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[66sequoia] 02/11/2018 06:10

Neill Ricketts (@neillricketts) Tweeted:Https://t.co/XUmkdX25gn great paper showing collaboration with @UoMGraphene @renishawplc @2DTECH @versarien https://twitter.com/neillricketts/status/1058137996313141253?s=17

[fireball xl5] 02/11/2018 00:22

Well put Festario. Especially with Bank in the name. I was fortunate enough to have had the local registrar sign my Birth Certificate, never looked back, a Mr William Ankers. Unlike some posts from those that shall remain nameless, it’s true.

[moljen] 02/11/2018 00:07

What a great evening of posts I have come back to, even learned one or two new things myself to add to my general what is going to influence the future. I see two of VRS's greatest detractors are now beginning to see the potential of a graphene Super Cap just by the list of Companies they've unearthed racing to make it work. By make it work I mean SuperCaps and Batteries work differently and size is is an outcome of this and why they don't exist for EV's at the minute, they'd be too big. Somebody will sooner or later work it out, be they big or be they small. This acquisition was about R&D, I like it, it's very astute, some incredible foundations being built here and no doubt in years to come there will be boom and bust companies but in the end there will be one or two. Right foundation decision after right foundation decision tie after time here in my opinion.

[willoicc] 01/11/2018 23:30

SG will you be able to charge a portable supercapacitor at home, then use it to charge your car battery as you drive?

[ellissj] 01/11/2018 22:44

Skeleton likely use reduced graphene oxide rgo in their supercaps 66 :) with curved layers that probably increases surface area and thus storage density. Same was mentioned in professor greys video link i posted earlier. Also likely gnano were using rgo too. Of course +nanene is 2D and therefore has a large surface area and is more conductive. Which is probably why they paired with vrs. Laymen opinion. Dyor Best ellis

[66sequoia] 01/11/2018 22:32

Https://www.skeletontech.com/news/graphene-based-ultracapacitors-boost-double-and-single-decker-buses-through-low-emission-zones-by-reducing-fuel-consumption

[p@] 01/11/2018 22:29

Great stuff super-deserves a second showing since its on the right bb-

[timbo003] 01/11/2018 22:21

I'm happy to oblige with a graphic Spid


@loglorry / anyone else, could you please upload the partners in the Talga Partnership ?




Some very big names among that lot.

[superg1] 01/11/2018 22:14

Interesting.



I recall looking up zap and go power packs a year or two ago. Plug in the power pack, charged in a couple of minutes then you can charge your phone from it on the go.

It looks like it’s moved on a bit from then

[66sequoia] 01/11/2018 22:13

Https://qt.eu/news/quantum-technologies-launch-press-release/

[fireball xl5] 01/11/2018 22:07

The watch, probably posted before but real and out there

[loglorry1] 01/11/2018 21:58

Good post @spid but I don't see Gnanomat and Zap n Go in that list ;)

------------
It is good to see that NR is promoting the Graphene / Graphite industry with the link to the "Why the British Car Industry Urgently Needs a Battery Gigafactory"

The Faraday Institution, includes Talga resources / Technologies (MC 106mil AUD / 58Mil GBP), they have been working on a few new battery technologies,



Talga, together with its consortia partners (see Table 1) has secured significant funding support under the ‘Innovation’ aspect of Faraday, where total funding of ~A$5.1 million has been awarded to support the following three R&D projects:

1. Safe High Voltage EV battery materials – led by Talga together with Johnson Matthey, Cambridge University and TWI;

2. Sodium-ion batteries for automotive power applications – led by Faradion together with Talga, Jaguar Land Rover, Warwick Manufacturing Group (“WMG”) and Croda; and

3. Supply Chain Accelerator for Li-ion Electrode materials in UK – led by Talga together with PV3 and WMG.

@loglorry / anyone else, could you please upload the partners in the Talga Partnership ?

Here is their success with rapid charging using graphite. I believe its only based on one cycle, which is very misleading.

The do claim to be able to charge a battery in 3min rather than 90 Min.



Here is the result of a Graphene (I think this is GNP 11-150 layer) that has the energy density of 550 mah/g - this is around 50% increase in capacity vs existing spherical graphite.




It is amazing looking at the last link how many of the large battery manufactures / companies are playing around with advanced batteries. Source page 2

Market

In some commercial Li-ion batteries (for example: BTR, Panasonic, Hitachi, Maxell among others), small amounts of silicon are already added to the carbon anode to enhance cell energy.

Recently, several automotive manufacturers have stated their intent to move to higher energy-to weight ratios in their next generation battery packs and other large groups in the anode supply chain have communicated the use of silicon technologies in graphite to produce silicon oxide based graphite, for example:

• Volkswagen - Estimates that cell energy density will increase by 25% from 2018 to 2025 and are targeting 20% silicon anodes from 2020 (Volkswagen Modular Electric Platform
presentation, Dresden Germany, 17 Sep 2018).

• Hitachi - Piloting a Si-graphite anode to form higher energy density batteries (Hitachi presentation, AABC 2018, Osaka Japan).

• BTR - The worlds largest anode manufacturer has a silicon-graphite anode in production and is looking to increase silicon loadings (BTR presentation, Benchmark Minerals Graphite + Anodes 2018, Newport Beach USA).

• Samsung - Has patented and begun marketing graphene coated silicon anode materials

[forestfred] 01/11/2018 21:55

Evening Luckyorange
That is some exciting info you can’t stop disruptive technology can you ! and we are in the thick of it.
Looks like Tony Seba is on the right track ...

Great post cheers and thanks for your efforts .
Ff

[sandbag] 01/11/2018 21:50

I left home this morning for a day in the countryside, arrived home and carried out a few jobs then logged on. Hell Bells! 299 posts and most of them sensible and readable.

It seems that the main topic of the day has been about charging EVs. For my two penny's worth I think the zap and go / London lampposts / roads which charge cars as they drive along it are superb in cities and on major roadways but it will be a heck of a long time before quick charging in those manners is available to all. i.e. terraced houses and rural properties.
Therefore solar panels on vehicles, supercapacitors, and better batteries would be the way forward.
Do we know anyone who could help out here?

[spid81] 01/11/2018 21:49

It is good to see that NR is promoting the Graphene / Graphite industry with the link to the "Why the British Car Industry Urgently Needs a Battery Gigafactory"

The Faraday Institution, includes Talga resources / Technologies (MC 106mil AUD / 58Mil GBP), they have been working on a few new battery technologies,



Talga, together with its consortia partners (see Table 1) has secured significant funding support under the ‘Innovation’ aspect of Faraday, where total funding of ~A$5.1 million has been awarded to support the following three R&D projects:

1. Safe High Voltage EV battery materials – led by Talga together with Johnson Matthey, Cambridge University and TWI;

2. Sodium-ion batteries for automotive power applications – led by Faradion together with Talga, Jaguar Land Rover, Warwick Manufacturing Group (“WMG”) and Croda; and

3. Supply Chain Accelerator for Li-ion Electrode materials in UK – led by Talga together with PV3 and WMG.

@loglorry / anyone else, could you please upload the partners in the Talga Partnership ?

Here is their success with rapid charging using graphite. I believe its only based on one cycle, which is very misleading.

The do claim to be able to charge a battery in 3min rather than 90 Min.



Here is the result of a Graphene (I think this is GNP 11-150 layer) that has the energy density of 550 mah/g - this is around 50% increase in capacity vs existing spherical graphite.




It is amazing looking at the last link how many of the large battery manufactures / companies are playing around with advanced batteries. Source page 2

Market

In some commercial Li-ion batteries (for example: BTR, Panasonic, Hitachi, Maxell among others), small amounts of silicon are already added to the carbon anode to enhance cell energy.

Recently, several automotive manufacturers have stated their intent to move to higher energy-to weight ratios in their next generation battery packs and other large groups in the anode supply chain have communicated the use of silicon technologies in graphite to produce silicon oxide based graphite, for example:

• Volkswagen - Estimates that cell energy density will increase by 25% from 2018 to 2025 and are targeting 20% silicon anodes from 2020 (Volkswagen Modular Electric Platform
presentation, Dresden Germany, 17 Sep 2018).

• Hitachi - Piloting a Si-graphite anode to form higher energy density batteries (Hitachi presentation, AABC 2018, Osaka Japan).

• BTR - The worlds largest anode manufacturer has a silicon-graphite anode in production and is looking to increase silicon loadings (BTR presentation, Benchmark Minerals Graphite + Anodes 2018, Newport Beach USA).

• Samsung - Has patented and begun marketing graphene coated silicon anode materials

[luckyorange] 01/11/2018 21:19

Fancy a rickshaw?

October 31st, 2018 by Kyle Field

In Italy, there are scooters everywhere, in Amsterdam, people love their bikes, and Thailand has its tuk-tuks. Over in India, there are rickshaws by the thousands. These low cost people movers are now being converted to low cost electric vehicles by the thousands, with over 1.5 million battery-powered electric rickshaws already zipping silently around the country. This is the electric vehicle revolution you’ve probably never heard of.



The mass adoption of electric rickshaws is being driven by pure economics as rickshaw operators opt for the silent, low maintenance, lower cost to operate electric rickshaws over petrol or manual cycle rickshaws because it’s just good business. Compared to a cycle rickshaw, an electric rickshaw enables the operator to give more rides per day, which translates to more profit.

On the other hand, the lower cost per mile of the electrified rickshaws compared to their petrol powered friends means all those extra rides come with a lower operating cost per kilometer which also translates to more cash in hand at the end of the day.

These economics have been true for quite some time, but what has really enabled electric rickshaws to take over in recent years is the falling cost of lithium ion batteries. Electric cars require thousands of batteries and they are singularly responsible for the more than doubling of the world’s production capacity of lithium ion batteries in just the last 3 years.

These smaller vehicles don’t require the larger, higher amperage, higher cost charging hardware that private electric vehicles need to charge and can simply plug into any normal wall outlet to recharge.

[forestfred] 01/11/2018 20:52

A very good thread luckyorange .
Food for thought indeed .
Ff

[dafad] 01/11/2018 20:48

Spanish Navy testing graphene

[luckyorange] 01/11/2018 20:40

Venkats video in 2014 when 100 miles on an electric cars was the limit, he does quote 230 in 5 years then, it was less than the 5 and more than doubled the previous distance, wonder what it will be in two years?

[luckyorange] 01/11/2018 20:14

Lots of interesting articles on the site with some 'shockers'



Some companies aren’t waiting for Europe to catch up on battery-making capabilities, though. In July, BMW said it plans to source $4.7 billion worth of batteries from Chinese maker CATL.

[luckyorange] 01/11/2018 20:00

Venkat Viswanathan seems to be one of the US battery experts, any questions tweet him😉




Within a year of being founded, Dutch startup Lithium Werks wants to fight with the big incumbents. Two weeks ago, it made an announcement that’s big news for the battery world: it had just signed an agreement to build a new battery factory in the Yangtze river delta, using an investment of €1.6 billion (around $1.8 billion). The scale and importance of the project was confirmed by the presence of Chinese premier Li Keqiang and Dutch prime minister Mark Rutte at the announcement.

The world’s demand for lithium-ion batteries is expected to rise 16 times current levels by 2030, according to Bloomberg New Energy Finance (paywall). Crucially, the Dutch company’s Oct. 16 announcement that it will build in China is yet another strong signal that the global battery industry now sees China as the premier destination to make lithium-ion batteries effectively and cheaply, moving ahead of East Asian rivals Japan and South Korea.

Despite the big money promises, however, experts Quartz spoke to aren’t convinced Lithium Werks has something unique to offer in the highly competitive battery space, and the startup seemed unable or unwilling to respond to a number of Quartz’s questions about its practices and plans.

Lithium Werks says it has the ability to manufacture batteries that use lithium-iron-phosphate (LFP) chemistry. This type of battery chemistry is typically used to power electric buses, and it can be used as an alternative to the 12-volt lead-acid battery that power most electric cars.

The A123 acquisition allows Lithium Werks to produce cylindrical cells, which are similar in shape to the batteries used in TV remotes for example—they are essentially larger versions of familiar AA or AAA batteries. “We decided to get out of the [cylindrical-cells] business,” says Michael O’Kronley, A123’s executive director for corporate strategy, because the market for them was becoming commoditized and low-margin.


A123 Systems now focuses on making large-format cells, which are typically flat and rectangular. Unlike cylindrical cells, it’s possible to pack many of these cells together without much empty space in between. That makes them ideal for use in electric cars, where space is at a premium.

It’s possible to stuff other types of battery chemistries, such as nickel-manganese-cobalt (NMC) chemistry, into cylindrical cells. But Lithium Werks said it will be using LFP to start.

There are a number of types of lithium-ion battery chemistries, each with its own pros and cons. Overall, the biggest growth for lithium-ion batteries is expected in the electric-car sector. But LFP is unlikely to play a big role there, because though LFP batteries are safe and reliable, they can’t pack as much energy in the same volume or mass as batteries made using NMC chemistry. That, says Venkat Viswanathan, a battery expert at Carnegie Mellon University, means LFP chemistry is likely to remain limited to applications like power tools or electric buses.

Lithium Werks acquired some patents from A123 Systems. Deepak Singh, a researcher for Lithium Werks, says those patents meant A123 Systems wasn’t manufacturing any LFP batteries anymore. O’Kronley says the patents A123 Systems sold were related to the manufacturing of cylindrical cells instead and had nothing to do with LFP chemistry, which A123 continues to use in its main products. A123 has licensed its LFP “nanophosphate” brand to Lithium Werks for a limited period of time, but it hasn’t given up the chemistry patents. (Quartz reached out to Lithium Werks to confirm O’Kronley’s statements but has not heard back.)

Singh says Lithium Werk’s sale price for LFP batteries is $300 per kilowatt-hour (kWh) and it aims to half that as it expands manufacturing. In an initial conversation, O’Kronley told Quartz that A123 Systems sells some battery systems that use LFP chemistry for the equivalent of $110 per kWh. After publication, O’Kronley told Quartz that this was a misunderstanding, but declined to provide other figures. In any case, other types of battery chemistries cost a lot more than LFP—NMC costs more than $200 per kWh—but are still preferred by electric carmakers because of their higher energy density.

Lithium Werks has bold ambitions: €880 million ($1 billion) in annual revenue by 2020, some 2,000 engineers working for the company by 2025, and 500 gigawatt-hours (GWh) worth of annual manufacturing capacity by 2030, which would be enough to power millions of electric cars. Those ambitions start with the factory it announced it will build in China, which the company says will produce about 8 GWh of batteries each year as soon as possible.

But beyond its acquisitions, Lithium Werks has little to show right now. In fact, it has yet to secure the €1.6 billion it needs to build its factory in China. The company plans to raise the money by selling up to 30% in equity and the rest through financing from Chinese banks. Those challenges come on top of the limitations of the LFP battery and its potential market size.

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