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U Mich team develops 1,000-cycle lithium-sulfur battery

A University of Michigan team has shown that a network of aramid nanofibers, recycled from Kevlar, can enable lithium-sulfur batteries to overcome their Achilles heel of cycle life, delivering an estimated 1,000 real-world cycles. A paper on their work is published in Nature Communications.

LiS Battery Diagram

A diagram of the battery shows how lithium ions can return to the lithium electrode while the lithium polysulfides can't get through the membrane separating the electrodes. In addition, spiky dendrites growing from the lithium electrode can't short the battery by piercing the membrane and reaching the sulfur electrode. Credit: Ahmet Emre, Kotov Lab, University of Michigan.

There are a number of reports claiming several hundred cycles for lithium-sulfur batteries, but it is achieved at the expense of other parameters—capacity, charging rate, resilience and safety. The challenge nowadays is to make a battery that increases the cycling rate from the former 10 cycles to hundreds of cycles and satisfies multiple other requirements including cost.

Biomimetic engineering of these batteries integrated two scales—molecular and nanoscale. For the first time, we integrated ionic selectivity of cell membranes and toughness of cartilage. Our integrated system approach enabled us to address the overarching challenges of lithium-sulfur batteries.

—Nicholas Kotov, the Irving Langmuir Distinguished University Professor of Chemical Sciences and Engineering, who led the research

Previously, Kotov’s team had relied on networks of aramid nanofibers infused with an electrolyte gel to stop one of the main causes of short cycle-life: dendrites that grow from one electrode to the other, piercing the membrane. The toughness of aramid fibers stops the dendrites.

However, lithium sulfur batteries have another problem: small molecules of lithium and sulfur form and flow to the lithium, attaching themselves and reducing the battery's capacity. The membrane needed to allow lithium ions to flow from the lithium to the sulfur and back—and to block the lithium and lithium polysulfides. This ability is called ion selectivity.

Inspired by biological ion channels, we engineered highways for lithium ions where lithium polysulfides cannot pass the tolls.

—Ahmet Emre, a postdoc in chemical engineering and co-first author

The lithium ions and lithium polysulfides are similar in size, so it wasn’t enough to block the lithium polysulfides by making small channels. Mimicking pores in biological membranes, the U-M researchers added an electrical charge to the pores in the battery membrane.

They did this by harnessing the lithium polysulfides themselves: they stuck to the aramid nanofibers, and their negative charges repelled the lithium polysulfide ions that continued to form at the sulfur electrode. Positively charged lithium ions, however, could pass freely.

As a battery, Kotov says that the design is “nearly perfect,” with its capacity and efficiency approaching the theoretical limits. It can also handle the temperature extremes of automotive life, from the heat of charging in full sun to the chill of winter. However, the real-world cycle life may be shorter with fast charging, more like 1,000 cycles, he sayid. This is considered a ten-year lifespan.

Along with the higher capacity, lithium-sulfur batteries have sustainability advantages over other lithium-ion batteries. Sulfur is much more abundant than the cobalt of lithium-ion electrodes. In addition, the aramid fibers of the battery membrane can be recycled from old bulletproof vests.

The research was funded by the National Science Foundation and the Department of Defense. The team studied the membrane at the Michigan Center for Materials Characterization. The University of Michigan has patented the membrane and Kotov is developing a company to bring it to market.

Kotov is also the Joseph B. and Florence V. Cejka Professor of Engineering and a professor of chemical engineering, materials science and engineering, and macromolecular science and engineering.


  • Emre et al. (2022) “Study: Multifactorial engineering of biomimetic membranes for batteries with multiple high-performance parameters” Nature Communications doi: 10.1038/s41467-021-27861-w



“ The batteries using cartilage-like bioinspired ANF membranes exhibited a close-to-theoretical-maximum capacity of 1268 mAh g−1, up to 3500+ cycle life, and up to 3C discharge rates. Essential for safety, the high thermal resilience of ANFs enables operation at temperatures up to 80 °C.”

Very impressive- sounds too good to be true. Revolutionary if proves to be viable.


negative charges repelled the lithium polysulfide ions


I do not know if this is THE solution but there is enough research work on Lithium Sulfur so I am fairly sure that there will be a one or more solutions found. Maybe Lyten with graphene encapsulation or Monash University's sweet (sugar based) solution. Even after one or more good solutions is found, it will take some time to find economic manufacturing techniques and to ramp up production. However, if there is an economic solution with high energy density, fast charge rate, and good life, it will be a real game changer which will allow battery electric long haul trucks, private vehicles with 600 mile plus range, commuter and other short to medium range aircraft, etc.


The paper does not tell about energy density, but common Li-S batteries are 1.7-2.5V.
They claim capacity of 1268 mah/g, therefore, I understand they got >1000 wh/kg!

The future of Li-S is looking really nice.

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