"Nihon Keizai Shimbun" reported on June 11 that many Japanese manufacturers are competing for research and development around "all-solid-state batteries" that are considered to be a key element in the popularization of pure electric vehicles (EVs) and the Internet of Things (IoT). All-solid-state batteries are characterized by not using flammable liquids but instead using non-flammable solid electrolytes. This battery is safe and allows for greater energy output. Focusing on the popularization period in the mid-2020s, Japanese manufacturers are challenging issues such as establishing mass production technology. "Tell me the specific situation", "Do you have a brochure?" At the International Secondary Battery Exhibition held in Tokyo at the end of February, participants consulted in English and Chinese, and everyone was eagerly paying attention to the latest technology of all-solid-state batteries. Among them, a large number of people gathered in front of the booths of Hitachi Zosen and FDK, an electronic parts manufacturer owned by Fujitsu. Heat-resistant and long-life "Please do not take photos". Perhaps due to concerns about technology leakage, the person in charge of Hitachi Zosen stopped the participants from taking photos of the all-solid-state battery "AS-LiB" that the company had begun sample supply. According to the person in charge, the battery can also work at high temperatures above 100 degrees Celsius and "can be used in the space field." The company will set up production facilities in Osaka City in fiscal 2019. The practical application of all-solid-state batteries is expected to begin in the field of electronic devices and sensors that are lighter than pure electric vehicles. FDK demonstrated a small box similar to a semiconductor chip and plans to launch it as early as 2020. The principle of all-solid-state batteries is basically the same as that of the mainstream "lithium-ion batteries" on the market. Lithium ions travel between the positive and negative electrodes inside the battery to charge and discharge. The biggest difference between the two is whether the electrolyte between the electrodes is liquid or solid. The liquid electrolyte in lithium-ion batteries is flammable and may catch fire if damaged. There is no need to worry about leakage of the solid electrolyte in all-solid-state batteries. In addition, if a solid electrolyte is used, lithium ions move faster and the charging time can be shortened. As a power source, high-performance lithium ions have an energy output of 200-250 kWh per kilogram, while all-solid-state batteries are about twice that, reaching 500 kWh. The ions of lithium-ion batteries will dissolve into the electrolyte, and the output power will decrease after repeated charging and discharging. However, the ions of all-solid-state batteries will not dissolve when traveling, so their lifespan is longer than that of lithium-ion batteries. Statistics from the International Energy Agency (IEA) show that almost all of the more than 1 million pure electric vehicles and plug-in hybrid vehicles (PHEV) sold worldwide in 2017 used lithium-ion batteries. All-solid-state batteries will gradually expand their applications starting in the mid-2020s. According to Fuji Economic forecasts, the market size will reach approximately 2.8 trillion yen by 2035, a surge from 330 billion yen in 2030. The backdrop is a research and development boom among car manufacturers. Toyota Motor and Panasonic will establish a new vehicle battery company as early as 2020. The two parties will share relevant experience and technology in large-capacity lithium-ion batteries and all-solid-state batteries. Expectations for all-solid-state batteries are not limited to Earth. Japan's Special Ceramics will provide self-developed all-solid-state batteries to the space exploration start-up ispace, which it plans to transport to the lunar surface via a probe launched by the company around 2021. Competition boom in component R&D On the other hand, under the surface of the "all-solid boom", parts manufacturers engaged in basic component business such as electrolytes, cathode materials, and anode materials are also launching R&D competition. In terms of solid electrolytes, Mitsui Metals plans to develop electrolytes using sulfur, lithium, phosphorus, etc. as raw materials. Individual sintering methods will be developed separately. It is reported that the mass production performance is excellent, and we strive to put it into practical use around 2025. JX Metal has also joined forces with TOHOTITANIUM to develop electrolytes. In the petroleum industry, Idemitsu Kosan and automobile manufacturers have carried out research and development and obtained patents, striving to realize practical use in the 2020s. Cathode materials are components used to release lithium ions that roam within the battery. Rare metals such as cobalt are often used. Some Japanese companies have outstanding achievements in cathode materials for lithium-ion batteries. Sumitomo Metal Mining will also use traditional cathode materials in all-solid-state batteries. Sumitomo Chemical is developing nickel-manganese cathode materials that do not use rare metals. The negative electrode material is a member that retains the lithium ions that have moved inside the battery and forms a "charged state". The performance of negative electrode materials is greatly related to battery capacity. In terms of negative electrode materials, GSYUASA uses metallic silicon and develops products with an energy density that is approximately three times that of previous products. There are also other companies that, like Mitsui Metals, are committed to one-stop research and development from solid electrolytes to cathode materials and anode materials. Some people believe that Japanese companies have led the world in the field of all-solid-state batteries. Japan's New Energy Industrial Technology Development Organization (NEDO) plays a standard-bearing role and forms a research and development framework including Toyota, Panasonic, Asahi Kasei and Toray. The future issues are how to reduce production costs and establish a mass production system. Some types of solid electrolytes require the use of equipment that sinters the powdered material together. Achieving mass production requires large-scale sintering equipment, which requires more investment than the electrolyte of lithium-ion batteries that requires reacting various chemical substances in organic solvents. There are also new trends such as the competition to develop lightweight, large-capacity new batteries called "air batteries." Against this background, the trend of commercializing all-solid-state batteries is likely to expand.

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