Paper supercapacitor addresses power/energy density trade-off
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    By Agcat:
    At Tesla, Peter Carlsson spent nearly five years at Elon Musk’s side, locating various parts of the Model S as the electric car company’s global supply chain manager. “The overarching goal of Tesla is to help reduce carbon emissions, and that means low cost and high volume,” Musk said back in 2006. “We will also serve as an example to the auto industry, proving that the technology really works and customers want to buy electric vehicles.”

    Now, as Tesla builds its Gigafactory in the Nevada desert, the company is recapitulating that mission, aiming to reduce not just the energy consumed by its cars, but the energy used to build its battery in the first place. Tesla says the factory will employ rooftop solar and wind turbines for energy, along with a closed loop water system. But Carlsson, who left Silicon Valley in 2015 for his native Sweden, wants to make his own progress toward the goal of green batteries.

    In May, Carlsson and fellow former Tesla executive Paolo Cerruti announced plans to build their own $4.5 billion electric battery plant to power electric cars, trucks, ships and, of course, a few Swedish snowmobiles. “We will produce a battery with significantly lower carbon footprint than the current supply chains,” Carlsson said during a September visit to his office in downtown Stockholm. His startup firm Northvolt is raising $120 million for the first phase of the plant, which Carlsson says will produce 32 Gigawatt-hours when fully running in 2023.

    Credit:   Eric Niiler  Wired 

    How will they do it? Raw materials like graphite and nickel will be sourced from deposits in Sweden, while cobalt will come from a huge refiner in Finland. Renewable energy will flow from Sweden’s hydropower dams. Waste heat will be recycled to keep factory neighbors warm in the winter. Old batteries will get new life through recycling.

    The Gigafactory will produce 50 GWhr of batteries when complete (although that might triple with two additional factory segments). Tesla expects to have a net zero energy factory without even a natural gas line. Excess energy from its rooftop solar panels will be stored in wall battery packs, and it will also have an onsite battery recycling facility.

    Like Musk, Carlsson says Northvolt’s lithium-ion batteries will have a carbon footprint close to zero. That’s in keeping with Sweden’s goals of a zero-greenhouse-emissions economy by 2045. In addition to satisfying EU environmental rules, Northvolt hopes to appeal to green-minded drivers who are not only looking at the energy costs of driving an electric car, but also count the energy consumed to build the lithium ion battery.

    Carlsson is banking on European drivers’ shift from “clean diesel”—a fantasy that turned out to be a fraud when EPA officials found that VW had rigged engine software to cheat on emissions tests—to electric vehicles. Volkswagen said this month that it will spend $60 billion on batteries to power dozens of new EV models in the next five years. That announcement follows BMW’s plan to mass produce 12 EV models by 2025, while Volvo is switching to EV manufacturing beginning in 2019.

    Looking at these carmakers’ PR moves in the past few months, Northvolt’s timing could be right. But is it realistic to think that a small Swedish startup company can produce a perfectly green electric battery?

    For one, Carlsson says Northvolt plans to make its own anode and cathode chemical mixes instead of buying them from European or Asian manufacturers. And Sweden has an excess of clean hydropower from Sweden’s northern mountain rivers that can be used to power a massive battery factory without burning fossil fuels or running a nuke. “The point is to support Europe’s green energy transformation,” Carlsson says. “Right now the flow of batteries to Europe would mainly come from Asia. If you take the [coal-powered] energy grids of China or Japan, both of their carbon footprints are pretty high. When you accumulate that into a battery pack for a vehicle, that’s a significant footprint.”

    But some experts say that the real environmental costs come earlier in the supply chain, when companies obtain lithium, cobalt, graphite, manganese, and nickel for their batteries. “They come in ores that need to be smelted,” says Jennifer B. Dunn, a chemical engineer at the Argonne National Laboratory who researches the environmental footprints of various manufacturing processes. “In addition to the carbon emissions, there can be a lot of sulfur oxide produced, and as Northvolt thinks about their supply chain, these are factors they are going to want to consider.”

    Dunn and her Argonne colleagues have been examining the energy consumption, greenhouse gas emissions, and air pollution from the “cradle-to-grave” of EV batteries. In this 2016 study, Dunn found that the biggest environmental impacts occur during the conversion of mineral ore to chemical pastes that are applied to the anode and cathodes of the battery. Bigger, busier battery manufacturing plants are more efficient than pioneer plants that are ramping up because of the energy needed to run big dryers on the assembly plant.

    Recycling metals from worn-out batteries makes a big difference too, Dunn says. “If you could recover those metals, especially from the battery itself, you wouldn’t have to go back to the mine and it would save a lot of emissions,” she says. Recycling old batteries is one reason why Northvolt is considering building its plant in Skellefteå (pronounced shuh-LEFF-too), an industrial city in Sweden’s mining district, some 480 miles north of the capital



    Paper supercapacitor addresses power/energy density trade-off
    Nerve Stimulation Therapy Revives A 35-Year-Old Man In Vegetative State – Sparks Hope
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