New lithium ion battery chemistry should be able to power vehicles for over a million miles, while losing less than 10 per cent of its energy capacity, state Canadian electrochemical researchers

The researchers, from Dalhousie University in Halifax, Nova Scotia, are led by Jeffrey Dahn, who has an exclusive agreement with Tesla and is listed as the inventor on a recent patent the company has filed on new lithium battery technology. In a paper published in the Journal of the Electrochemical Society, Dahn and his team report a range of testing results on new batteries which, they state, can be used as benchmarks for other researchers looking into similar technologies.
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Further reading
- Graphene research provides lithium ion battery boost
- Tesla Semi truck unveiled alongside updated Roadster
- Innolith claims energy dense battery tech breakthrough
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The innovative part of the Dahn team’s battery is the cathode. Different types of battery have used various lithium compounds to achieve good characteristics, and Dahn has been investigating a material known as NMC – this is lithium nickel manganese cobalt oxide, a material that has been used by many electric vehicle manufacturers including Nissan and Chevrolet, but not Tesla in the past. For the anode, Dahn uses synthetic graphite, and the electrolyte was a blend of lithium salts with other ionic compounds.
None of these components differ much from the compositions other battery makers are using, but Dahn took a different approach to the structure of the NMC cathode. Rather than using many small crystals, the Dalhousie team used larger single crystals which seem to be less likely to develop cracks as the battery cycles through charged and discharged states.
While other battery research has focused on improving the energy density of batteries – that is, increasing the range they can power on a single charge – Dahn’s team is instead looking at improving the overall lifetime of the battery, which would make it more suitable for applications such as long-haul electric trucks and robotic taxis, which will be expected to charge up and run down many times. Currently, a Tesla battery pack will last for 300,000 to 500,000 miles, which is not enough for these more arduous applications. The batteries described in the JEC paper are good for some 4000 charges – four times as many as current commercial batteries.
The categorisation of the paper as a “benchmarking” exercise suggests that the batteries it describes are not those that Tesla plans to use in its vehicles, although Dahn states that batteries of this type “should be able to power an electric vehicle for over a million miles and last at least two decades in grid energy storage.” However, days after its publication, Tesla and Dahn were awarded a patent for a single-crystal NMC lithium-ion battery very similar to those in the paper, using an additive called ODTO (1,2,6-oxadithiane 2,2,6,6-tetraoxide) which Dahn and team described in another JEC paper last year.
According to JEC batteries and storage technical editor Doron Aurbach, further improvements on the batteries in the current paper are likely to be possible. “Since the goal of the study was to provide a reliable benchmark and reference for Li-ion battery technology, the specific energy density of the batteries described is not the highest compared to what can be really reached by advanced Li-ion batteries. Based on the study, Li-ion batteries will soon be developed that make driving over 500km (over 300 miles) from charge to charge possible,” he said.
Promising news – but I still can’t envisage an all-electric transportation future.
I can’t envision buying another petrol or diesel car. Granted, long distance lorries and buses are still a problem – perhaps a use for hydrogen?
The question is how quickly can this invention be brought into production, on existing lines.
This is very exciting and offers a far reaching optimization of battery structures. An in-depth consideration for the end of life recycling and balance of the resources needed will be important factors to consider.
Battery technology is improving rapidly and will provide many useful benefits as it develops. Power station “black-start” systems used to have massive banks of batteries to start gas turbines, but many of the driven machines could now be started using inverter drives, similar to the UPS used in LV systems.
What about the charging rate? Even waiting an hour (to get access as well?) on a rapid charger on existing technology renders many long distance journeys impractical. Hydrogen fuel cells is still the only flexible and practical means of using energy if we ignore fossil fuels, and intermittent renewables.
I would really like to see an in-depth article(s) or a series of such…. on just how “green” the manufacturing of these batteries really are….from the ground to the full manufacturing process to the recycling/reclamation of used and or damaged (auto accidents) batteries….and what are the haz mat issues in case of vehicle accidents and possible resulting fires and the environmental impact to surrounding areas and emergency services personnel.
Hasn’t graphene technology already achieved this, with other advantages such as rapid charging and no temperature rise issues?
Nowhere near, unfortunately.
I agree with Nick about hydrogen being the best method for longer journeys. However if a battery can last the effective life of a car, innovative methods of integrating the battery into the car structure could be developed as they would not normally need to be removed for replacement
Now that’s what is good to hear a bit of positive thinking rather than the political class that think they should rule over us that are constantly negative about everything.
Just think how advanced this country would be if we had engineers in charge rather than lawyers and financiers. Remember the industrial revolution !! It was not created by the legal profession that’s for sure.
One set of batteries for at least four cars, so you just have to buy three replacement cars without batteries in them.
The only “green” issue is what does it take to get the components. How many countries will be abused with opencast mining.
They’re effectively at least 75% more efficient so are probably a nonstarter as there’s no profit for corporate greed.
Some comments still concerned about charging times.
I don’t understand why we’re not talking about swappable battery packs.
When I want my gas cylinder filled I don’t actually get more gas in the cylinder. I swap my empty cylinder for an indentical full one.
Why are we worried about charging times for batteries we should be swapping the flat battery pack for a new full one.
Ekij, so you go on a journey x amount of hundreds of miles ate you meant to be carrying this huge bank of batteries with you? You do realise the size of the battery bank? Electric will never take over until they can get charging down to say 5/10 mins max, it just isn’t practical for day to day life.
Does any manufacturer quote the range of a vehicle when the demand for battery power is at its highest, i.e. heater, air con and lights all on in a cold climate?
Not to my knowledge as a matter of routine, although such conditons are part of standard testing.
You rent the battery (like a gas cylinder). When it’s getting low you roll into the service station and while you’re swiping you credit card or phone, a robot drops the expired battery out, puts a recharged one in and you’re on your way without even getting out of the vehicle (unless you need some sweeties – but then they can be put in a vending machine alongside).
Now that we are aware of the failure of the “Solar Freaking Highways ” project, I wonder has anyone thought of installing built-in solar panels on the Tesla cars in order to extend life or recharge car battery ?
Carbon batteries seem to offer many advantages – is Li-ion technology now obsolete?