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" style="width: 300px;" class="fr-fic fr-dib"><h1 dir="ltr">References</h1>[1] David L. Chandler, &lsquo;The reasons behind lithium-ion batteries&rsquo; rapid cost decline&rsquo;, MIT News, 22nd November 2021, [Online], Available from: <a href="https://news.mit.edu/2021/lithium-ion-battery-cost-1122" target="_blank">https://news.mit.edu/2021/lithium-ion-battery-cost-1122</a>[2] Tim Kelly, &lsquo;Toyota to spend $13.5 bln to develop electric vehicle battery tech by 2030&rsquo;, Reuters, [Online], Available from: <a href="https://www.reuters.com/business/autos-transportation/toyota-spend-over-135-bln-ev-batteries-by-2030-2021-09-07/" target="_blank">https://www.reuters.com/business/autos-transportation/toyota-spend-over-135-bln-ev-batteries-by-2030-2021-09-07/</a>

Article #6 of Innovations in Electric and Autonomous Vehicles Series: Getting the capital equipment in place and ramping up the supply of batteries will help transition the market from liquid- to solid-state. Industry and consumers will both benefit.

Solid-State vs. Li-ion: Which Battery Tech is better for Electric Vehicles?

This is the fifth article in an 8-part series featuring articles on Innovations in Electric and Autonomous Vehicles. The series presents an insight into the developments and challenges in the automotive sector as it undergoes massive transformations with the arrival of electric and self-driving vehicles. This series is sponsored by Mouser Electronics. Through the sponsorship, Mouser Electronics shares its passion for technologies that enable smarter and connected applications.Electric vehicles are supposed to be the wave of the future&mdash;but is the future already here? Even though overall automobile sales were down in the last three years due to the pandemic and the ensuing chip shortage, EV sales are rising. One hundred twenty billion dollars was spent globally on EVs in 2020[1], more than double what was spent in 2019, and over 6 million battery electric vehicles (BEVs) and plug-in hybrid EVs (PHEVs) were sold in 2021 worldwide, nearly twice as many as the previous year.[2] In a depressed automotive market overall, China more than doubled its EV sales of the prior year. Environmental protection, consumer demand, and governmental regulations spur the proliferation of EVs.&nbsp;Some forecasts predict that global EV sales might increase by a factor of 10 in the next decade alone.[1] Almost every major EV manufacturer has announced plans to ramp up production in the coming months and years. EVs&#39; biggest remaining questions are simple: How long before sales overtake standard internal combustion engine (ICE) vehicle sales, and what factors are supporting&mdash;or working against&mdash;that transition?&nbsp;This article will examine some of the ways EV technology will evolve soon, and some of the obstacles EV tech needs to overcome before the automotive industry can complete the transition to fully electric.<h1 dir="ltr">Batteries/Smart Charging</h1>Lithium-ion batteries have been the standard in EVs since 2015, but the technology is constantly evolving. Some EV developers are experimenting with the internal chemistry of EV batteries to decrease their reliance on some of the rare materials that lithium batteries rely on, like nickel and cobalt. Lithium ferro-phosphate batteries have exhibited significant potential and are being touted by some of the largest EV manufacturers as the next iteration of EV battery tech.&nbsp;Batteries that combine lithium and sodium are also in development to deliver reliable performance in cold temperatures that negatively affect lithium battery packs. Solid-state batteries are being developed for improved stability, although insufficient energy density is still a hurdle for solid electrolyte tech. The next article from this series shall cover this topic in depth.Carbon-based batteries are in development as well, but they are still in the early stages and haven&#39;t been scaled up from small vehicles and E-bikes to meet the needs of an EV yet. While most current EV battery packs are encased in aluminum due to their light weight and malleability, some manufacturers are experimenting with enclosures made from composite materials to reduce weight and improve overall safety (damaged lithium batteries have been documented to catch fire in certain EV models).As EVs proliferate, the capacity to charge them must grow to meet the demand. While EVs currently make up just a little less than 1% of the automobiles in the world, what happens when that number climbs into the double digits? Can our electrical grids support such an enormous drain on their resources? Smart charging stations can help mitigate that drain by varying their charging load according to the time of day.&nbsp;Smart charging stations can be hard to find outside of major metropolitan areas. Still, they provide the capability to move car charging to off-peak hours through either user-managed charging (UMC) or supplier-managed charging (SMC). SMC charging determines when to charge the battery based on several factors, including local energy consumption and the relative strain being put on the grid. When the drain on the grid is low (e.g., overnight), SMC chargers increase the charging load and then decrease it again in the morning.&nbsp;In the case of UMC, the charger will charge the battery based on relative energy pricing at the time through a time-of-use tariff. If they so choose, the user can pay more to charge their EV during peak hours rather than waiting until the off-peak. SMC charging will also factor in energy pricing and the SoC of other EVs charging on the same grid to distribute energy optimally. Some estimates project the EV charging market to exceed $200 billion by 2030.[3]&nbsp;<h1 dir="ltr">Barriers to Electric Vehicle Adoption</h1>Despite robust EV sales and projections, there are still significant impediments to globally transitioning from gasoline to electricity. Battery charging times are still a significant factor in EV proliferation; it can take up to eight hours to charge a 60 kWh battery using a Level 2 (240 volt) charging station, the type of charger most commonly found in private homes. DC fast-charging stations can deliver about 80% state of charge (SoC) in 30&ndash;45 minutes, but they can be hard to find, and most people probably won&rsquo;t be able to have one installed in their home due to cost or municipal regulations. In more expansive, less developed areas, much more charging infrastructure will need to be in place before EVs compete with gasoline-powered automobiles. If EVs are going to outnumber ICE automobiles on the roads, battery charging time and convenience may be the most significant determining factor. &nbsp;The ongoing evolution of battery pack technology is indicative of another significant obstacle; the availability of the raw materials EV batteries are made from. Cobalt, in particular, is in short supply worldwide. If EVs sales meet high expectations in the next decade, EV battery packs will likely need to transition away from technology that requires such rare materials.&nbsp;<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjc4MzkxNjIxNTgyLXNodXR0ZXJzdG9ja18yMjE3NDkyOTE3LmpwZyIsImVkaXRzIjp7InJlc2l6ZSI6eyJ3aWR0aCI6OTUwLCJmaXQiOiJjb3ZlciJ9fX0=" width="720" height="465" class="fr-fic fr-dii">Fig. 1: Transparent View Electric SUV EV battery and drive trainBatteries and improved battery technology won&rsquo;t just be a key factor in EV sales alone; many approaches to building out the required infrastructure for energy distribution to support significantly more EVs on the road also require many electrical energy storage stations. Like gas stations, the electrical versions will have large banks of batteries that store energy for use in a building complex, in parking lots, in neighborhoods, and near shopping or dining locations. These facilities won&#39;t be tied to the traditional energy grid when coupled with solar power collectors. They could be deployed as modular, self-sufficient facilities, perhaps replacing many existing gas stations with electrical facilities.Such a massive build-out of new battery technology would have different requirements than EV batteries. Properties such as weight, charging time, and energy density probably won&rsquo;t be as important&mdash;cost, reliability, and battery lifetime will be more essential factors. Using the same critical materials that EV batteries require could be a significant barrier to building the necessary infrastructure. Alternatives to the critical EV materials, such as nickel and cobalt, will have to work in these less restrictive requirements. This would overcome this key barrier. Perhaps carbon-based batteries coupled with improved solar efficiency will overcome an obstacle to broader EV deployment and help build out the infrastructure necessary to make solar power more useful around the clock.&nbsp;<h1 dir="ltr">Investment and Incentives</h1>Local, state, and federal governments worldwide have created a variety of regulations and incentives to accelerate EV adoption. One of the most popular forms of incentives is through a tax credit: Consumers that purchase an EV are eligible for a variable credit (usually four figures) against their taxes that fiscal year. The size of the credit varies by location, but EV tax credits are already in place in parts of the U.S., Europe, and Asia, though some expired at the end of 2020.&nbsp;In China, EVs aren&#39;t subject to the same kind of pollution-based driving restrictions as fossil-fuel-powered automobiles; unlike ICE cars, zero-emission vehicles (ZEVs) can be driven at any time. Some European countries have made EVs exempt from local import and value-added taxes, giving EVs access to special bus and carpool/commuter lanes and giving discounts on public parking and ferry trips. Factoring in these incentives, the cost of owning an EV in certain European countries can be equal to the cost of owning a similar-sized ICE vehicle.&nbsp;New Zealand uses a combination of a rebate on the purchase of an EV and fees on carbon emissions, nicknamed &quot;the feebate,&quot; to incentivize its citizens to buy electric.[4] The rising price of gasoline could further provide incentive for car buyers to go electric.&nbsp;There have also been legislative efforts worldwide to increase investment in charging infrastructure. The United Kingdom passed a law in 2019 mandating that all petrol stations have a smart charging station by 2025. In the U.S., lawmakers passed a $7.5 billion charging infrastructure bill designed to close some of the more significant geographic gaps in charging capability across the country, making long road trips in EVs more feasible.[5] In several countries, laws have also been passed requiring all new commercial and office building construction developments to include charging stations.&nbsp;<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjc4MzkxNzE1NDE2LWV2Z28tc3RhdGlvbi1iYWtlcl8xNTQweDcwMC5qcGciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" width="720" height="480" class="fr-fic fr-dii">Fig. 2: Fast charging station for EVs in Cupertino, CA, USA<h1 dir="ltr">Conclusion</h1>Although it&rsquo;s hard to say for sure, some estimates put the total number of EVs (both BEVs and PHEVs) currently on the road worldwide at between 3 million and 4 million. The International Energy Agency (IEA) expects that number to balloon to as much as 125 million by 2030, mainly due to more EV-friendly policies and regulatory environments around the globe.[6] In China and Europe, credits and subsidies, restrictive emissions standards, and fossil-fuel taxes are expected to make EVs approximately 25% of all automobiles sold in those markets by 2030.&nbsp;EV batteries will need to charge more quickly and less frequently for these expectations to become a reality and charging infrastructure will have to be further developed. EV manufacturers will have to be aware of the benefits and drawbacks of different EV types relative to geography&mdash;BEVs sell better in denser, more urban environments where charging stations are easier to find. At the same time, PHEVs are more prevalent in more rural, less populated locations.&nbsp;Distinguishing between the different needs of BEV and PHEV buyers will mean tailoring EV battery technology to specific requirements, i.e., sacrificing size and weight for greater energy density and longer battery life in PHEVs. Although EV battery technology is currently relatively homogenous across the spectrum of models and manufacturers, the future will be more diffuse. Different battery and charging tech forms will be required for different environments, and competition between developers to deliver faster charging times and longer battery life will mean good things for the consumer.&nbsp;This article is based on an e-book by Mouser Electronics. It has been substantially edited by the Wevolver team and Electrical Engineer <a href="https://www.wevolver.com/profile/ravi.rao" target="_blank">Ravi Y Rao</a>. It&#39;s the fifth article from the Innovations in Electric and Autonomous Vehicles Series. Future articles will introduce readers to some more trends and technologies transforming the automotive sector.The <a href="https://www.wevolver.com/article/innovations-in-electric-and-autonomous-vehicles" target="_blank">introductory article</a>&nbsp;presented the different topics covered in the Innovations in Electric and Autonomous Vehicles Series.The <a href="https://www.wevolver.com/article/autonomous-and-electric-vehicles-the-future-of-mobility/" target="_blank">first article</a>&nbsp;discussed the present state of autonomous vehicles.The <a href="https://www.wevolver.com/article/cutting-down-emissions-with-mobility-as-a-service/" target="_blank">second article</a>&nbsp;explains MaaS and how improvements in automotive technologies are speeding up its adoption.The <a href="https://www.wevolver.com/article/a-deep-dive-into-the-new-v2x-and-cellular-v2x-architectures-based-on-5g/" target="_blank">third article</a>&nbsp;takes a look at how the 3GPP intends to use 5G in V2X applications with significant advantages over current dedicated short-range communication or other Cellular-V2X proposals.The <a href="https://www.wevolver.com/article/driver-monitoring-systems-for-ensuring-driver-alertness/" target="_blank">fourth article</a>&nbsp;explains Driver Monitoring Systems (DMS) and their role in reducing the possibility of mishaps due to human errorsThe <a href="https://www.wevolver.com/article/the-state-of-electric-vehicles-in-2023-trends-in-the-development-and-adoption-of-electric-vehicles/" target="_blank">fifth article</a>&nbsp;examines some of the ways EV technologies will evolve, and some of the obstacles they need to overcome before the automotive industry can transition to fully electricThe <a href="https://www.wevolver.com/article/solid-state-vs-li-ion-which-battery-tech-is-better-for-electric-vehicles/" target="_blank">sixth article</a>&nbsp;discusses solid-state batteries, a promising alternative to conventional Li-ion batteriesThe <a href="https://www.wevolver.com/article/active-noise-cancellation-in-electric-and-autonomous-vehicles/" target="_blank">seventh article</a>&nbsp;explains active noise cancellation and why it&rsquo;s a very effective solution for eliminating noises in automobilesThe <a href="https://www.wevolver.com/article/next-generation-vehicles-need-safe-human-machine-interfaces/" target="_blank">final article</a>&nbsp;focuses on Human Machine Interfaces, the sleek and stylish dashboards that are changing the way we interact with cars<h2 dir="ltr">About the sponsor: Mouser Electronics</h2>Mouser Electronics is a worldwide leading authorized distributor of semiconductors and electronic components for over 1,200 manufacturer brands. They specialize in the rapid introduction of new products and technologies for design engineers and buyers. Their extensive product offering includes semiconductors, interconnects, passives, and electromechanical components.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjc2MTMyOTE5NDQ5LTE2NzYxMzI5MTk0NDkucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" width="720" height="91" class="fr-fic fr-dii"><h1 dir="ltr">References</h1>[1] Global EV Outlook 2021, International Energy Agency, April 2021, [Online], Available from: <a href="https://www.iea.org/reports/global-ev-outlook-2021" target="_blank">https://www.iea.org/reports/global-ev-outlook-2021</a>[2] Global electric car sales have continued their strong growth in 2022 after breaking records last year, International Energy Agency, 23rd May 2020, [Online], Available from: <a href="https://www.iea.org/news/global-electric-car-sales-have-continued-their-strong-growth-in-2022-after-breaking-records-last-year" target="_blank">https://www.iea.org/news/global-electric-car-sales-have-continued-their-strong-growth-in-2022-after-breaking-records-last-year</a>[3] Electric Vehicle Charging Infrastructure Market Size, Share &amp; Trends Analysis Report By Charger Type, By Connector, By Application, By Region, And Segment Forecasts, 2022 - 2030, Grand View Research [Online], Available from: &nbsp;<a href="https://www.grandviewresearch.com/industry-analysis/electric-vehicle-charger-and-charging-station-market" target="_blank">https://www.grandviewresearch.com/industry-analysis/electric-vehicle-charger-and-charging-station-market</a>[4] NZ Herald, &#39;Feebate&#39; - The Government&#39;s Reverse Robin Hood Scheme, The New Zealand Initiative, 27th Sep. 2021, [Online], Available from: <a href="https://www.nzinitiative.org.nz/reports-and-media/opinion/feebate/" target="_blank">https://www.nzinitiative.org.nz/reports-and-media/opinion/feebate/</a>[5] Briefing Room, FACT SHEET: Biden-⁠Harris Administration Proposes New Standards for National Electric Vehicle Charging Network, The White House, [Online], Available from: <a href="https://www.whitehouse.gov/briefing-room/statements-releases/2022/06/09/fact-sheet-biden-harris-administration-proposes-new-standards-for-national-electric-vehicle-charging-network/" target="_blank">https://www.whitehouse.gov/briefing-room/statements-releases/2022/06/09/fact-sheet-biden-harris-administration-proposes-new-standards-for-national-electric-vehicle-charging-network/</a>[6] Tom DiChristopher, &lsquo;Electric vehicles will grow from 3 million to 125 million by 2030, International Energy Agency forecasts&rsquo;, CNBC, 30th May 2018, [Online], Available from:&nbsp;<a href="https://www.cnbc.com/2018/05/30/electric-vehicles-will-grow-from-3-million-to-125-million-by-2030-iea.html" target="_blank">https://www.cnbc.com/2018/05/30/electric-vehicles-will-grow-from-3-million-to-125-million-by-2030-iea.html</a>

Article #5 of Innovations in Electric and Autonomous Vehicles Series: EV batteries and chargers evolve, and as traditional auto sales dropped, EV sales continued to rise over the past years. What will this mean for investors and consumers? Where is the tech taking us and what stands in the way?

The State of Electric Vehicles in 2023: Trends in the Development and Adoption of Electric Vehicles

In spite of their many disadvantages, batteries remain one of the key components in contemporary electronics. While changing their structure entirely is impossible due to the chemical and physical processes happening inside, scientists, startups, and major companies are searching for ways to reinvent them or adopt totally new approaches. One such approach was suggested by students of ITMO&rsquo;s School of Physics and Engineering &ndash; their nine-volt battery can be recharged wirelessly with a regular smartphone charger. ITMO.NEWS breaks down the science behind the new device.&nbsp;<h1 dir="ltr" id="isPasted">The afterlife of a battery</h1>Because of their various toxic components (lithium, zinc, nickel, cobalt, etc.) single-use batteries have to be properly recycled &ndash; usually they are collected at special recycling points. There, all the remaining useful parts, such as nonferrous metals and their salts, are extracted to be used again. For instance, manganese dioxide becomes a pigment for concrete and bricks, while zinc dust is responsible for blue colors in fireworks.Rechargeable batteries, on the other hand, can be used multiple times when charged with a special device. Such chargers are usually powered through a USB or a plug and are compatible with a limited number of battery types, for instance, AA, AAA, or nine-volt batteries. As this doesn&rsquo;t account for much convenience, companies and researchers around the world are developing more user-friendly chargers. For example, in 2016 the American company Lightors came up with a special wireless charging <a href="https://www.qiwireless.com/lightors-wireless-charging-batteries/" target="_blank">device</a> for its own AA and AAA batteries. However, what about other types of rechargeable batteries produced by other players on the market?<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1675856271539-1304400.jpg" style="width: 766px;" class="fr-fic fr-dib">The prototype of the new device placed on a Qi-certified wireless charger. The white platform is a transmitter and the chip board is its power source. Photo by Dmitry Grigoryev / ITMO.NEWS&nbsp;<h1 dir="ltr" id="isPasted">A new beginning</h1>A team of students from the Wireless Technologies program of ITMO&rsquo;s School of Physics and Engineering assembled a prototype of a nine-volt battery that can be recharged with any wireless charging device. The battery has two indicators: red &ndash; for when charging is in progress, and blue &ndash; for when it&rsquo;s complete.<blockquote>&ldquo;What makes our device stand out is its compatibility with any wireless charger, such as that for a smartphone or smartwatch. It takes only 15 minutes to charge it to its full potential, 270 mAh, and it can be recharged up to 500 times,&rdquo; says &nbsp;Andrey Mineev, a developer of the new device.</blockquote>A nine-volt battery is more durable than an AA one, while also being compatible with a wide range of devices, from toys to dosimeters and receivers. What&rsquo;s more, you can now recharge it without taking it out of the device it&rsquo;s used in &ndash; you can just place the device itself on the charging station.&nbsp;<blockquote>&ldquo;Take a multimeter, for example: in order to change the battery there, you have to first take the device apart, remove the old battery, and insert the new one. This doesn&rsquo;t sound very convenient. And if you use our battery, you can just place the multimeter on a wireless charging station and it will recharge just the way your smartphone does. It&rsquo;s convenient and eco-friendly. We hope that our battery will find its demand on the market &ndash; so far, it doesn&rsquo;t have any competition,&rdquo; adds &nbsp;Danil Chernomorov, another developer.&nbsp;</blockquote><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1675856314554-1304402.jpg" style="width: 766px;" class="fr-fic fr-dib">Project team left to right: &nbsp;Egor Demeshko, Alexander Gurdzhiev, &nbsp;Danil Chernomorov, and Andrey Mineev. Photo by Dmitry Grigoryev / ITMO.NEWS&nbsp;Among the new battery&rsquo;s strong points is also the affordability of its components: it&rsquo;s made from cheap microchips available at any hardware store.&nbsp;<h1 dir="ltr" id="isPasted">First-years turned Elon Musks</h1>The project&rsquo;s team features first-year Bachelor&rsquo;s students Alexander Gurdzhiev, Egor Demeshko, Andrey Mineev, Denis Pavlov, and Danil Chernomorov, supervised by Pavel Seregin and&nbsp;Nikita Olekhno, researchers at ITMO&rsquo;s School of Physics and Engineering. Students could choose one from a list of topics suggested by the researchers, eventually settling on the idea for a wireless rechargeable nine-volt battery. According to the students, wireless devices represent a rapidly growing market.In just a single semester, the team not only developed a prototype, but also presented it in front of a board of experts. Nikita Olekhno, who curates student projects at the Wireless Technologies program, is confident that in the future the team will be able to secure funding for their device if they submit it to the START or UMNIK contests.&nbsp;<blockquote>&ldquo;With such projects, we give our students the chance to see why they learn all of the complex math and physics. They came to the school to become engineers, to turn into the next Tesla or Musk, and in order to do that they will have to go through each step of the engineering process. First, you set a goal; then, you analyze the solutions available on the market; next, you develop your own idea, calculate its production costs, assemble a prototype, and compile the technical documents, including a user manual. It&rsquo;s important that our students know which track to choose and what they plan to do in life before they graduate,&rdquo; explains Mr. Olekhno.&nbsp;</blockquote>Among the team&rsquo;s future plans are doubling the battery&rsquo;s capacity, which can be done with self-engineered smaller printed chips. In this case, students will be able to make another battery type, such as AA. The battery could also be turned more eco-friendly with a replaceable accumulator module &ndash; the only part of the device that would have to be replaced, its 3D-printed body and other electronic components being more durable.&nbsp;<hr>Translated by <a href="https://news.itmo.ru/en/science/photonics/news/13044/" rel="noopener noreferrer" target="_blank">Catherine Zavodova</a> and originally published by <a data-saferedirecturl="https://www.google.com/url?q=https://news.itmo.ru/en/&source=gmail&ust=1675942758516000&usg=AOvVaw1BsIcQ9GjkDcMxzcKTYAxi" href="https://news.itmo.ru/en/" target="_blank">ITMO.NEWS</a>

Prototype of the new battery. Image courtesy of Egor Demeshko

In spite of their many disadvantages, batteries remain one of the key components in contemporary electronics. While changing their structure entirely is impossible due to the chemical and physical processes happening inside, scientists, startups, and major companies are searching for ways to reinvent them or adopt totally new approaches.

Battery

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