Silicon anodes are beating solid-state batteries in the 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 hype 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 have waned.

Comes as Increase sales of electric vehicles Global demand for batteries continues to increase, prompting automotive giants to collaborate with major cell manufacturers on the path to full electrification.

While some OEMs (original equipment manufacturers) have Signed deals With solid-state battery developers, automakers like Mercedes, Porsche and GM They’ve all bet big on silicon anodes to bring about a transformative change in the science behind electric vehicles.

Modern a report Consulting firm IDTechEx described the promise of advanced silicon anode materials as “tremendous” for improving critical areas of battery performance, noting that this potential has not gone unnoticed by automakers and major players in the battery industry.

However, she cautioned that challenges such as life cycle, shelf life and, perhaps most importantly, cost, need to be addressed for widespread adoption.

Silicon anodes appear to have the edge over solid-state batteries, said Venkat Srinivasan, director of the Cooperative Center for Energy Storage Science at the US government’s Argonne National Laboratory in Chicago.

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

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

Unlike a battery life cycle, which counts how many times it can be charged and discharged, a calendar life measures deterioration over time. Typically, a battery’s calendar life refers to the period during which it can operate at more than 80% of its initial capacity, regardless of its use.

Solid-state batteries, which have long been described as “Holy Grail“For sustainable driving, they still have a long way to go before they can match the recent progress made by silicon anodes.

“This solid-state transition has yet to be made with their metal batteries, which is why I think you’re hearing from people that it seems like that promise hasn’t been fulfilled,” Srinivasan said.

“That doesn’t mean we won’t get there. It might happen in a few years. It just means that silicon today seems to be at a different part of the technology readiness level.”

Analysts say silicon anodes theoretically provide 10 times the energy density of graphite, which is commonly used in battery anodes today. However, these same materials typically suffer from rapid deterioration when too much silicon is used.

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

The usual case is that better battery performance comes at the expense of longevity or safety, McNulty said. Silicone anodes, for example, are known to swell significantly during charging, reducing battery life.

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

As the name suggests, solid-state batteries contain a solid electrolyte, made of materials such as ceramic. This makes it different from traditional lithium-ion batteries, which contain a liquid electrolyte.

Japan Both Toyota and Nissan said they aim to bring solid-state batteries into mass production in the coming years, while Chinese SAIC Motor Corp. It is said It said in early September that its MG brand would supply cars with solid-state batteries within the next 12 months.

However, analysts remain skeptical about when solid-state batteries will actually hit the market.

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

Georgiev said several players in the industry were looking into the potential of silicon anodes, from established anode suppliers in China and South Korea to new players such as Taiwanese company ProLogium, US manufacturers Group14, Sila Nanotechnologies.

“Especially in the West, there is progress in silicon anodes [are] “It is seen as a strategic opportunity to catch up with China, which dominates graphite-based anode supply chains, with Chinese anode producers owning 98% of the global battery anode market,” Georgiev said.

He added: “However, there are significant technical challenges facing a 100% silicon anode such as silicon expansion that affects the longevity of batteries, and there are currently several ways to produce silicon anodes.”

Taiwanese battery maker ProLogium launched the world’s first all-silicon anode battery at the Paris Motor Show last month. Saying It is a new fast-charging battery system that has not only outperformed conventional lithium-ion batteries in performance and charging efficiency but also “challenges critical industry.”

The 100% silicon anode battery can be charged from 5% to 60% in just 5 minutes, and up to 80% in 8.5 minutes, ProLogium said, citing test data. It described the progress as “an unparalleled achievement in the competitive electric vehicle market,” which will help reduce charging times and expand the range of electric vehicles.

Fastmarkets’ Georgiev said the big question mark about commercializing silicon anodes is the cost of production and whether any of the major silicon anode producers “can produce materials at scale with consistent quality at a competitive price — [a] Key requirements for OEMs.”

“At this point, silicon anodes are being 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 with graphite, while 100% silicon anodes will take longer to manufacture.” “Entering the mass market,” he added.