[HN Gopher] A room temperature Li2O-based lithium-air battery en...
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A room temperature Li2O-based lithium-air battery enabled by a
solid electrolyte
Author : fs_tab
Score : 33 points
Date : 2024-12-12 20:14 UTC (2 hours ago)
(HTM) web link (www.science.org)
(TXT) w3m dump (www.science.org)
| fs_tab wrote:
| From the abstract: A lithium-air battery based on lithium oxide
| (Li2O) formation can theoretically deliver an energy density that
| is comparable to that of gasoline.
| shsudhdudi wrote:
| Li Air battery for the wings??
| timerol wrote:
| This particular Li2O battery is a little under 700 Wh/kg, with
| the theoretical maximum being 11k Wh/kg, compared to gasoline's
| 13k Wh/kg. It's an incredible accomplishment that they have
| managed to get such a reaction reasonably stable. Minor
| improvements to the battery cited in the paper would be beyond
| the theoretical limits of existing commercial lithium
| chemistries.
|
| > The results shown in fig. S9 indicate that this solid-state
| Li-air battery cell can work up to a capacity of ~10.4 mAh/cm2,
| resulting in a specific energy of ~685 Wh/kgcell. In addition,
| the cell has a volumetric energy density of ~614 Wh/Lcell
| because it operates well in air with no deleterious effects
| (supplementary materials, section S6.3)
| norrsson wrote:
| Usual disclaimer regarding the energy density of gasoline:
| current gasoline engines have an efficiency of 10-30% while
| EVs are around 90%.
|
| So to reach similar kWh/g we're looking at ~3k Wh/kg
| lukevp wrote:
| Is there a similar volumetric equivalent measurement or is
| it all about energy density by weight? Like, if the
| batteries are lightweight but massive, that would also be a
| bit of a problem since the structure to safely transport a
| large volume could be expensive and heavy.
| sn0wf1re wrote:
| Looks like the created cell is 614 Wh/L from the above
| comment. Gasoline is ~2.2kWh/L [0]. So my take is that
| even with the created cell the density is not going to be
| an issue with car or grid batteries -- only <4 times the
| size even at this non-theoretical cell. Who knows how the
| packs will be configured though as I am sure airflow will
| be a design consideration when making larger packs.
|
| [0] This uses the 3kWh/kg that was provided above and a
| density of gasoline of .75g/mL units
| You have: 0.7429 g/mL * 3 kWh/kg You want: kWh/L
| * 2.2287
| andy_ppp wrote:
| Does the engine and drive train weight make these
| calculations even better for electric vehicles?
| TOMDM wrote:
| I feel like a good like to like comparison would be the
| density of battery + motors compared to the density of
| fuel tank, engine and drive train.
| Xamayon wrote:
| If it can be made small enough for use in mobile devices, I
| wonder whether the need for air/oxygen might require compromising
| on water-tightness. Would an oxygen permeable waterproof membrane
| allow enough through for operation? It would be interesting if
| instead of just for cooling, future high powered devices might
| also need a fan to feed the battery!
| aetherspawn wrote:
| Does it use external air?
|
| Would this technically make it a fuel cell and not a battery,
| since some of the reactants are discarded :)
| Matterless wrote:
| /Up to 1000 charge cycles/ is a big damper on the excitement, for
| me. Does anyone know if a limitation like that is inherent to the
| chemistry here or is this something that they could potentially
| (hopefully, vastly) surpass?
| bryanlarsen wrote:
| That's a comparable rating to the NMC Lithium cells used in an
| electric car, yet an EV can typically get > 200,000 miles from
| their cells. A charge cycle is defined as 0% -> 100% -> 0%. If
| you never do that, you get a lot more effective charge cycles.
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(page generated 2024-12-12 23:00 UTC)