June 06, 2011

MIT has new semi-solid flow batteries that have ten times the energy density of liquid flow batteries

A sample of 'Cambridge crude' — a black, gooey substance that can power a highly efficient new type of battery. A prototype of the semi-solid flow battery is seen behind the flask. Photo: Dominick Reuter

Flow batteries have existed for some time, but have used liquids with very low energy density (the amount of energy that can be stored in a given volume). Because of this, existing flow batteries take up much more space than fuel cells and require rapid pumping of their fluid, further reducing their efficiency.

The new semi-solid flow batteries pioneered by Chiang and colleagues overcome this limitation, providing a 10-fold improvement in energy density over present liquid flow-batteries, and lower-cost manufacturing than conventional lithium-ion batteries. Because the material has such a high energy density, it does not need to be pumped rapidly to deliver its power. “It kind of oozes,” Chiang says. Because the suspensions look and flow like black goo and could end up used in place of petroleum for transportation, Carter says, “We call it ‘Cambridge crude.’”

The technology could even make “refueling” such batteries as quick and easy as pumping gas into a conventional car.

The new battery relies on an innovative architecture called a semi-solid flow cell, in which solid particles are suspended in a carrier liquid and pumped through the system. In this design, the battery’s active components — the positive and negative electrodes, or cathodes and anodes — are composed of particles suspended in a liquid electrolyte. These two different suspensions are pumped through systems separated by a filter, such as a thin porous membrane.

One important characteristic of the new design is that it separates the two functions of the battery — storing energy until it is needed, and discharging that energy when it needs to be used — into separate physical structures. (In conventional batteries, the storage and discharge both take place in the same structure.) Separating these functions means that batteries can be designed more efficiently, Chiang says.

The new design should make it possible to reduce the size and the cost of a complete battery system, including all of its structural support and connectors, to about half the current levels. That dramatic reduction could be the key to making electric vehicles fully competitive with conventional gas- or diesel-powered vehicles, the researchers say.

Another potential advantage is that in vehicle applications, such a system would permit the possibility of simply “refueling” the battery by pumping out the liquid slurry and pumping in a fresh, fully charged replacement, or by swapping out the tanks like tires at a pit stop, while still preserving the option of simply recharging the existing material when time permits.

Chiang, whose earlier insights on lithium-ion battery chemistries led to the 2001 founding of MIT spinoff A123 Systems, says the two technologies are complementary, and address different potential applications. For example, the new semi-solid flow batteries will probably never be suitable for smaller applications such as tools, or where short bursts of very high power are required — areas where A123’s batteries excel.

The new technology is being licensed to a company called 24M Technologies, founded last summer by Chiang and Carter along with entrepreneur Throop Wilder, who is the company’s president. The company has already raised more than $16 million in venture capital and federal research financing.

This is follow up of coverage in May.

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