Zeta Energy makes lithium sulfur batteries. Zeta Energy was interviewed by car teardown analysis expert, Sandy Munro. Zeta Energy is based in Houston, Texas. Zeta Energy was founded in 2014 to develop and commercialize safe rechargeable batteries that are higher performing, lower cost and sustainably manufactured. Zeta has filed more than thirty patents on its proprietary anode and cathode technology. Zeta’s management team collectively has more than 100 years of experience in developing and commercializing new technology.
Zeta’s cathode is based on a sulfurized carbon material that offers high stability and superior sulfur content, outperforming current metal-based cathode materials. Their sulfur-based cathodes are inherently inexpensive, have effective cost-per-energy use no cobalt and have zero dependency on precious metal cost volatility or foreign nations.
Zeta Energy Anodes
Zeta Energy lithium metal anodes have higher capacity than any current or advanced anode technology…and they are dendrite free.
Higher Gravimetric Density
Zeta Energy anodes outperform other current and advanced anode technologies, with significantly higher gravimetric density than other major anode chemistries and none of the dendrites that typically form on pure lithium metal anodes.
Brian Wang is a Futurist Thought Leader and a popular Science blogger with 1 million readers per month. His blog Nextbigfuture.com is ranked #1 Science News Blog. It covers many disruptive technology and trends including Space, Robotics, Artificial Intelligence, Medicine, Anti-aging Biotechnology, and Nanotechnology.
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11 thoughts on “Low Cost Lithium Sulfur Battery From Zeta Energy”
I would be interested to know what is the volumetric density of your Lithium Sulfur batteries. Having a high energy density for the mass is nice but is overshadowed if the cells take up a lot of space. If your chemistry is at least on par with LFP at 441 Wh per Liter at the cell level, then you would have a chance of competing in the EV market. If they are similar to cobalt based batteries when it comes to volumetric energy density, then your product will dominate the market with cells that are 45% lighter than NMCA versions while having the cycle life longevity of LFP.
I think the biggest problem for LiS batteries is cycle life. Maybe just over 30 cycles and the polysufides gunk them all up.
They claim 2000 Full Charge/Discharge Cycles and <5% Self-Discharge after one year
There are two very good measures for comparing different battery technologies. They are called energy density and recharge . When I see that these don’t appear in articles about a new battery type technology but any kind of other measure, I promptly know that the technology is not really competitive to actual Li-ion technology. It has been happened so many times that everybody starts to recognize the signs.
I meant recharging rate.
Energy density (KWh/kg) and Cost ($/KWh) are the two most important metrics.
Power density or charge/discharge rate is important for cars, but only up to a point. Once the battery pack can deliver 100KW, that is good enough for mainstream cars.
For homes, cost is the most important, as long as the pack can fit through the door.
You do at least have a bar chart of energy density, on a mass if not volume scale. That’s something. Yes, we want recharge times, number of cycles, cold weather performance. The lack of dentrites suggests that at least the cycle lifetime might be good.
If these are adequate for electric cars in terms of the number of cycles, then even if you can’t recharge them in five minutes they’d still be good for commuters.
The median commute distance in America is single digit miles, one way. With the exception of Bishop, CA, the cities with the worst commute distances are under 30 miles, one way. You only really get frighteningly long commutes in rural areas of low population density states.
So the truth is that for the vast majority of people, a 100 mile range electric car that could charge in one night would cover their commuting needs, easily. What it wouldn’t handle is vacations.
Which is why I continue to suggest that a reasonable compromise would be moderate range electric cars that can mate with gen-set trailers. They’d be handy in the event of power outages, too, which we should probably expect to get more frequent thanks to the increasing penetration of renewable power.
Speaking personally, it’s not the commute (I ride a pushbike) and it’s not really a vacation (I can usually plan for that) that concerns me.
It’s those days when you go to work, and then your wife rings you halfway through the day to pick something up that’s a 50 km round trip after work, and then you pick her up, and she wants to go to dinner in the city, and then you need to drop the item you picked up off at her warehouse…. and you’ve ended up doing 150 km that you didn’t anticipate at all that morning. And if the range of the car is only 100 mile = 160 km then you might have to find a recharge point and recharge just to be sure you can make it home.
On the other hand, I was talking to someone last week who mentioned that he looked at getting an electric car but had decided that it was too much effort to drive 30 km or so to the nearest charging station compared to around the corner to a petrol station. I pointed out that he’d be OK 99% of the time charging in his own garage, and he had ABSOLUTELY NO IDEA that this was possible.
So to some extent this is just a communication issue.
Trailer could carry luggage too.
Zzzzzzzz. Wake me up when I can buy it.
You’d probably be happier at a site called NextBigPresent.