This is early
days but barring a true alternative, it is clear that step by painful step, we
will have high energy density batteries to power our cars. Thus over the long term the transition is
inevitable and actually with no technical barrier that cannot be surmounted. We have clarity there at least.
In the meantime
other technologies are coming up the outside and can displace all this
instantly if success is met. The process
of discovery remains tortuous.
In the event
this will clearly dominate for several years and lead the sector.
OXIS set to be
first to commercialize lithium-sulfur batteries
Posted by Jeff Cobb in:
More often revolutions start with a big bang but
could it be the replacement for lithium-ion batteries is taking off with a
relatively small but not insignificant pop?
This appears to be the case for OXIS Energy of the
UK, which has plans in motion to put its 30-percent more energy dense
polymer lithium-sulfur (Li-S) chemistry into production next year. Plans are
also to sell its technology to European niche electric vehicle makers, the
military, for solar energy storage systems, and several major auto manufacturers
are in discussions with OXIS as well.
OXIS says its batteries are less costly to produce,
lighter, safer, potentially more durable, maintenance-free and able to accept
100-percent discharge instead of the only 80-percent or so to which li-ion is
limited.
While the OXIS batteries do not yet boast
headline-exploding four or five times lithium-ion’s energy density – though
this is predicted – they do have enough superior about them to equate to a
better battery than lithium-ion in several respects.
In so many words, even in its infancy, Li-S is a baby giant of a technology and able
to pick up where the comparatively mature potential of li-ion first
commercialized in 1991 by Sony is now tapering off.
Getting Started
In 2010 OXIS had just 10 employees, and now has 45.
It’s based at the UK Atomic Energy Research Centre in Oxfordshire where
lithium-ion batteries were first developed and prototyped. It holds 47 patents
on its Li-S technology with over 32 more pending.
At the end of last month OXIS tweeted it
had achieved a benchmark 500 charge cycles for its pouch cells, and last week
it told us this is up to almost 600.
According to Dr. Mark Crittenden, OXIS’ business
development manager, the company can reasonably extrapolate this result to say
these same cells should be good for 1,700-1,800 charge cycles before they can
only hold 80 percent, or “Beginning of Life.”
This was tweeted for OXIS’ 200 Wh/kg pouch cells
June 27. The line is now just about at 600 and OXIS is seeing 20 percent Wh/kg
capacity improvement per year.
“Having both high specific energy, excellent safety
and good cycle life are key to why OXIS is now putting our cells into
production early next year,” said Crittenden.
However, he says it’s yet questionable in the short
term how suitable OXIS’ state-of-the-art is for “saloon cars” or passenger
vehicles. These, he says would require 2,000-3,500 charge cycles based on
commonly quoted European standards, but makers of electric utility vehicles,
scooters, e-bikes, and even a small city car are planning to use its products
as OEMs eye a technology predicted to be production-car ready not long after.
“With the improvement being made to the OXIS
technology,” Crittenden said, “we expect to see our cells in the saloon car
market in 3-5 years.”
Given these opportunities and others where Li-S can
fill a niche, OXIS
signed a contract at the
beginning of this year with GP Batteries of Singapore. GP has several facilities in
Asia, and is the largest consumer battery manufacturer in China. This will
therefore be the first large-scale manufacturer to produce commercially
available lithium sulfur cells – and it will save costs because OXIS uses a
liquid gel electrolyte.
Since OXIS’ batteries are close enough in design to
lithium-ion, GP will be able to use existing assembly line machinery to put the
Li-S chemistry into production. This is a major hurdle that other Li-S battery
chemistries – particularly solid-state type – will likely not be able to
overcome, which effectively gives OXIS a nice head start.
Getting some of the first and best is that most famous of “early adopters,” the military. OXIS, PolyPlus and Sion are working on bleeding-edge projects. For example, PolyPlus has already demonstrated disposable Li-Air batteries with 800 Wh/kg and all are in process of delivering Li-S.
In a phone interview with one of only a handful of
other companies known to be working on lithium-sulfur, PolyPlus, we were told its solid-state
technologies – while just as promising – will require new assembly machinery.
Less is known about Sion, another
purveyor of Li-S, as possibly are also a few automotive OEMs working behind the
scenes, including Toyota and Daimler.
But Crittenden says OXIS and GP are good to go.
“Analysis of the bill of materials for lithium
sulfur pouch cells produced in volume, indicates that the total material costs
are similar to that of lithium iron phosphate,” said Crittenden in an article
he wrote for Batteries International. “The production processing required
is about 70 percent of lithium ion, with much of the equipment similar, so that
both capital investments costs and processing costs will be lower.”
Meanwhile, OXIS says it has been achieving
20-percent year-over-year improvements for cells that are presently delivering
200 Wh/kg at the pouch cell level, 350 Wh/kg at the coin cell level, and with
promise of a doubling or more in the next 2-3 years.
This is not a whole lot better than li-ion, but Li-S
offers other benefits not least of which is major upside potential.
The theoretical energy density of lithium-sulfur is
actually 2,700 Wh/kg, or five times that of lithium-ion. We’ve seen in recent
weeks other promising Li-S developments such as by the Oak Ridge National Laboratory which is working toward U.S. Department of
Energy (DoE) goals.
OXIS Energy Ltd.
OXIS, as do other companies working on their own
approach to the challenges of uncapping lithium-sulfur’s potential, sees
lithium-sulfur as the next most viable energy storage chemistry on the way to
lithium-air.
IBM has said lithium-air will be practical some time in the early 2020s
– how it can have 2020 vision a decade into the future is a good critical
question, but we digress. In any case, OXIS’ statements are of what it has in
its hands now. OXIS does concede Li-Air is the next step beyond Li-S, but
Crittenden says he doesn’t think Li-Air will be ready until after 2030.
Truth be told, some would say even lithium-sulfur is
barely ready, but OXIS is getting started with the lowest hanging fruit. This
lets it meet needs now as it also begins to earn revenues and works on its
business rather than isolating itself in a lab attempting to develop higher
energy density as is currently the case in the U.S.
Not that American researchers are exactly in
isolation, but the U.S. DoE-sponsored project, JCESR is one such project that
sets much higher benchmarks before it will deem Li-S ready for prime time.
The DoE placed a $120 million bet on this project
hosted by Argonne National Laboratory formally known as the Joint Center for Energy Storage Research at the end of 2012. Its goal is to come up
with an automotive propulsion battery with five-times the range capacity,
costing one-fifth present lithium-ion batteries, and to be completed in the
next five years.
This is a simplified overview of the science.
Non-techies may skip it if they want.
Good Enough For Government Work
Despite the U.S. government demanding more for Li-S
before using it for electric car batteries, other government entities –
particularly the military –
see reason to get started now.
Crittenden says energy storage systems using
metallic lithium offer the highest specific energy, and OXIS has also received
support for
UK Ministry of Defense battery packs to
be carried by NATO soldiers. Soldiers must carry 8 kg or so, and if this can be
cut in half, that is a huge tactical advantage in the eyes of commanders.
Where the batteries have a leg up for certain
transportation needs is in the area of safety. OXIS cites the Boeing Dreamliner
incidents and other evidence of fire hazard for those who believe lithium iron
phosphate batteries (LiFePO4) and other forms of li-ion are safe enough.
OXIS Li-S electrolytes, says Crittenden, offer a
mechanism for the passivation of suspended or “mossy” lithium by
instantaneously creating a (Li2S) film on metallic lithium.
A lithium-sulfur cell consists of layers of the
following:
• An anode of lithium metal, protected by a lithium sulfide passivation layer;
• A sulfur-based cathode – the sulfur combines with the lithium as the electrochemical reaction, but as sulfur has a low conductivity, carbon is also added. Polymer is then used to bind the cathode together;
and
• Separator and Electrolyte. The choice of electrolyte is critical for ensuring the safety of the cell. For a safe cell, it is important to formulate an electrolyte which has high flash point and thus a low flammability.
• Separator and Electrolyte. The choice of electrolyte is critical for ensuring the safety of the cell. For a safe cell, it is important to formulate an electrolyte which has high flash point and thus a low flammability.
Passivated lithium that forms during charging is
dissolved upon discharge or when the battery is at rest, he said. This
protection is supported chemically and is associated with what’s called the
“sulfide cycle.” Li2S has a melting point of 938°C and OXIS says it is a
perfect insulator.
“The failure mode for OXIS’ Li-metal battery is the
loss of capacity due to formation between electrodes of non-conductive and
highly stable passivated lithium sulfide,” says a statement from the company.
“OXIS’ batteries use ‘heavy’ electrolytes with high flash points. Our
prototypes have demonstrated safe performance from room temperatures to 140°C,
albeit with reduced capacity at the top end of this range.”
OXIS has also attempted to abuse the batteries to
test for failure. Nail penetration tests both on freshly assembled and cycled
pouch cells (0.5Ah capacity) resulted in no significant temperature increase.
Examination confirmed that there was no localized
temperature increase where the nail penetrated. This is due to the rapid spread
of the reaction across the full surface of the lithium electrode producing
effective heat dissipation.
In fact, a nail penetrated cell was actually
recharged and functioned albeit with less energy because of the missing
material where the nail damaged it.
The cells have also been shot through with bullets
for military tests, and subjected to short circuiting, all without inducing
fire from “thermal runaway.”
Spec-wise, some info is being divulged at this
point: Cells’ continuous discharge figures (from fully charged to fully
discharged) are typically 2C.
“For voltages, we are not currently openly
disclosing our cut-off voltages. However I can say that the nominal voltage is
2.1 volts,” Crittenden said.
As for recharging, Crittenden said larger packs
could take seven hours but this is an area the company has not focused nearly
as heavily, and is now doing so. OXIS expects charge times to reduce to 5 hours
in the next 6 months, to 4 hours in the next year, with the ultimate goal of
achieving “fast-charging” technology.
As mentioned, OXIS cells are “maintenance free.”
This means unlike today’s li-ion-powered electric cars, no charging is required
to prevent damage when left for extended periods.
Therefore you won’t likely “brick” them if you leave
them unplugged for a duration – a problem Tesla had with its Roadster, had to
take steps to mitigate with its Model S, and still a potential concern for any
car with li-ion batteries.
Crittenden also says Li-S is more environmentally
friendly than li-ion because sulfur is used instead of heavy metals such as
nickel and cobalt.
As an added bonus, the sulfur is a recycled
by-product from petroleum processing, so in effect, the oil industry is
providing a raw ingredient that could one day lead to its demise.
Actual Applications
To start with, automotive or nearly automotive
projects OXIS is known to be working with are those with the innovative French
company, INDUCT.
While Crittenden said talks are ongoing with European and other OEMs, the
company’s CEO, Huw W. Hampson-Jones who joined OXIS in 2010 in part to help
grow the transportation business, has said major manufacturers are sometimes
reluctant to run with new ideas.
“The automotive industry is very slow; and although
I understand their reticence in accepting a new technology, what is frustrating
is their lethargy in grasping the movement of ideas and science that has
enabled the breakthrough OXIS’ technological development has made on many
levels,” said Hampson Jones. “Working with smaller, less well established
automotive manufacturers is, at present, far more rewarding for us as their
hierarchy and decision making skills are far more effective in the adoption of
new ideas and execution.”
To wit, the first cars to receive Li-S batteries
appear to be the INDUCT
Modulgo Urban Car (top
photo) and driverless Navia (in video).
These and two wheelers by other companies that will
use Li-S will not require a liquid thermal management system. Li-S operates
safely at higher temperatures, and Crittenden said he is unsure whether larger
scale packs would require a liquid TMS either.
A smartphone serves as instrumentation and the means
to start the Modulgo car.
The Modulgo is designed from telematics technology
and intended to offer advanced car sharing solutions as a low-cost urban EV.
It seats three in a single row, tops out at 68 mph
(110 kph), and has a maximum range in the city of 87 miles (140 km). A mobile
phone is used as the dashboard and ignition key. The car offers multimedia for
the driver and passengers, recharges inductively, and its body is 100-percent
recyclable.
The Modulgo was revealed at Geneva in 2011 and OXIS
says its batteries will be in it next year.
The Navia – also called the Cybergo – is equipped
with laser range finders, cameras and a software package that allows it to move
autonomously and safely in any environment.
Here safety is critical with no human actively
monitoring it. Crittenden said the safer than li-ion aspect of LI-S was a big
selling point. This vehicle will get an approximately 10-kilowatt-hour Li-S
pack in 2014.
Two wheelers to receive OXIS batteries will be the
WESP scooter, which is made by QWIC of the Netherlands, and to be distributed to
around 350 shops in the Netherlands, Belgium, Germany and France.
Crittenden would not disclose specs, but range will
be impressive, he said, and it will be user friendly and safe as a scooter can
be.
The same goes for Wisper e-bikes being developed in
Germany for European markets and OXIS says it will be launched in 2014 year.
Present customers include the City of London Police and Dominoes Pizza.
Wisper e-bike.
We asked the company if it could project a dollar
per kwh cost for a Li-S pack. Presently in U.S. it’s around $700 with
projections that it could drop to as low as $150-200, but we got only a
around-a-bout reply.
“Our first priority is to develop a world class Li-S
technology that can deliver the features and services which we have defined in
conjunction with our partners and customers,” answered Hampson-Jones. “That
price is important, I don’t deny, but safety, the elimination of distance
anxiety, the lightness of weight a premier features, and our customers are very
much ready to pay for those. In achieving those features and being competitive
is our objective.”
Left unsaid, but it should be evident by now is that
the company is a forerunner in a niche market with an ostensibly viable product
that must begin to supplant li-ion, so that could be a further hint about
pricing for now.
Like Goldilocks’ porridge, it will have to be not
too hot, not too cold, but just what the market will bear.
Primed and Ready
While the U.S. attempts to perfect lithium-sulfur to
a far greater degree of its inherent potential, OXIS has lined up its initial
supply chain and distribution channels and is pushing ahead of all.
The company has also signed Joint Development
Agreements with France’s leading chemicals producer, Arkema, as well as with
one of the world’s largest polymer companies, Bayer MaterialScience of Germany.
These are hoped to helps expedite development of new
polymer binders, carbon materials, electrode substrates and lithium salts to
continually improve the technology going forward.
OXIS also has links with St Andrew University,
Imperial College London, Oxford University and Cranfield University, as well as
with Material Science Departments of both Oxford and Cambridge Universities.
It also received an investment
of £15 million ($23
million) from the giant South African energy and chemical company Sasol, and has accepted further grants as well.
The company also recently signed with Canadian
defense contractor Panacis which
caters to U.S. and NATO military. OXIS says it is well positioned therefore to
grow, even as it reaches ahead of all others to be, in the words of Crittenden,
“the world-leading company in the development of lithium sulfur, seen by many
as the next Generation Battery technology.”
We also asked Hampson-Jones why no info on work with
U.S. companies is to be found on its Web site, but he said this would change soon.
“We are collaborating with US companies, watch this
space for an announcement in the fall,” said Hampson-Jones. “We aim to enter
the U.S. market in 2014.”
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