Among the various components involved in a lithium-ion cell, the cathodes (positive electrodes) currently limit the energy density and dominate the battery cost. Discovery of new materials and a deepening of our fundamental understanding of their structure-composition-property-performance relationships have played a major role in advancing the field. The development of lithium-ion battery technology to date is the result of a concerted effort on basic solid-state chemistry of materials for nearly half a century now. The award of the 2019 Nobel Prize in Chemistry to John Goodenough, Stanley Whittingham, and Akira Yoshino emboldens this assertion. They are also anticipated to be critical for enabling a widespread replacement of fossil-fuel-based power generation with renewable energy sources like solar and wind, providing a cleaner, more sustainable planet. They are now on the verge of transforming the transportation sector with electric cars, buses, and bikes. Lithium-ion batteries have become an integral part of our daily life, powering the cellphones and laptops that have revolutionized the modern society 1, 2, 3. This review article provides a reflection on how fundamental studies have facilitated the discovery, optimization, and rational design of three major categories of oxide cathodes for lithium-ion batteries, and a personal perspective on the future of this important area. With the award of the 2019 Nobel Prize in Chemistry to the development of lithium-ion batteries, it is enlightening to look back at the evolution of the cathode chemistry that made the modern lithium-ion technology feasible. Basic science research, involving solid-state chemistry and physics, has been at the center of this endeavor, particularly during the 1970s and 1980s. The emergence and dominance of lithium-ion batteries are due to their higher energy density compared to other rechargeable battery systems, enabled by the design and development of high-energy density electrode materials. They are now enabling vehicle electrification and beginning to enter the utility industry. It would also offer 30 percent more range.Lithium-ion batteries have aided the portable electronics revolution for nearly three decades. A solid-state battery would be able to charge in a little less than half the time an NMC cell demands. According to Blome, the ID.3 with the biggest battery pack has 100 kilograms (220.5 pounds) in anodes alone.īlome also compared solid-state batteries to NMC cells when it relates to charging times and range. The difference in size is remarkable and makes a good example of how much lighter solid-state batteries have the potential to be. The Volkswagen executive presented their structure compared to that of an NMC cell. Anyway, Volkswagen wants to have vehicles with batteries that start charging with an anodeless design: solid-state batteries. The Porsche Taycan and the Audi E-Tron GT already use cells with silicon in their anodes, making them spend about 30 percent less time charging and have 10 percent more range than the vehicles without that solution. Volkswagen’s idea is to add silicon to that recipe, something Oliver Blume said Porsche is pursuing as well. Most anodes are currently made of synthetic graphite. Regarding the anodes, they have an impact of only 10 percent in range, while charging time depends 100 percent on them, according to Blome. This is the chemistry Volkswagen wants to adopt for volume EVs. ![]() Manganese is a cheaper metal than nickel, and it can provide the same range of NMC cells for about 80 percent of the cost, just like LFP. Blome stresses that its advantages are not only in cost but also in cycling stability and safety.Ĭontrary to what most companies say, Blome said Volkswagen would pursue high-manganese cells, not high-nickel batteries. On the other hand, it offers only around 80 percent of the range. ![]() Compared to an NMC cell, a lithium iron phosphate battery has about 80 percent of the cost – which is a good thing.
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