by James Mitchell Crow Aug. 25,2011, New Scientist issue 2827.
http://www.newscientist.com/article/mg21128272.300-recharging-the-battery.html?full=true

IF THERE is one thing that symbolises the incredible success - and dismal failure - of 21st-century technology, it is the battery. Each year we spend some $50 billion on the things, mostly to go in our cameras, cellphones and laptops. They give us abilities our parents could only dream of. Yet batteries are also a titanic headache, both for engineers who must squeeze these objects into tight spaces, and for the millions of us who curse them whenever our gadgets run out of juice.

Help could finally be at hand, though, now that researchers are starting to rethink electrical storage from the bottom up. They foresee a time when the very fabric of modern life - ordinary materials such as plastics and concrete - will hold much of the electricity we need. Utilising familiar stuff in this way not only promises to keep the power flowing wherever we go, but it could signal the end of the battery as we know it. In future, that plastic casing on your smartphone won't just protect the circuits inside; it will keep them supplied with juice too. The walls and floors of your home could also do double duty - as infrastructure that also keeps the lights burning. Even humble paper could play a vital role in keeping you switched on.

According to Emile Greenhalgh, one of the first places you'll notice a difference will be on your driveway. Though your next car is likely to look familiar, its sleek bodywork could well be made from lightweight composites rather than steel. And if Greenhalgh, a materials scientist at Imperial College London, has his way, this bodywork will help store the energy that your vehicle's electric motor needs for the daily commute. "We think the car of the future could be drawing power from its roof, its bonnet or its door," he says.

His vision emerged in 2003, when he was approached by researchers from the UK government's research agency, the Defence Science and Technology Laboratory. They were after a new material for uncrewed aerial vehicles that would be strong enough to bear a load but could also store electrical energy. Greenhalgh and his colleagues were intrigued and set out to design one.

They began with a material that is already revolutionising the aerospace industry: carbon fibre. The stuff is renowned for high strength and low weight. When used to reinforce plastic resins, it forms a tough composite used in Formula One racing cars and new passenger jets like Boeing's 787 Dreamliner. Though carbon-fibre composites are not known for electricity storage, the fibres are good electrical conductors - useful when you want them to store charge. "Some commercially available carbon fibres perform really well as electrodes," says Leif Asp of the Swerea Sicomp research institute in Gothenburg, Sweden. "That was not what we expected."

Rather than building a battery, Greenhalgh decided to focus efforts on developing another energy-storage device: a capacitor, or in this case a souped-up "supercapacitor". A battery has two electrodes separated by an electrolyte. The difference in electric charge between the electrodes causes charged ions to flow through the electrolyte when the battery is part of a circuit, causing current to flow. Batteries therefore store electricity in chemical form, while in capacitors all the charge accumulates on the electrodes, and an insulating layer keeps these charges apart. The solidity of a capacitor is what makes them easier to adapt for load bearing.

The key to creating a capacitor that can store electricity in amounts useful to your gadgets is to maximise the electrodes' surface area. So Greenhalgh coated each carbon fibre with a bristling layer of conducting carbon-nanotubes. He then weaved this furry spaghetti into two flat electrodes, added an insulating fibreglass layer between them, and encased the lot in a polymer resin.

The nanotubes brought an unexpected benefit - they not only stored a lot of charge, but they made the supercapacitor panel extremely strong. In part, this is down to their surface area, which helps to create a better bond between the fibres and the resin. The nanotubes also act like guy ropes, extending out from the slender carbon fibres and helping to stop them from buckling under a load. The result is a tough, lightweight panel that can store 1 watt-hour per kilogram, around 1/20th of the capacity of a conventional supercapacitor (see chart).

Greenhalgh now heads a European-wide project called Storage, which, in partnership with Volvo, aims to construct a hybrid-electric car in which a large steel panel in the vehicle's floor will be replaced by a composite supercapacitor. By shrinking the main battery and eliminating heavy steel, the panel should shave some 15 per cent from the vehicle's weight. However, though Greenhalgh is confident he can improve on his supercapacitor's existing storage capacity, he admits that you will probably never drive an electric vehicle powered solely by such capacitors as they are unlikely to ever match the capacity of lithium-ion batteries.

Lightweight laptops

Still, such panels offer significant advantages, particularly for hybrid cars with regenerative braking, which slows a car by converting the kinetic energy of movement into electrical energy. Supercapacitors are perfectly suited for collecting these short bursts of energy and putting it back into the system when they accelerate. That means the main battery can be smaller and lighter, and should last longer in service.

That said, other members of the Storage consortium are still keen to entirely eliminate conventional hybrid-vehicle batteries. Asp, in particular, wants to turn lithium-ion batteries themselves into structural composites. Again, carbon fibre is a surprisingly good place to start as one of the electrodes in a conventional lithium-ion battery is usually made from graphite, and carbon fibres are essentially graphite threads.

Batteries are tricky to adapt to a dual role, though, because their electrolyte is often a gel or liquid. So Asp's team is formulating a mix that incorporates a tough polycarbonate as well as a liquid electrolyte. Asp claims its capacity will eventually match that of existing lithium-ion batteries.

Asp's "composite battery" could eventually offer lightweight versions of conventional laptops and cellphones, or new designs that run for longer without needing a recharge. However, that might not happen overnight, as carbon-fibre composites aren't cheap. When they are eventually commercialised, structural batteries are likely to appear only in the most expensive products at first. That might not include cars, though. "What Volvo has found with electric cars is that steel is too heavy. They have to go to composite cars anyway," says Greenhalgh. "Our material gives a bonus."

Structural batteries need not always be expensive, though; they can also be based on seriously low-tech materials - stuff so cheap that you wouldn't think twice about parking your car right on top of it. In 2007, two researchers at the University of Cambridge laid the foundations for a future in which concrete walls, floors and even driveways could double up as huge batteries. Gordon Burstein and Erek Speckert reckoned that, because concrete contains millions of tiny water-filled pores, it should behave like an ionic conductor. When sandwiched between a steel cathode and an aluminium anode, their prototype battery did produce a trickle of current - until the electrodes succumbed to corrosion (ECS Transactions, DOI: 10.1149/1.2838188).

This unpromising start has inspired fresh attempts, however, including a concrete zinc-carbon battery created by a team at the State University of New York at Buffalo. The anode of their three-layered concrete composite contains carbon black and zinc powder while the cathode contains carbon black and manganese dioxide powder (see diagram). The idea is that these finely dispersed materials improve electrical connectivity between the electrodes and the electrolyte, and this works, up to a point. Tests show their battery's storage capacity is still minuscule - just microwatt-hours per kilogram - but the researchers say that adding salts or polymers to tune electronic and ionic conductivity should improve its performance (Cement and Concrete Composites, vol 32, p 829).

Considering that the average American house contains over 12 tonnes of concrete and a small office block might use a thousand times more, concrete batteries would seem to offer huge capacity for electrical storage, particularly in off-grid buildings, as emergency back-up supplies for businesses or for smoothing the output from roof-mounted photovoltaic panels. For now, though, you are more likely to be plugging in to your wallpaper than to the wall behind it.

Paper-thin batteries are already highly desirable for powering circuitry in everything from electronic newspapers to the ultimate geek chic: clothing with gadgets like phones and music-players built in. Shreefal Mehta thinks that paper itself holds the key.

Mehta runs the Paper Battery Company based in Troy, New York, and is working towards electricity-storing sheets that will not only squeeze into places that conventional batteries can't reach - thin gaps in cellphone casings, say - but which could also replace paper and thin plastic in almost any situation where electricity storage would be a bonus.

Electric origami

His battery is based on research by a team at Rensselaer Polytechnic Institute (RPI), also in Troy, that showed it is possible to store energy in a sheet of cellulose. The team embedded a carbon-nanotube array into each side of a cellulose sheet that had been soaked in an ionic liquid. The nanotubes formed the electrodes, while the ionic liquid, dispersed in pores within the cellulose, acted as an electrolyte. Their material successfully stored around 10 watt-hours per kilogram - in other words, a dozen A4 sheets of the stuff would supply about the same energy as a typical AAA-battery (Proceedings of the National Academy of Sciences, vol 104, p 13574).

Though Mehta declined to reveal much about the material his company is developing, dubbed the PowerWrapper, he says their trick has been to formulate the different components into a printable ink so that they can create a battery by printing the layers sequentially. This allows them to create both supercapacitors and batteries with high energy-density that can be produced using a high-speed roll-to-roll manufacturing process. Mehta plans to commercialise his paper batteries in the next two years. "We're already in discussions with customers who are testing our prototype devices," he says.

Ultimately, the company envisages integrating their paper battery into the cover or lining of laptop cases, into car interiors and homes. A PowerWrapper sheet could do the job of a conventional membrane laid under the roof or fixed to exterior or interior walls, while also allowing you to store renewable energy from photovoltaic panels or turbines for times when the sun isn't shining or the wind doesn't blow. "You could wrap it around any structure," says Pulickel Ajayan, who helped develop the material at RPI.

So tread lightly on that concrete path. Close your laptop's lid with care. We may not wave goodbye to AA-batteries and their ilk for some while yet, but in the meantime let's show the everyday materials of modern life the respect they will soon deserve.

James Mitchell Crow is a science writer based in Melbourne, Australia

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