Silicon anodes edge out solid-state batteries in race to power electric vehicles

Silicon anodes appear to be leading the way in the race to commercialize next-generation battery technologies for electric vehicles.

The buzz around silicon-based anodes, which promise improved power and faster charging capabilities for electric vehicles, has grown in recent months – just as the hype around solid-state batteries appears to be growing. be out of breath.

It comes like increase sales of electric vehicles continue to drive global demand for batteries, prompting automotive giants to partner with leading cell manufacturers on the path to full electrification.

While some OEMs (original equipment manufacturers) have signed offers with solid-state battery developers, automakers such as Mercedes, Porsche And General manager have all bet big on silicon anodes to bring transformative change in the science behind electric vehicles.

A recent report of consultancy IDTechEx described the promise of advanced silicon anode materials as “immense” for improving critical areas of battery performance, noting that this potential had not gone unnoticed by automakers and key players in the the battery industry.

He cautioned, however, that issues such as shelf life, shelf life and – perhaps most importantly – cost, must be addressed for widespread adoption.

Venkat Srinivasan, director of the Collaborative Center for Energy Storage Science at the U.S. government’s Argonne National Laboratory in Chicago, said silicon anodes appear to have the advantage over solid-state batteries.

“If there’s a horse race, silicon seems to be ahead at least at the moment, but we haven’t commercialized any of them,” Srinivasan told CNBC via video conference.

Srinivasan said five years ago that silicon anode batteries had a lifespan of about a year, but recent data appears to show a dramatic improvement in the durability of these materials, with some tests now predicting a lifespan three to four years.

Unlike a battery’s lifespan, which counts the number of times it can be charged and discharged, calendar life measures degradation over time. Typically, a battery’s calendar life refers to the period of time it can operate at more than 80% of its original capacity, regardless of usage.

Srinivasan said solid-state batteries, long touted as the “Holy Grail” of sustainable driving, still have a long way to go before they can match the recent advances made by silicon anodes.

“That transition still needs to be done to solid state with their metal batteries and that’s why I think you hear people saying that, hey, it looks like that promise hasn’t come to fruition,” Srinivasan said.

“That doesn’t mean we won’t get there. It could happen in a few years. It just means that it feels like today, silicon is at another stage of technology readiness level .”

Analysts say silicon anodes theoretically offer 10 times the energy density of graphite, commonly used in battery anodes today. Yet these same materials typically suffer from rapid degradation when a large amount of silicon is used.

“Silicon anodes and solid-state batteries are two emerging technology trends in the electric vehicle battery market aimed at pushing the boundaries of high-performance battery cells,” said Rory McNulty, senior research analyst at Benchmark Mineral Intelligence, to CNBC by email.

It’s usually the case that better battery performance comes at the expense of longevity or safety, McNulty said. Silicon anodes, for example, are known to swell significantly during charging, reducing battery longevity.

In comparison, McNulty said solid-state batteries would significantly improve electrolyte stability compared to high-performance electrode materials, combatting the challenges of using high-energy-density materials such as silicon and lithium.

As their name suggests, solid-state batteries contain a solid electrolyte, made from materials such as ceramic. This differentiates them from conventional lithium-ion batteries, which contain liquid electrolyte.

Japanese companies Toyota and Nissan have both announced plans to mass produce solid-state batteries in the coming years, while China’s SAIC Motor Corp. would have said in early September that its MG brand would equip cars with solid-state batteries within the next 12 months.

Still, analysts remain skeptical about when solid-state batteries will actually be commercialized.

“Silicon-based anodes promise to be the next generation technology in the anode space, providing a solution for faster charging,” Georgi Georgiev, battery raw materials analyst at consultancy Fastmarkets, told CNBC by email.

Georgiev said several industry players were studying the potential of silicon anodes, from well-established anode suppliers in China and South Korea to new players like Taiwan’s ProLogium and US manufacturers Group14 and Sila Nanotechnology.

“Especially in the West, advancements in silicon anodes (are) seen as a strategic opportunity to catch up with China, which dominates graphite-based anode supply chains, with Chinese anode producers holding 98%. of the global battery anode market,” Georgiev said.

“However, there are significant technical challenges to achieving a 100% silicon anode, such as silicon expansion which affects battery longevity and there are currently several routes to producing silicon anodes,” he added .

Taiwanese battery maker ProLogium introduced the world’s first all-silicon anode battery at the Paris Motor Show last month, adage This new fast-charging battery system not only outperformed traditional lithium-ion batteries in performance and charging efficiency, but also surpassed “critical industry challenges”.

ProLogium, citing test data, said its 100% silicon anode battery can charge from 5% to 60% in just 5 minutes and reach 80% in 8.5 minutes. He described the breakthrough as an “unmatched achievement in the competitive electric vehicle market,” which will help reduce charging times and extend the range of electric vehicles.

Fastmarkets’ Georgiev said a big question mark regarding the commercialization of silicon anodes is the cost of production and whether any of the major silicon anode producers “could produce materials at scale.” with consistent quality and at a competitive price – (a) major requirements of OEMs.”

“At this stage, silicon anodes are used more as an additive to graphite-based anodes and, in the coming years, we expect to see an increase in the share of silicon in the anode, but in combination with graphite, while 100% silicon anodes will take longer to develop into the mass market,” he added.