batteries

Ten years ago, we were afraid of fast charging. The 10,000mAh batteries are going the same way

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The world of smartphones is divided in two: a Chinese market betting on gigantic silicon-carbon and some “traditional” manufacturers who do not dare to take the leap. This weekend, the controversy was sparked by YouTuber Marques Brownlee, after publishing a video that has surpassed one million views in less than 24 hours. what has happened. “The problem with smartphone batteries”is the title of a video that has spread like wildfire among the community tech. In it, he explained some of the problems that silicon-carbon batteries supposedly suffer from, a technology that China is betting on to boost the capacity of its phones. above 10,000mAh. The problems. Silicon-carbon batteries are not a new technology, but they have been starting to be implemented in smartphones for just two years. During this time, there are several concerns on the table. Possible swelling due to the expansion of silicon: with each charge, a battery contracts and expands. Silicon can triple its volume, generating greater internal stresses in the battery. At the same time, there are fears that this expansion-contraction cycle could cause cracks and leaks in the battery. Need for reinforcement in battery compartment (such as small steel cages) to contain swelling. Long-term reliability not yet demonstrated in smartphones. Yes, but. Concerns about whether silicon-carbon batteries are safe or not are legitimate. Just as, back in the day, we were worried that a mobile phone with “fast” charging like the OnePlus 3 in 2016 (those times when Dash Charge was 30W) could explode. Today there are already mobile phones with 120W. The first commercial mobile phone to incorporate this type of battery was the Honor Magic 5 Pro in its Chinese version. No cases of the slightest problem have been reported to date in its more than two years of life. Manufacturers do not go crazy. Manufacturers are more than aware of the possible dangers that these types of batteries can have, and equip their phones with specific chips to control the charge in real time if excess heat is detected. Some brands, like Honor, go so far as to create microscopic tunnels in their batteries so that lithium ions can reduce chemical friction. Because yes, although carbon silicon batteries are called that, they are not made of pure silicon, they are a natural evolution of lithium batteries themselves. It’s not that easy. The next challenge after the introduction of silicon-carbon batteries has been to take advantage of their ability to store greater energy in a smaller size to achieve barbaric capacities: 7,000mAh, 7,500mAh, 10,000mAh. Energy densities notably higher than those that large manufacturers, such as Samsung, Apple and Google, currently mount in their high-end phones. Here an extra degree is added to the uncertainty: not only do we have more modern and not so tested batteries, but we also have capabilities that make their behavior even more unpredictable. Go deeper. The war for high-capacity batteries adds, apart from doubts about their reliability on the part of some manufacturers, logistical and economic challenges. They are more expensive batteries, and some manufacturers They are not taking them out of China yet. for that same reason. Added to this is that although the spec sheet tells us about milliamp hours, the main measure to determine the energy capacity of a battery is watt hours (Whr). Europe does not like batteries with more than 20 Whr, and they require longer and more expensive transport and authorization protocols. If the RAM crisis threatens to skyrocket the price of smartphones, thinking about incorporating significantly more expensive batteries does not seem like a viable plan to maintain the current margins of large manufacturers. Image | Apple In Xataka | We already know why mobile phones with 6,000mAh are not arriving in Europe: there is a clear person responsible

The electric car needs cheap batteries. And a Spanish region is closer to giving it to them: Extremadura

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It’s just the go-ahead but it’s a key go-ahead. It is what will allow Yuneng International Spain New Energy Battery Material SLU to launch a project in Mérida to produce lithium iron phosphate (LFP/LiFePO₄). In other words, Mérida will be key to producing essential materials for the manufacture of LFP batteries. Batteries that aspire to be essential in the popularization of the electric car. Merida. It was the place chosen by Yuneng International Spain New Energy Battery Material SLU to build a factory that can produce lithium iron phosphate. The project will be located in the Expacio Mérida business park and will extend across 467,000 square meters after the Government of Extremadura has confirmed the approval of the environmental declaration for this factory. The project aims to have financing of 800 million euros and generate 500 jobs to produce the planned capacity of 50,000 tons per year of these materials. In the first phase they will mobilize between 116 and 125 million euros of investment creating about 160 direct jobs, they point out in Motorpassion. Why is it key? The production of lithium iron phosphate is essential for LFP batteries. Batteries are made up of modules and these, in turn, are made up of cells. In each cell there is an anode and a cathode. It is in the cathodes of LFP batteries where lithium iron phosphate sheets are located. Without them, the batteries would not work. In batteries of this type there are small lithium particles on the anode (negative pole). These particles move to the cathode (positive pole) through a liquid electrolyte found inside. This is when the electric current is generated which is then used by the motors to move the wheels. LFP Batteries. LFP batteries are one of the big promises of the electric car to make models cheaper and popularize this technology. It is a technology that offers less autonomy than NMC (cathode formed by nickel, cobalt and manganese) or NCA (nickel, cobalt and aluminum) because they have lower energy density. However, these batteries are cheaper because lithium and iron are cheaper than nickel or cobalt. And, in addition, they are safer and better resist load cycles so they will be more durable. This is essential for smaller cars, which will have less autonomy and must undergo a greater number of charging cycles but with the backpack of not being able to raise its price. Estremadura. In recent years, Extremadura has become relevant in the electric car supply chain. In addition to this lithium and iron phosphate production plant, in Navalmoral de la Mata (Cáceres) it is already rising a plant to produce complete batteries. This factory was designed to produce NMC batteries but has pivoted to produce LFP accumulatorsso both industries can be connected when the time comes. Additionally, the region is rich in lithium. Next to Cáceres it is believed that there are one of the largest deposits in Europe. The mine that should exploit this deposit has encountered the opposition from some neighbors and environmental platforms which has paralyzed the project. However, up to three of the seven projects that the European Commission wants to carry out in Spain for the exploitation of minerals and rare earths They are in Extremadura. The cheap electric car. To popularize the electric car, China has been betting on LFP batteries for years. In Europe, most electric cars have opted for batteries that include nickel or cobalt because they allow greater charging and discharging power and autonomy but are more expensive. Over the years, this has changed. Renault works with LFP batteries for the entry-level range of electric cars such as the Twingo or the Renault 5 (in the future). Tesla also uses them in the more modest versions of Model 3 and Model Y. In Spain, CATL is going to manufacture this type of batteries in Zaragoza for the smaller Stellantis cars. And Volkswagen too has this type of accumulator in mind for its most affordable electric cars that will come out of the Martorell line. Photo | Mercedes and Google Maps In Xataka | Europe has its hope in the 25,000 euro electric car and Volkswagen already knows who will manufacture it: Spain

The big problem with lithium ion batteries is their degradation over time. A chemical adjustment can change it

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It doesn’t matter if it’s a mobile phone, a laptop, the Nintendo Switch or a Dyson: as you use it, the battery life will reduce. Yes, lithium ion batteries they have changed the world and for years they have been the absolute standard in consumer electronics, but degradation over time is their endemic evil. While we look for alternatives To this technology, a research team has found a promising solution in a seemingly simple chemical tweak. The advance. The main idea of ​​this research is not to change the main materials of the battery, but simply to add a small amount of an additive: lithium difluorophosphate. Its existence is not new, but this research led by Professor Chunsheng Wang of the University of Maryland reveals how effective it is in stabilizing batteries. Why is it important. Because lithium ion batteries are present everywhere and this modification would extend their useful life using standard, low-cost chemistry. The result of their experiment is that with this additive, batteries can be optimized to maximize power and energy, or to achieve greater useful life and stability. For practical purposes, the study shows how with this adjustment they maintained a significantly higher capacity after hundreds of charge and discharge cycles. As Wang explains.“It is a relatively simple modification of current batteries.” Or what is the same, after having run security tests and long cycles, “it could realistically reach consumers.” Brief notes on the mechanism of a battery. Lithium ion batteries are made up of a negative anode and a positive cathode and have a porous separator between the two. The assembly is immersed in an electrolyte whose mission is to allow lithium ions to move between electrodes during charging and discharging. With the discharge, the anode releases electrons to the electrical circuit (gives electricity to the device) and ions to the electrolyte, meeting again at the cathode. Upon charging, an external source (the charger) reverses the process by “pumping” the ions back to the anode to store the energy in the chemical structure. The degradation of its capacity with use occurs due to the irreversible loss of lithium in secondary chemical reactions and due to mechanical fatigue of the electrodes. Basic diagram of the operation of a lithium ion battery. Walter Davison. Via: Wikimedia In detail. If we delve a little deeper into the previous explanation, the solid electrolyte interface (SEI) appears, a thin layer that forms on the anode during the first charges. In standard batteries, this layer is fragile and breaks down with use, consuming lithium and reducing battery life. Through a simple reaction inspired by organic chemistry, this additive makes the electrolyte more prone to accepting electrons, making degradation more controlled. In short, it helps to form a more robust, elastic and uniform SEI, thus acting as a kind of shield that prevents the electrolyte from reacting parasitically with the electrodes. In addition, it is a flexible chemistry that can be adjusted to be more or less protective and the presence of the additive minimizes the presence of cracks in the cathode. In Xataka | They have found a way to turn tall buildings into batteries. And that makes Benidorm our best asset In Xataka | China sold cheap batteries for years. The problem is that in the meantime no one built an alternative Cover | John Cameron

43% of European funds for batteries

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Spain is trying to create more energy batteries to store surplus renewable energy, something key for the future to achieve energy independence and also to avoid episodes like the April blackout. Although several communities were competing for aid, there is a clear winner: Andalusia. The ERDF are EU funds to encourage energy transformation and in Spain there were several communities in dispute. After the modifications, for state energy storage there was 818 million in aid to be distributed according to the final resolution. Although Andalusia has suffered a cut of 20 million compared to the previous plan, it is still a good pinch considering that almost half of the funds go there. Why is it important. The primary objective of the ERDF program is to strengthen the economic, social and territorial cohesion of the European Union, reducing disparities between regions through investments that boost growth, employment, innovation, the green and digital transition, and territorial cooperation, supporting less developed regions and transforming industries in decline. And this is demonstrated with this definitive roadmap. Why Andalusia. Taking into account economic reasons, it is worth remembering that the IDAE designed the call from the beginning, distributing the budget into regional pools and from the beginning Andalusia received the highest allocation, even after the downward adjustment of the final resolution. Under EU criteria, Andalusia is classified as a “less developed region”a designation intended for those whose GDP per capita is less than 7% of the EU average. In short: it has absolute priority for the distribution of funds. The co-financing rate is higher precisely because of the previous classification taking into account the regulatory bases, which allows us to reach 85% compared to other areas such as Madrid or Catalonia. When faced with similar projects, those present in a less developed region receive more subsidies. But there are also strategic reasons derived from the state’s renewable energy infrastructure and its operation. Andalusia is going to become Spain’s battery: with this aid it will not only lead the generation of clean energy, but will also have the technologies to manage it. Andalusia concentrates some of the projects with the greatest storage capacity of the entire call, such as those from Atlantica Sustainable Infrastructure or the Rolwind battery system (ST Palmosilla) one of the largest in the state. Andalusia is the state leader in installed power in photovoltaic solar energy and as points out the PNIECregions with very high variable renewable generation urgently need storage to avoid spills and thus guarantee electrical stability. In figures. The final resolution of the plan is lower than the initial proposal, with a total budget of 818 million in non-refundable public aid allocated to 126 projects (previously there were 133), 2.2 GW of power and a total capacity of 9.4 GWh. All this with September 30, 2029 as the deadline. Three operators concentrate more than 50% of the awarded capacity: Iberdrola with 2,333.7 MWh and 12 projects, Atlantica Sustainable Infrastructure with more than 1,500 MWh and eight projects and Rolwind Renovables with 1,225 MWh and 2 large-scale projects. Behind, other relevant actors such as Naturgy, BenBros or Ecoener. Andalusia accounts for 43% of the aid, with 354.5 million euros. It is the area with the most projects and accumulated volume. Galicia and Castilla-La Mancha follow, with 97.2 and 98 million euros respectively. The only Autonomous Community whose budget increases is Extremadura, going from 73 to 91 million euros. In detail. In the list of awarded projects, those hybridized with renewables (the majority, photovoltaic) prevail, followed by independent batteries, thermal storage and pumped hydroelectricity. Spain has achieved very competitive prices compared to other European tenders. Without going any further, according to Strategic Energy The average price for independent storage systems (stand-alone) was €64,933/MWh/year, below markets such as Italy. In Xataka | The solar miracle that went wrong: Spain produces more electricity than it can manage In Xataka | The perfect storm for electricity companies occurs in Spain: daytime solar surpluses, nighttime peaks… and increasingly cheaper batteries Cover | Sungrow EMEA

China sold cheap batteries for years. The problem is that in the meantime no one built an alternative

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For more than a decade, the world became accustomed to an idea that seemed unquestionable: batteries—the heart of electric cars, of renewable energies, of data centers and of modern warfare— would be increasingly cheaper. China mass-produced them, dominated the technology, controlled critical materials and accepted minimal margins, even losses. For the West, the model was comfortable: import, reduce costs and accelerate the energy transition. That normality, however, has begun to crack. A turning point in the Chinese market. In recent months, several lithium battery manufacturers have begun to announce price increases after almost three years of fierce competition and below-cost sales. According to South China Morning Postthe most visible case is that of Deegares, which reported an increase of 15%, opening a debate on whether the sector is beginning to emerge from the “involution” cycle, a dynamic in which producing more, selling cheaper and earning less had become the norm. The immediate trigger has been the rise in the price of lithium, which has risen around a 70% from its annual minimum. This rebound responds to several overlapping factors: the rise of data centers for artificial intelligence, a rebound in demand for electric vehicles in China and an increasingly explicit intervention by the State to organize the sector. The Chinese Ministry of Industry itself has gathered to the main market players and has promised to accelerate measures to stop the so-called “irrational competition”. A stressed model. Sales prices for energy storage systems in China have plummeted by up to 80% in just three years. Some companies operate with gross margins of 15% to 20% in the domestic market, a far cry from the 40% or 50% common in the United States. The real profitability, analysts cited by SCMP admitwas in exports. And exporting, China has continued to dominate. This year it has managed to sell lithium batteries worth more than $69 billion. According to the analysis of energy expert Gavin Maguire in Reutersthis milestone is explained by the voracious hunger of Germany and the United States for large-scale storage systems, essential to stabilize electrical networks saturated by renewables and data centers. In practice, every new AI data center in Europe or North America starts with a silent dependency: thousands of batteries designed, manufactured and assembled in China. The low price hid an uncomfortable reality. All this time there was a truth that no one said out loud, perhaps because it was so obvious: there was no real Chinese alternative. This new year 2026 will be marked by the massive expansion of data centers that power artificial intelligence, facilities that consume amounts of electricity comparable to that of a small city and that need large-scale batteries to guarantee a continuous supply. Google has installed more than 100 million lithium-ion cells in its data centers, while Microsoft plans to eliminate diesel generators before 2030, replacing them with batteries to meet their climate goals. The forecasts confirm that the risk is not theoretical. The International Energy Agency sums it up crudely. If in 2024 China manufactured 99% of the world’s LFP cells and refined most of the critical materials such as lithium and graphite. For its executive director, Fatih Birol, depend on a single country For a strategic technology, it is a risk comparable to that posed to Europe by its dependence on Russian gas. The Chinese adjustment. Far from retreating, Beijing now seeks to organize the sector without losing its dominance. State intervention translates to braking the most extreme overcapacity, review mining licenses, limit sales at a loss and allow prices to rise to sustainable levels. The objective is not to make batteries abruptly more expensive, but to prevent a strategic industry from self-destructing by competing with itself. Control of raw materials remains the central lever. China process around of 80% of the world’s lithium and produces nearly 90% of the anodes and electrolytes used in batteries. When the United States or Europe impose tariffs, China responds by restricting exports of critical metals. The message is unmistakable: the power lies not only in making batteries, but in controlling every link in the chain. The Western Response. In parallel, the United States and Europe are trying to react. According to Sprott’s reportWestern governments have begun to treat lithium and batteries as strategic assets. Washington has invested directly in mining projectshas multiplied the number of planned gigafactories and has included restrictions on the purchase of Chinese batteries in defense legislation. Europe is following a similar, albeit slower path, supporting local extraction and refining projects and seeking to reduce its dependence on China. Big oil companies like Exxon either Chevron have entered the lithium business, and countries like Germany finance domestic production to ensure supply and reduce geopolitical risks. Still, the consensus among analysts it is clear: replicating the Chinese model will take years. Environmental regulations, labor costs and the absence of centralized industrial planning make competing on price impossible for now. Decoupling, if it comes, will be slow, expensive and politically uncomfortable. A planned domain. It is the direct result of the plan Made in China 2025with which Beijing decided to stop being the world’s cheap factory to become a technological leader. China already dominates solar panels, wind turbines, electric vehicles and lithium batteries. In addition, it controls strategic minerals such as graphite and has vertically integrated the entire value chain. In fact, the Asian giant It is the first “electrostate” in the world: a power whose power is no longer based on oil, but on renewable gigawatts, electrons and batteries. This strategy has reduced its emissions, weakened petrostates and turned its energy industry into a tool of global influence. The true cost of batteries. For years, this low price allowed us to accelerate the global energy transition, but it also created a deep and silent dependency. Now that China begins to organize its market, raise prices and prioritize its own industrial strategy, the world begins to discover the real cost of having delegated the heart of its energy system. Batteries are no … Read more

Apple, Google and Samsung promised them happily with 5,000mAh batteries. Until China came to rub their hands on their faces

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The person writing these lines has an American mobile phone—made in China—with a little more 5,000mAh. A figure in which giants like Apple, Samsung or Google have been comfortably installed for years. Meanwhile, in China, Honor has just made official a phone with a 10,000 mAh battery. The launch is not surprising just because it has managed to literally introduce a powerbank inside a smartphone. It is surprising because it breaks a barrier that until now no one had dared to cross. Not due to lack of possibilities, but due to industrial inertia. The aforementioned. Honor has made the Honor Win and Honor Win RT. Two phones that, in addition to having the best Qualcomm processorshave a 10,000mAh battery made of silicon-carbon technology. The message is clear: this is not a typical high-end, it is proof that China is the leading benchmark in batteries for smartphones. thickness. For years there has been an unwritten but unquestionable rule: more battery means more thickness. The 10,000 mAh were reserved for rugged, bulky mobile phones designed for very specific uses. These Honor Win break that logic. They are thinner than a iPhone 17 Pro Maxbut with double the energy capacity. There are no gimmicks, fine print or marketing exercises: it’s a real leap in energy density. How did they achieve it?. Honor has not specified how they have managed to take the capacity to such an extreme but the person responsible is clear: silicon-carbon. This technology has been demonstrating for years that it is possible to introduce much denser batteries in the sizes in which lithium has already reached its ceiling. Chinese mobile phones have been standardizing for more than a year batteries over 7,000mAhand Honor’s move to reach five figures marks what aspires to be a new standard. The cons. Silicon-carbon poses certain challenges, and the first is degradation. These batteries, especially in their first generations, They seemed not to be at the same level as classic lithium batteries. Over time, the promised charge cycles are virtually identical to those of traditional lithium batteries (more than 1,500). The second is the cost: producing this type of cells is more expensivewhich partially explains why, for the moment, these figures reach China first and not global markets. In fact, a common practice is to find models whose Chinese version has more battery than the global version, reserved for the rest of the markets. A third key point is related to security and regulation. Denser batteries require stricter controls, and Western regulatory frameworks are not always prepared to adopt these types of advances so quickly. None of this invalidates progress. It simply explains why Apple, Samsung or Google have not yet made the leap. It’s not that they can’t: it’s that they haven’t wanted to take the risk… yet. China is going to force a move. The 10,000mAh batteries are, without much room for doubt, one of the biggest technological leaps in the world of smartphones after the arrival of AI. A figure that will allow us to normalize the three days of average use without going through the charger. The leap is so relevant that, whether they like it or not, “traditional” manufacturers will have to start making a move, as they had to start doing with fast charging systems. Samsung has already started implementing the 7,000mAh in phones like the Galaxy M51but its high-end is still at the 5,000mAh barrier. Google also moves in the 5,200mAh and Apple… is Apple. With a greater or lesser pace of implementation, these manufacturers are forced to keep pace with China in these advances. And that translates into admitting that we were wrong about lithium. Image | Honor In Xataka | The Android phones with the best battery of 2025: which one to buy and recommended models

Tesla urgently needs to make its electric cars cheaper. And their plan is to produce batteries in Germany

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Tesla will take the production of batteries for its European Tesla Model Y to Germany. This is what the German press agency DPA assures, information that has been echoed by German media such as Handelsblatt. “From battery cells to vehicles, everything must be produced in one place,” a spokesperson told DPA. For now, the statements remain somewhat cautious. The company talks about a three-digit investment (speaking of millions of euros) and that the decision will be confirmed “if the framework conditions are adjusted”. It must be taken into account that Elon Musk already assured in 2020 that they would raise “the largest battery factory in the world” in Germany which, of course, has not been carried out. Tesla’s intentions are to make the production of the Tesla Model Y as cheap as possible in order to face European competition. Right now, the company has to import its batteries to Germany from the United States, an environment that is also complicated in production due to the tariffs that the country has raised on components that arrive from abroad. If consolidated, Tesla aspires to produce batteries worth 8 GWh, a figure that is far from the 50 GWh it aspires to produce. Stellantis with CATL in Aragon. Why does an electric car have less autonomy than advertised? Between the bad and the worst If we take the month of October as a reference (the last analyzed by ACEA), Tesla has fallen almost 40% in sales in Europe in the first eight months of the year. The figure has left the company with 117,000 units sold compared to the 192,439 units it had registered last year in the same period of time. Obviously, its weight in the market has also fallen, to the point that it has been reduced by almost half. Right now, 1.3% of the cars purchased in Europe are Tesla vehicles when the company reached a market share of 2.2% and in 2024 it will make the Tesla Model Y the best-selling car in the world. Suzuki, Nissan or SAIC (owner of MG) have overtaken Tesla this year. However, 2025 is being a fateful year for the company. Especially in Europe where Elon Musk’s political positioning has squandered the brand image in countries like Germany and France. The company is facing new proposals from its rivals that are close in price and already offer a real alternative to Tesla cars. To solve it, and no smaller, more affordable versions on the horizonTesla has launched the Standard versions of its Model 3 and Model Y. They are versions with reduced equipment that try to reduce prices to keep both cars as attractive options. At the same time, yes, the price of the rest of the versions has increased to increase the gap and force the customer who does not want a shortened version to spend more money. The announcement also comes in a strange context in the European Union. media like Bloomberg They emphasize that the announcement has been made at a time when solutions are being sought to lower the limits of polluting emissions, but the truth is that European manufacturers They still need to sell many electric cars even if the measures proposed by the European Commission were approved. What is true is that Tesla is manufacturing its batteries in the United States but they have had to face an extra cost for them because the country has raised harsh tariffs on all components arriving beyond its borders. Although Tesla has been one of the least affected manufacturersthe extra cost appears to be high enough for the company to invest in Europe. And Tesla itself has pointed out that producing batteries on our continent continues to have such a high price that its profitability is doubted. Therefore, the only reason for Tesla to continue investing in Germany and not opt ​​for other European countries such as Spain (as it has done CATL with Stellantis or the Volkswagen Group) is because It already has part of the structure assembled in the German country and it would be a matter of increasing the productive land on their land. Furthermore, it is to be hoped that the European Union will further pave the way for attract investments in terms of battery production. Our continent is still far behind the United States but, especially from China and the most renowned attempts have been a total failure like Northvolt. It remains to be seen to what extent this movement allows Tesla to make its vehicles cheaper and continue to stand up to increasingly stronger European manufacturers. And some Chinese companies that hope that the negotiations between their country and the European Union to lift tariffs come to fruition. What Tesla is surely looking for are more stable policies than those of the United States, something complex in such a changing geopolitical context. Photo | In Xataka | Car manufacturers bend their arm to the European Union: we will have combustion engines in 2035

While we wait for solid-state batteries, the University of Córdoba has an idea for the electric car: human poop

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The automotive industry has launched itself into electrification arms. Be with the hybrids, plug-ins either 100% electricthey all have batteries, and the key to convincing more users of make the jump from your combustion car is guarantee greater autonomy. The solid state batteries are one of the technologies in researchbut there are other very promising ones such as lithium-sulfur, and the University of Córdoba believes that there are two secret ingredients to improve the formula. Urine and excrement. Li-S. They are not new. We have been talking about the lithium sulfide batteriesand while we find the economy of scale necessary for solid-state ones to establish themselves, lithium-sulfur ones are one of the hopes for electric cars. They have twice the real energy density of lithium-ion, sulfur is extremely abundant and economical compared to critical materials such as cobalt or nickel, It is not something that China controlsit is safer because the risk of thermal runaway is lower and the environmental impact is reduced. They are not perfect, since the conductivity is low, the manufacturing processes are not as optimized as those of current alternatives and, above all, the current useful life is very limited: although they are moving forward In this sense, just 300-500 charge cycles compared to between 1,000 and 3,000 for lithium-ion batteries. However, as we say, they have become a promising technology, and the University of Córdoba wants one of the ingredients in the battery to be… poop. Batteries from waste. The Chemical Institute for Energy and the Environment, or IQUEMA, of the University of Córdoba has published a study in which they test the potential of sludge from a municipal treatment plant when converting it into activated carbon. It is an essential material for lithium-sulfur batteries, since it works as a conductor, and they consider it to be the answer to the challenge of optimizing the electrodes of these batteries. As we said, sulfur has advantages, but one of the great deficiencies is its conductivity index. This requires active carbon and other conductive matrices that are expensive to produce. But of course, if this conductive matrix is ​​created from waste that all cities in the world produce no matter what, things change. Villaviciosa de Córdoba. To do this, IQUEMA has used sludge from the wastewater station of Villaviciosa de Córdoba. This plant uses a treatment system that generates a sludge with an interesting composition to carry out the experiment: It is rich in organic matter. Also in metals, nitrogen and phosphorus. Combining them can create a material with a good electrochemical performance index. The process is as follows: Drying: the mud is dried and pulverized. Chemical modification: Potash is added as a chemical agent to make the material more porous. Pyrolysis: the mixture is subjected to temperatures of 800º to convert the organic matter into activated carbon. Mixture with sulfur: thus it is trapped in the active carbon matrix and the last step would be to integrate it into the battery electrodes. Promising. The researchers have found that the activated carbon obtained has ideal properties to be used as a material in these batteries. Its porous structure and nitrogen doping improve the transport of electrons and ions, and the resulting material has a high sulfur content. This allows the battery to have great electrochemical stability. That is to say, one of the big problems of this technology, the low conductivity of sulfur for the cathode, is something that mitigates the matrix created from the Villaviciosa de Córdoba sludge. And because its raw material is what it is, it is easier to recycle than other conventional batteries for which you have to develop tadjacent technologies for sustainability. According to the researchers, it is an avenue worth exploring because “triple the storage capacity of a lithium-ion battery”. “It is a great advance that we achieved from a waste that we considered problematic” – IQUEMA researchers Beyond the poop. Considering the results, it is likely that we will see more studies in the same direction. It is something that solves a double problem: the municipal waste management by converting it into a key material to solve one of the challenges of lithium-sulfur batteries. And the interesting thing is that IQUEMA has not remained only in the sludge of the sewage treatment plant. Previously explored the potential of agroindustrial byproductslike the olive pits and avocados, but also almond and pistachio shells. The problem is that these materials are already in demand in other sectors (such as composting or heating), and that is where the great advantage of human excrement lies: “no one” wants them. Images | ACE, Thomas Freres In Xataka | No, China has not turned off the tap on batteries for electric cars. The reality is much more complex

Portable batteries are part of urban infrastructure in China. I have tried them and I need them to arrive in Europe

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After a decade of writing about gadgets and tens of thousands of miles of travel under my belt, a few weeks ago a destination managed to make me nervous. I was traveling, for the first time, to China. A few days before leaving, I realized that I did not have any batteries with the necessary certification and buying them in Spain is complicated. My idea was to get one there, but to my surprise I came across reality: hives of external batteries on every corner. Below I will tell you about my experience renting one and testing its loading speed. Powerbanks as urban infrastructure. A few months ago, my colleague Javier He already commented on his fascination with this ecosystem of external batteries that anyone can rent. It is really not something so new, since it has running since 2017 and its concept is very interesting. In China we need the cell phone for everything (AliPay and Wechat They are two apps that are your bank, your transportation card, your payment card, your way of ordering in restaurants and much more) and it is something that drains the battery. Therefore, the idea arose to locate stations with several external rental batteries at strategic points in the city. The market is dominated by four companies, they are in the main cities and the process is as simple as: Scan the station’s QR code. Take one of the removable batteries. Use them while we eat or move. Return them to any other point on the network (it does not have to be at the station where we took it). Photo: Xataka Photo: Xataka Photo: Xataka Photo: Xataka Photo: Xataka Photo: Xataka renting one. For me, who went with a iPhone 16 in your pocket (whose battery is no wonder), having something like this available was a lifesaver. And, since science doesn’t do itself, during breakfast I rented one available at my hotel with the intention of using it while I ate and returning it just before leaving. The process is indicated just above these lines and, in my case, I used AliPay. Photo: Xataka You have to go with the application previously configured and, in my case, I loaded a Revolut prepaid card. I didn’t have any problems during the week I was in Beijing. I scanned the QR code of the charging station with AliPay itself and… blessed translation system. It works when it wants and it translates some things regularly, but enough to understand it. The price is 0.12 yuan per minute (about 0.014 euros), but since I don’t have a bank account in China, I had to pay a deposit of 99 yuan (about 12 euros). As soon as I paid, the app told me what power bank I had to remove it and the station itself made the corresponding battery LED flash. To load. Charging experience. The first thing I liked is that you don’t need absolutely anything other than the battery. This includes a USB-C, Lightning and even micro-USB cable. They are short cables, but they are appreciated so you don’t have to carry yours in your pocket. It has LEDs that indicate the charge level and there really isn’t much more to say about the design. Regarding their characteristics, it depends, but they usually have 5,000 mAh and the big asterisk is in the power. 5V/2.4A It is about 12 W and that implies that it will charge at a slow speed. But hey, it is designed so that you can carry it for a while or while you eat and spend at least half an hour/an hour with it. Photo: Xataka On my iPhone 16, the charging times were as follows: I started with 26% battery and in 30 minutes I reached 45%. At 60 minutes it had reached 64%. After 90 minutes it was charged up to 82%. As I say, a slow experience, but I see it as feasible to spend an hour eating or walking between stores, and recovering 38% allows you to survive the rest of the day. When you return it, you have a map where you see all the available stations. I simply went to a different one, clicked on the finalize the transaction button, scanned the QR again and inserted it into the indicated slot. The final price was 14 yuan after almost two hours in my possession, about 1.73 euros to my account. And, the next day, I already had the 99 yuan deposit back in my Revolut. Reviews. Discussing the move with our teammates, we agreed that the price is not high for us, that we use the euro and for those 1.7 euros, well… it allowed me to continue the rest of the day. But we also wonder how the Chinese would view those 14 yuan. And it seems not very well. One of the complaints It is precisely that the price has been increasing in some points. If at the beginning it cost one yuan per hour, now it ranges between two and six. The reason is that it depends a lot on the location (more or less tourist areas, hospitals, hotels, bars, etc.). Coupled with the fact that it is a very fair power and cell phones have more and more battery life, it is almost better to buy an external battery if you know that every now and then you have to rent at one of these stations (which, in addition, can be full at times and you have to go around looking for another one to return the battery. The businesses themselves have also been dissatisfied at times, since it is a market monopolized by a few companies that, evidently, control both the rental price and the profits. Future. Despite this, for tourists, it is an extremely attractive option due to its convenience and because, let’s not fool ourselves, the exchange rate to our currency is favorable to us. And for the industry, it represents an important benefit. In 2020, … Read more

They have found a way to turn tall buildings into batteries. And that makes Benidorm our best asset

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The sun doesn’t always shine and the wind doesn’t always blow, what do we do if there is no renewable energy when we need to turn on the lights? Normally, pulling lithium batteries either pumped hydroelectric plants. But cities that build vertically like Benidorm have another untapped option. In short. A comprehensive University of Waterloo study has shown that the height of buildings can be used to create a system of gravity energy storage. An idea that transforms cities built in height into a huge device to store and release energy at will. Mechanical batteries. The concept is, in essence, very simple. It is made up of a heavy mass (concrete or steel blocks), a system of pulleys and cables similar to that of an elevator, and a motor that also works as a generator. The operation is as follows. When there is a surplus of energy, for example at midday, when the building’s solar panels are at full capacity, the motor uses that electricity to lift heavy dough along a vertical gaplike that of an elevator. Electrical energy is converted into potential energy. When electricity is needed and renewables are not producing, at night or on a day without wind, the mass is dropped in a controlled manner. The force of gravity does the rest: the descending weight moves the generator, which converts the potential energy back into electricity ready to use. Tested successfully. The researchers propose this system as the heart of a hybrid energy ecosystem integrated into the building itself, which includes photovoltaic panels on facades, small wind turbines on the roof and backup lithium-ion batteries. As pointed out PV Magazinecompanies such as the Scottish Gravitricity have already demonstrated the viability of this technology with functional prototypes and have full-scale commercial projects of 4 and 8 MW underway. Energy is generated with the sun and the wind. Gravity acts as the main battery for daily storage, managing large charge and discharge cycles. Is it viable? To test whether their idea was more than just an interesting theory, the University of Waterloo team ran a massive simulation. They analyzed 625 different building designs, varying parameters such as height, the shape of the floor plan (more square or more elongated) and the energy efficiency of the building. The results are very promising. The system (facade solar panels + small wind power + gravity storage + a battery support) achieved a levelized cost of electricity of between 0.051 and 0.111 dollars per kWh. This figure is very competitive, and even improves the costs of other renewable energy systems integrated into buildings located in areas with moderate solar or wind resources. And taller buildings with larger floor plans benefit the most, so Benidorm It is our best asset. Image | Diego Delso (CC BY-SA 3.0) In Xataka | Finland has found a cheap way to store energy all winter: a tower of 2,000 tons of sand

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