BeyondLIB has two dazzling "new stars", they are Li-S and Li-Air batteries. In fact, they are all old-fashioned systems, but they have been repackaged and heated up in recent years. Internationally, Li-S batteries are doing better in the United States, Polyplus, SionPower, and BASF in Germany. At present, the energy density of single cells can reach more than 400Wh/kg, but the cycleability is far from meeting practical requirements and self-discharge The more serious magnification performance is also worse. Li-S batteries must solve the problem of metal lithium negative electrodes, otherwise Li-S batteries will basically lose their high-energy advantages.

　　Coupled with the unique "polysulfide ion shuttle effect" of Li-S batteries, the author does not believe that Li-S batteries will have practical applications in electric vehicles. In the future, Li-S batteries will be used in military and field applications. Many special fields may have certain application prospects. As for the Li-Air battery, its idea and starting point are different from those of lithium sulfur. It belongs to the category of air batteries.

　　In the author’s personal opinion, metal-air batteries, especially secondary metal-air batteries, actually combine the shortcomings of secondary batteries and fuel cells organically, and magnify the shortcomings, and basically do not have commercialization. value.

　　The author personally believes that the next breakthrough point for lithium batteries may lie in all-solid-state lithium-ion batteries, rather than the currently hyped Li-S and Li-Air batteries. Due to the use of metal lithium as the negative electrode, the energy density of all-solid-state lithium-ion batteries will be greatly improved compared with current liquid lithium-ion batteries. The author estimates that the actual energy density of all-solid-state lithium-ion batteries can exceed 350Wh/kg. Good safety is another major advantage of all-solid-state lithium-ion batteries.

　　However, due to the slow transfer of ions in the solid electrolyte and the high resistance at the interface between the solid electrolyte and the positive and negative materials, these two basic characteristics determine that the rate and performance of the all-solid-state battery must be its shortcomings.

　　And the current power battery, even if it is a capacity power battery used for EV, 1C charging and discharging is the most basic rate requirement, not to mention the rate requirement of PHEV and HEV power battery. In addition, the cycleability and temperature performance of all solid-state batteries are still facing great challenges.