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Battery technologies that compete with RPTs shape the EV Industry

Battery technologies that compete with RPTs shape the EV Industry

Startups around the world are racing to create new battery technologies that use materials such as sodium and sulfur, or other innovative chemistries. They aim to reduce costs and reduce dependence on certain minerals for electric vehicles (EVs).

China controls 90% of raw material processing for two of the most popular lithium-ion variants in today's electric vehicle market.

The battery technology is constantly evolving, but its basic principles remain unchanged. It has three components: a cathode anode, and an electrolyte.

Here are some of the battery types that are currently being used or developed by car manufacturers as they weigh their long-term options.

Use in batteries with 6 or 12 Volts to power car starters.

Cons: Not cheap, but works well in extreme conditions.

Cons: Low energy and heavy.

NICKEL-CADMIUM (NI-CD)

Rechargeable batteries.

NICKEL-METAL HYDRIDE (NI-MH)

Toyota's 1997 Prius was the first hybrid car.

SODIUM NICKEL CHLORIDE

The French Postal Service has used Venturi Automobiles in its fleet.

This battery is smaller and can be installed in existing vehicles without the need to convert them.

Cons: Maximum speed is limited to only 100 km/h. Range is limited to just 100 km.

LITHIUM METAL POLYMER (LMP)

Use in

Bollore Pininfarina's BlueCar, the Parisian Autolib car-sharing program, are both discontinued. The technology is now mainly used for stationary storage and buses and trams.

Benefits: The "dry" technology based on the principle of capacitors is easier to industrialize.

Cons: Battery must be preheated and maintained at a specific temperature.

LITHIUM-ION

Sony was the first to commercialize this technology in 1991. It is now used in many devices including mobile phones, laptop batteries, electric vehicles, and other devices.

Lithium, the second-most energetic metal in the world after uranium.

No charge memory and fast or slow charging are possible.

Cons: They are heavy and sensitive to the external environment (cold or vibrations), as well as "liquid" batteries that require careful monitoring of their temperature.

Two Li-ion technology families dominate the EV market

NMC (Nickel Manganese Cobalt) has a high energy density, but is more suitable for large vehicles. Cobalt is mainly sourced from the Democratic Republic of Congo where conditions of extraction pose ethical and strategic issues.

LFP (Lithium Iron Phosphate),

Benefits: Reduces the cost of technology and eliminates cobalt.

Cons: Lower energy densities than NMC

SODIUM-ION

Cons: Replaces lithium, nickel, and cobalt with aluminium, manganese, and iron, which are metals in high demand.

Because sodium is more abundant than lithium and easier to extract and provide, it's cheaper.

Non-flammable and can handle up to 50,000 cycles of recharge, which is five to ten times more than the lithium-ion.

Cons: Low energy density and a lack of supply. Interest is linked to lithium prices.

LNMO (Lithium Nickel Manganese Oxide)

Eliminates cobalt. Renault claims that the technology it plans to introduce by 2028 combines NMC's energy density with the safety and cost of LFP and recharge times less than 15 minutes.

Cons: Still in development.

LITHIUM-SULFUR

Pros: Stellantis'-backed U.S. company Lyten, who bought the majority of assets from bankrupt Swedish battery manufacturer Northvolt, claim that this technology is more than twice as energy dense as lithium-ion. It eliminates the requirement for nickel, manganese, and cobalt. This also ensures greater autonomy, since some raw materials can be manufactured locally in North America and Europe.

Cons: No deployment before 2028.

SOLID STATE BATTERIES

Lithium-ion batteries are now powered by a solid electrolyte, which replaces their liquid counterpart.

Cons: Lighter, higher energy density and non-flammable.

Cons: Still in development. No large-scale production. Sources: futurasciences.com; Plastec (TotalEnergies); Renault, Arkema and other companies. (Gilles Guillaume with additional reporting from Nick Carey. Translated by Alessandro Parodi, Marie Mannes and Matt Scuffham. Edited by Matt Scuffham, Susan Fenton and Susan Fenton.

(source: Reuters)