Deep Cycle Battery 12V 100AH Lithium Battery Best Price Lifepo4 Battery For ESS/Electric Car
| Nominal voltage / capacity | 12.8V 100Ah |
| Single cell voltage | 3.2V |
| Configuration | 4S1P |
| Internal Resistance | ≤420mΩ |
| End of charge Voltage | 14.6V |
| End of charge Current | 100mA |
| End of discharge Voltage | 9.2V |
| Charge Method | 0.2C (0.5A) CC/CV |
| Max.Continuous charge current | 50A |
| Nominal Discharge Current | 100A |
| Max. Pulse Discharge Current | 180A/10S |
| Weight | ≤10.5Kg |
| Storage Temp.(60-80% SOC Storage) | -10~45ºC |
| Cycle Life | 2000 times(Cycle @RT, 1C rate,100%D\OD) |
The electrolyte in such batteries — typically a liquid organic solvent whose function is to transport charged particles from one of a battery’s two electrodes to the other during charging and discharging — has been responsible for the overheating and fires that, for example, resulted in a temporary grounding of all of Boeing’s 787 Dreamliner jets, Ceder explains. Others have attempted to find a solid replacement for the liquid electrolyte, but this group is the first to show that this can be done in a formulation that fully meets the needs of battery applications.
Solid-state electrolytes could be “a real game-changer,” Ceder says, creating “almost a perfect battery, solving most of the remaining issues” in battery lifetime, safety, and cost.
Costs have already been coming down steadily, he says. But as for safety, replacing the electrolyte would be the key, Ceder adds: “All of the fires you’ve seen, with Boeing, Tesla, and others, they are all electrolyte fires. The lithium itself is not flammable in the state it’s in in these batteries. [With a solid electrolyte] there’s no safety problem — you could throw it against the wall, drive a nail through it — there’s nothing there to burn.”