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originally posted by: Bluntone22
a reply to: Justoneman
Storage is key to renewable energy.
That is where research money needs to be spent but you are fighting the laws of physics.
High amounts of energy in a battery is a dangerous thing, just look at the teslas burning after crashes.
originally posted by: moebius
a reply to: Justoneman
And it suffers from the same issue as other nanobatteries. It degrades very fast, as the nanostructures are rather fragile.
originally posted by: 2Faced
Perhaps it would be smart to use a swapping system/station for the time being. For instance, a mechanized system that receives the UNIVERSAL spent battery pack and swaps it for a charged one, without human intervention, by driving over the automated mechanism. The swap time can theoretically be even shorter than the traditional method. The spent pack is charged in a subterranean holding bay and will be ready for the following car, once re-charged. This way you also don't necessarily need a fully charged pack, as long as your in reach of another swap station, you'll be fine. Meanwhile, the industry can concentrate on more efficient batteries. At the same time, we must also focus clean energy sources, because what's the use of an electric car if you still need fossil fuel to generate electricity?
The gyroidal thin films of carbon—the battery's anode, generated by block copolymer self-assembly—featured thousands of periodic pores on the order of 40 nanometers wide. These pores were then coated with a 10 nm-thick, electronically insulating but ion-conducting separator through electropolymerization, which by the very nature of the process produced a pinhole-free separation layer.
That's vital, since defects like holes in the separator are what can lead to catastrophic failure giving rise to fires in mobile devices such as cellphones and laptops.
The next step is the addition of the cathode material—in this case, sulfur—in an amount that doesn't quite fill the remainder of the pores. Since sulfur can accept electrons but doesn't conduct electricity, the final step is backfilling with an electronically conducting polymer—known as PEDOT (poly[3,4-ethylenedioxythiophene]).
While this architecture offers proof of concept, Wiesner said, it's not without challenges. Volume changes during discharging and charging the battery gradually degrade the PEDOT charge collector, which doesn't experience the volume expansion that sulfur does.
This claims we can recharge our batteries with this device in 5 seconds.
originally posted by: TEOTWAWKIAIFF
a reply to: Justoneman
The gyroidal thin films of carbon—the battery's anode, generated by block copolymer self-assembly—featured thousands of periodic pores on the order of 40 nanometers wide. These pores were then coated with a 10 nm-thick, electronically insulating but ion-conducting separator through electropolymerization, which by the very nature of the process produced a pinhole-free separation layer.
That's vital, since defects like holes in the separator are what can lead to catastrophic failure giving rise to fires in mobile devices such as cellphones and laptops.
The next step is the addition of the cathode material—in this case, sulfur—in an amount that doesn't quite fill the remainder of the pores. Since sulfur can accept electrons but doesn't conduct electricity, the final step is backfilling with an electronically conducting polymer—known as PEDOT (poly[3,4-ethylenedioxythiophene]).
While this architecture offers proof of concept, Wiesner said, it's not without challenges. Volume changes during discharging and charging the battery gradually degrade the PEDOT charge collector, which doesn't experience the volume expansion that sulfur does.
phys.org - Self-assembling 3-D battery would charge in seconds.
How's that for a better source??! lol.
I have no idea what a "gyrodial structure" is or how it self assembles but the idea is awesome! Instead of having a field, a fence, and some grass, all laid out side by side (my lame @ss analogy of a battery), they basically went vertical farming! Shrink a battery's properties down to the nanoscale, and the energy density increases probably on the order of magnitudes. They might use something besides sulfur (there was shrinkage, Jerry!), I suggest hexagonal boron nitride (hBN, aka "white graphene"), as it a good insulator and has the strength to expand and contract.
Cool stuff! I hope they can figure out their sulfur problem. The world needs a new type or battery. The graphene dream has been there (and probably has good all black project, i.e., I bet Lockheed or somebody has it already figured out!) and still no graphene battery.
.
A gyroid is an infinitely connected triply periodic minimal surface discovered by Alan Schoen in 1970.
Wikipedia
Boron nitride nanotubes are primed to become effective building blocks for next-generation composite and polymer materials based on a new discovery at Rice University—and a previous one.
Scientists at known-for-nano Rice have found a way to enhance a unique class of nanotubes using a chemical process pioneered at the university. The Rice lab of chemist Angel Martí took advantage of the Billups-Birch reaction process to enhance boron nitride nanotubes.
- To charge up a 100kW/h accumulator/battery in one hour (!), you need to send in 100kW in 3600 seconds.
- To charge up a 100kW/h ...... in 2 minutes, you need to provide 3GW over the period of 120 seconds.
- Even if you could charge it at 1000V, that´s still a whopping 3000A current(!!) to deliver.
At normal room temperature, you´d need a cable the size of at least 1m² surface area or 10.7 square feet per pole, so that means 2x1m² cables. It´s a thumb measurement, could not find a table for 3000A and was to lazy to calculate it.
No, I don´t see anyone charging their EV in the same amount of time than gasoline Vehicle, EVER. Also, the distribution net would go haywire of you´d put such loads on it spontaneous like car charging. It´s insane amount of power over a short time. Think about a 3GW (!!) power plant has to go online for 2 minutes because someone, somewhere want´s to charge their car. For one single car.