Usually the electrolyte separating the cathode and anode has to be the same substance. Because of this, the cathode and anode materials both need to be compatible with the same electrolyte, which has restricted the choice of cathode and anode materials—up till now. By separating the cathode and anode with the special LISICON material, the AIST researchers have found that the cathode and anode can be placed in two completely different electrolytes—allowing for much greater flexibility in the choice of cathode and anode materials. Further reasoning that by combining the best properties of NiMH batteries with those of a Li-ion battery they could obtain an “ultrahigh” energy density, CR123A lithium battery they placed a nickel hydroxide cathode in a liquid electrolyte and the lithium metal anode in an organic electrolyte separated by the LISICON glass. And voila! The world’s first Ni-Li battery was born. Their experimental battery cell has already obtained a “practical energy density” of about 194 watt hours per pound of battery material. Imagine if that Tesla Roadster had 1000 pounds of Ni-Li batteries in it—that’s a 700 mile range. Certainly an improvement, no? Now we just need to figure out how to fully charge it in a reasonable time—on a standard household outlet it would take the better part of three days. Granted the Ni-Li battery has some hurdles to overcome, namely that is an incredibly complex battery and manufacturing it may be difficult. Also, the LISICON glass would need to be durable enough to resist breakage over the expected life of the battery. But humans have figured other more complicated things out—like this—so it’s really just a matter of time. |