Tag Archives: automotive industry

Neuromorphic (brainlike) computing and your car (a Mercedes Benz Vision AVTR concept car)

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If you’ve ever fantasized about a batmobile of your own, the dream could come true soon,

Mercedes Berz VISION AVTR [downloaded from https://www.mercedes-benz.com/en/innovation/concept-cars/vision-avtr/]

It was the mention of neuromorphic computing in a television ad sometime in September 2022 that sent me on a mission to find out what Mercedes Benz means when they use neuromorphic computing to describe a feature found in their Vision AVTR concept car. First, a little bit about the car (from the Vision AVTR webpage accessed in October 2022),

VISION AVTR – inspired by AVATAR.

The name of the groundbreaking concept vehicle stands not only for the close collaboration in developing the show car together with the AVATAR team but also for ADVANCED VEHICLE TRANSFORMATION. This concept vehicle embodies the vision of Mercedes-Benz designers, engineers and trend researchers for mobility in the distant future.

,,,

Organic battery technology.

The VISION AVTR was designed in line with its innovative electric drive. This is based on a particularly powerful and compact high-voltage battery. For the first time, the revolutionary battery technology is based on graphene-based [emphasis mine] organic cell chemistry and thus completely eliminates rare, toxic and expensive earths such as metals. Electromobility thus becomes independent of fossil resources. An absolute revolution is also the recyclability by composting, which is 100% recyclable due to the materiality. As a result, Mercedes-Benz underlines the high relevance of a future circular economy in the raw materials sector.

…

Masterpiece of efficiency.

At Mercedes-Benz, the consideration of efficiency goes far beyond the drive concept, because with increasing digitalisation, the performance of the large number of so-called secondary consumers also comes into focus – along with their efficient energy supply, without negatively affecting the drive power of the vehicle itself. Energy consumption per computing operation is already a key target in the development of new computer chips. This trend will continue in the coming years with the growth of sensors and artificial intelligence in the automotive industry. The neuro-inspired approach of the VISION AVTR, including so-called neuromorphic hardware, promises to minimise the energy requirements of sensors, chips and other components to a few watts. [emphasis mine] Their energy supply is provided by the cached current of the integrated solar plates on the back of the VISION AVTR. The 33 multi-directionally movable surface elements act as “bionic flaps”.

Interior and exterior merge.

For the first time, Mercedes-Benz has worked with a completely new design approach in the design of the VISION AVTR. The holistic concept combines the design disciplines interior, exterior and UX [user experience] from the first sketch. Man and human perception are the starting point of a design process from the inside out. The design process begins with the experience of the passengers and consciously focuses on the perception and needs of the passengers. The goal was to create a car that prolongs the perception of its passengers. It was also a matter of creating an immersive experience space in which passengers connect with each other, with the vehicle and the surrounding area [emphasis mine ] in a unique way.

…

Intuitive control.

The VISION AVTR already responds to the approach of the passengers by visualising the energy and information flow of the environment with digital neurons that flow through the grille through the wheels to the rear area. The first interaction in the interior between man and vehicle happens completely intuitively via the control unit: by placing the hand on the centre console, the interior comes to life and the vehicle recognises the driver by his breathing. This is made visible on the instrument panel and on the user’s hand. The VISION AVTR thus establishes a biometric connection with the driver [emphasis mine] and increases his awareness of the environment. The digital neurons flow from the interior into the exterior and visualise the flow of energy and information. For example, when driving, the neurons flow over the outside of the vehicle. [emphasis mine] When changing direction, the energy flows to the corresponding side of the vehicle.

The vehicle as an immersive experience space.

The visual connection between passengers and the outside world is created by the curved display module, which replaces a conventional dashboard. The outside world around the vehicle and the surrounding area is shown in real-time 3D graphics and at the same time shows what is happening on the road in front of the vehicle. Combined with energy lines, these detailed real-time images bring the interior to life and allow passengers to discover and interact with the environment in a natural way with different views of the outside world. Three wonders of nature – the Huangshan Mountains of China, the 115-metre-high Hyperion Tree found in the United States and the pink salt Lake Hillier from Australia – can be explored in detail. Passengers become aware of various forces of nature that are not normally visible to the human eye, such as magnetic fields, bioenergy or ultraviolet light.

The curved display module in the Mercedes-Benz VISION AVTR – inspired by AVATAR
[downloaded from https://www.mercedes-benz.com/en/innovation/concept-cars/vision-avtr/]

Bionic formal language.

When the boundaries between vehicle and living beings are lifted, Mercedes-Benz combines luxury and sustainability and works to make the vehicles as resource-saving as possible. With the VISION AVTR, the brand is now showing how a vehicle can blend harmoniously into its environment and communicate with it. In the ecosystem of the future, the ultimate luxury is the fusion of human and nature with the help of technology. The VISION AVTR is thus an example of sustainable luxury in the field of design. As soon as you get in, the car becomes an extension of your own body and a tool to discover the environment much as in the film humans can use avatars to extend and expand their abilities.

A few thoughts

The movie, Avatar, was released in 2009 and recently rereleased in movie houses in anticipation of the sequel, Avatar: The Way of Water to be released in December 2022 (Avatar [2009 film] Wikipedia entry). The timing, Avatar and AVTR, is interesting, oui?

Moving onto ‘organic’, which means carbon-based in this instance and, specifically, graphene. Commercialization of graphene is likely top-of-mind for the folks (European Commission) who bet 1B Euros in 2013 with European Union money to fund the Graphene Flagship project. This battery from German company Mercedes Benz must be exciting news for the funders and for people who want to lessen dependency on rare earths. Your battery can be composted safely (according to the advertising).

The other piece of good news, is the neuromorphic computing,

“The neuro-inspired approach of the VISION AVTR, including so-called neuromorphic hardware, promises to minimise the energy requirements of sensors, chips and other components to a few watts.”

On the other hand and keeping in mind the image above (a hand with what looks like an embedded object), it seems a little disconcerting to merge with one’s car, “… passengers connect with each other, with the vehicle and the surrounding area …” which becomes even more disconcerting when this appears in the advertising,

… VISION AVTR thus establishes a biometric connection with the driver … The digital neurons flow from the interior into the exterior and visualise the flow of energy and information. For example, when driving, the neurons flow over the outside of the vehicle.

Are these ‘digital neurons’ flowing around the car like a water current? Also, the car is visualizing? Hmm …

I did manage to find a bit more information about neuromorphic computing although it’s for a different Mercedes Benz concept car (there’s no mention of flowing digital neurons) in a January 18, 2022 article by Sally Ward-Foxton for EE Times (Note: A link has been removed),

The Mercedes Vision EQXX concept car, promoted as “the most efficient Mercedes-Benz ever built,” incorporates neuromorphic computing to help reduce power consumption and extend vehicle range. To that end, BrainChip’s Akida neuromorphic chip enables in-cabin keyword spotting as a more power-efficient way than existing AI-based keyword detection systems.

…

“Working with California-based artificial intelligence experts BrainChip, Mercedes-Benz engineers developed systems based on BrainChip’s Akida hardware and software,” Mercedes noted in a statement describing the Vision EQXX. “The example in the Vision EQXX is the “Hey Mercedes” hot-word detection. Structured along neuromorphic principles, it is five to ten times more efficient than conventional voice control,” the carmaker claimed.

…

That represents validation of BrainChip’s technology by one of its early-access customers. BrainChip’s Akida chip accelerates spiking neural networks (SNNs) and convolutional neural networks (via conversion to SNNs). It is not limited to a particular application, and also run [sic] person detection, voice or face recognition SNNs, for example, that Mercedes could also explore.

…

This January 6, 2022 article by Nitin Dahad for embedded.com describes what were then the latest software innovations in the automotive industry and segues into a description of spiking neural networks (Note: A link has been removed),

The electric vehicle (EV) has clearly become a key topic of discussion, with EV range probably the thing most consumers are probably worried about. To address the range concern, two stories emerged this week – one was Mercedes-Benz’ achieving a 1,000 km range with its VISION EQXX prototype, albeit as a concept car, and General Motors announcing during a CES [Consumer Electronics Show] 2022 keynote its new Chevrolet Silverado EV with 400-mile (640 km) range.

In briefings with companies, I often hear them talk about the software-defined car and the extensive use of software simulation (or we could also call it a digital twin). In the case of both the VISION EQXX and the Silverado EV, software plays a key part. I also spoke to BlackBerry about its IVY platform and how it is laying the groundwork for software-defined vehicles.

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Neuromorphic computing for infotainment

This efficiency is not just being applied to enhancing range though. Mercedes-Benz also points out that its infotainment system uses neuromorphic computing to enable the car to take to “take its cue from the way nature thinks”.

Mercedes-Benz VISION EQXXMercedes-Benz VISION EQXX

The hardware runs spiking neural networks, in which data is coded in discrete spikes and energy only consumed when a spike occurs, reducing energy consumption by orders of magnitude. In order to deliver this, the carmaker worked with BrainChip, developing the systems based on its Akida processor. In the VISION EQXX, this technology enables the “Hey Mercedes” hot-word detection five to ten times more efficiently than conventional voice control. Mercedes-Benz said although neuromorphic computing is still in its infancy, systems like these will be available on the market in just a few years. When applied on scale throughout a vehicle, they have the potential to radically reduce the energy needed to run the latest AI technologies.

…

For anyone curious about BrainChip, you can find out more here.

It took a little longer than I hoped but I’m glad that I found out a little more about neuromorphic computing and one application in the automotive industry.

Sound-absorbing nanofoam

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In these increasingly noisy days (there’s construction going on around me), news of a cheaper, easier way to dull the noise is very attractive. From a June 25, 2018 Far Eastern Federal University (Russia) press release on EurekAlert,

The breakthrough material reduces a noise level by 100% more efficient comparing to standard analogs, cutting the level of noise transmission by 20-22 dB. The new foam reacts to sound waves not only of high but also of low frequencies, which can damage human health. A young scientist from the Far Eastern Federal University (FEFU) took part in the development.

PARTNERSHIP DEVELOPMENT

Alexey Zavjalov, postdoc, researcher at the Academic Department of Nuclear Technologies School of Natural Science, FEFU, worked as a part of the international team of Russian and South Korean scientists under professor S.P. Bardakhanov. Alexey’s research performance led to the creation of nanofoam – the new noise-absorbing composite material. The results of the work are published in ‘Applied Acoustics’.

‘The problem of noise is the problem of modern technogenic civilization. In South Korea, cities are equipped with round-the-clock working stationary and mobile networks for noise levels monitoring. The urbanization level of such territorially small countries as South Korea is much higher than in Russia. However, in our country this problem is still crucial for big cities,’ – explained Alexey Zavjalov. – ‘The development of new noise-absorbing materials is especially interesting for the automotive industry. Modern people spend a lot of time driving cars and the noise level inside the vehicles’ directly determines the quality of life. For East Asian countries, the issue of noise control is relevant for high-speed rail lines.’ Porous materials are excellent sound absorbers but their noise-absorbing properties can be significantly enhanced by nanoporous grit injected into the foam structure and formed internal channels in it. Alexey Zavjalov has developed approaches for saturation of macroporous foam material with nanoporous grit.

HARMFULNESS OF THE LOW FREQUENCIES NOISES.

Along with the rapid development of nanotechnology, there have been many attempts to mix nano- and microsized materials to create a modified material with enhanced strength, elastic, dynamical and vibrational properties. The acoustic parameters of such materials could not be fundamentally enhanced thus far.

Foam materials are most often used for soundproofing purposes. They provide the proper quality at a reasonable cost, but until today have been effective against high-frequency noise only. At the same time, low frequencies can be much more harmful to human health.

Infra- and low-frequency vibrations and noise (less than 0.4 kHz) are most harmful and dangerous for human health and life. Especially unfavorable is their long-lasting impact, since leads to serious diseases and pathologies. Complaints on such oppressions exceed 35% of the sum total of complaints on harmful environmental conditions.

The foam material, developed by Russian and Korean scientists, demonstrated promising results at medium frequencies and, therefore, more specialized low-frequency noise tests are needed.

CHEAPER AND EASIER FOR APPLICATION THAN AEROGEL.

The improved acoustic characteristics of the newest hybrid nanofoam were obtained by additional impregnation of the standard off-the-shelf sound-absorbing foam with porous granules of silica and magnetite nanoparticles. The porous foam was immersed in nanopowder suspensions in the liquid, subjected to ultrasonic treatment and dried.

The nanoparticles granules formed in the result can be compared structurally to a widely known class of materials – aerogel. It has not only excellent thermal insulation properties but also has a good noise-proof. However, aerogels are quite expensive and complex when used in structures. The new material, created according to the scheme developed by the FEFU researcher, is structurally similar to aerogel but is free of such shortcomings as a high price and engineering problems.

COMPOSITE TECHNOLOGY

The mechanism of sound absorption of a new foam is based on the fact that its sound-absorbing surface is significantly scaled due to the presence of a large number of nanopores in the particles injected, as well as the location of these particles in the foam matrix in the form of distinct channels. Nanoparticles dissipate the energy of a sound wave transforming it into heat. The soundproof properties of the material increase.

Scientists found out that the composite structure is most effective for noise reduction. Thin layers of foam impregnated with nanoparticles are connected to each other in a “sandwich”-construction. This design significantly improves the soundproof properties of the resulting material. The outcome of the study also suggests that the more foamy material is impregnated with nanoparticles, the better it’s sound absorption is.

‘In some approximation, any material can be represented as a network of weights connected by springs. Such a mechanical system always has its own frequency bands, in which the oscillations propagate in the system relatively freely. There are also forbidden frequency bands in which the oscillations rapidly fade out in the system. To effectively extinguish the transmission of oscillations, including sound waves, the materials should be alternated in such a way that the fluctuations that propagate freely in the first material would be in the forbidden band for the second layer,’- commented Alexey Zavjalov. – ‘Of course, for our foam material, this idealization is too crude. However, it allows us to clearly illustrate the fundamentally conditioned necessity of creating a “sandwich” structure.’

RESEARCH OUTCOME

The study showed the effectiveness of the method of foams impregnation with nanosilica or nanomagnetite, which form granules up to several hundred micrometers (in accordance with the pore sizes of the modified foam material) and having pores about 15 nm. This small addition provided a more complex and branched 3D network of nanochannels which led to an additional absorption of noise energy.

Due to the method used, the noise absorption efficiency was achieved in the range of 2.0-6.3 kHz and at lower frequencies 0.5-1.6 kHz. The degree of absorption was increased by 60-100% and the sound transmission was reduced by 20-22 dB, regardless of the type of nanofiller.

‘There is room to further improve the sound absorbing properties of the new material for medium and low frequencies using the” active control” strategy’. – Alexey Zavjalov comments on the plans for further development of such an important scientific topic. – ‘First of all, this refers to the materials obtained by using a magnetite nanopowder. Active noise protection systems have long been used in the world. The main idea is to detect the noise acoustic fields “online” and to generate sound waves in antiphase by means of loudspeakers. That allows achieving a significant reduction of noise in a given area. Concerning the nanofoam, it’s proposed to adapt this approach and to actively exert on a material saturated with granules of magnetite nanoparticles by magnetic fields. This will achieve even better noise reduction.’

Here’s a link to and a citation for the paper,

Hybrid sound-absorbing foam materials with nanostructured grit-impregnated pores by S.P.Bardakhanov, C.M.Lee, V.N.Goverdovskiy, A.P.Zavjalov, K.V.Zobov, M.Chen, Z.H.Xu, I.K.Chakin, D.Yu.Trufanov. Applied Acoustics Volume 139, October 2018, Pages 69-74
https://doi.org/10.1016/j.apacoust.2018.04.024 Available online 23 April 2018.

This paper is behind a paywall.

If you have difficulty seeing the press release on EurekAlert, there is a June 26, 2018 news item on a Russian news site, RSF News and there is an edited version in a June 26, 2018 news item on Azonano.

Achieving ultra-low friction without oil

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Oiled gears as small parts of large mechanism Courtesy: Georgia Institute of Technology

Oiled gears as small parts of large mechanism Courtesy: Georgia Institute of Technology

Those gears are gorgeous, especially in full size; I will be giving a link to a full size version in a bit. Meanwhile, an Oct. 11, 2016 news item on Nanowerk makes an announcement about ultra-low friction without oil,

Researchers at Georgia Institute of Technology [Georgia Tech; US] have developed a new process for treating metal surfaces that has the potential to improve efficiency in piston engines and a range of other equipment.

The method improves the ability of metal surfaces to bond with oil, significantly reducing friction without special oil additives.

“About 50 percent of the mechanical energy losses in an internal combustion engine result from piston assembly friction. So if we can reduce the friction, we can save energy and reduce fuel and oil consumption,” said Michael Varenberg, an assistant professor in Georgia Tech’s George W. Woodruff School of Mechanical Engineering.

An Oct. 5, 2016 Georgia Tech news release (also on EurekAlert but dated Oct. 11, 2016), which originated the news item, describes the research in more detail,

In the study, which was published Oct. 5 [2016] in the journal Tribology Letters, the researchers at Georgia Tech and Technion – Israel Institute of Technology tested treating the surface of cast iron blocks by blasting it with mixture of copper sulfide and aluminum oxide. The shot peening modified the surface chemically that changed how oil molecules bonded with the metal and led to a superior surface lubricity.

“We want oil molecules to be connected strongly to the surface. Traditionally this connection is created by putting additives in the oil,” Varenberg said. “In this specific case, we shot peen the surface with a blend of alumina and copper sulfide particles.  Making the surface more active chemically by deforming it allows for replacement reaction to form iron sulfide on top of the iron. And iron sulfides are known for very strong bonds with oil molecules.”

Oil is the primary tool used to reduce the friction that occurs when two surfaces slide in contact. The new surface treatment results in an ultra-low friction coefficient of about 0.01 in a base oil environment, which is about 10 times less than a friction coefficient obtained on a reference untreated surface, the researchers reported.

“The reported result surpasses the performance of the best current commercial oils and is similar to the performance of lubricants formulated with tungsten disulfide-based nanoparticles, but critically, our process does not use any expensive nanostructured media,” Varenberg said.

The method for reducing surface friction is flexible and similar results can be achieved using a variety of processes other than shot peening, such as lapping, honing, burnishing, laser shock peening, the researchers suggest. That would make the process even easier to adapt to a range of uses and industries. The researchers plan to continue to examine that fundamental functional principles and physicochemical mechanisms that caused the treatment to be so successful.

“This straightforward, scalable pathway to ultra-low friction opens new horizons for surface engineering, and it could significantly reduce energy losses on an industrial scale,” Varenberg said. “Moreover, our finding may result in a paradigm shift in the art of lubrication and initiate a whole new direction in surface science and engineering due to the generality of the idea and a broad range of potential applications.”

Here’s a link to and a citation for the paper,

Mechano-Chemical Surface Modification with Cu2S: Inducing Superior Lubricity by Michael Varenberg, Grigory Ryk, Alexander Yakhnis, Yuri Kligerman, Neha Kondekar, & Matthew T. McDowell. Tribol Lett (2016) 64: 28. doi:10.1007/s11249-016-0758-8 First online: Oct. 5, 2016

This paper is behind a paywall.

Nano for car lubricants and for sensors on dashboards

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I have two car-oriented news items today. The first concerns the introduction of carbon nanospheres into lubricants as a means of reducing friction. From a March 5, 2015 news item on Nanowerk,

Tiny, perfectly smooth carbon spheres added to motor oil have been shown to reduce friction and wear typically seen in engines by as much as 25 percent, suggesting a similar enhancement in fuel economy.

The researchers also have shown how to potentially mass-produce the spheres, making them hundreds of times faster than previously possible using ultrasound to speed chemical reactions in manufacturing.

“People have been making these spheres for about the last 10 years, but what we discovered was that instead of taking the 24 hours of synthesis normally needed, we can make them in 5 minutes,” said Vilas Pol, an associate professor of chemical engineering at Purdue University.

The spheres are 100-500 nanometers in diameter, a range that generally matches the “surface roughness” of moving engine components.

“So the spheres are able to help fill in these areas and reduce friction,” said mechanical engineering doctoral student Abdullah A. Alazemi.

A March 4, 2015 Purdue University news release by Emil Venere, which originated the news item, elaborates on the impact this finding could have (Note: A link has been removed),

Tests show friction is reduced by 10 percent to 25 percent when using motor oil containing 3 percent of the spheres by weight.

…

“Reducing friction by 10 to 25 percent would be a significant improvement,” Sadeghi said. “Many industries are trying to reduce friction through modification of lubricants. The primary benefit to reducing friction is improved fuel economy.”

Friction is greatest when an engine is starting and shutting off, so improved lubrication is especially needed at those times.

“Introducing microspheres helps separate the surfaces because the spheres are free to move,” Alazemi said. “It also is possible that these spheres are rolling and acting as little ball bearings, but further research is needed to confirm this.” [emphasis mine]

Findings indicate adding the spheres did not change the viscosity of the oil.

“It’s very important not to increase the viscosity because you want to maintain the fluidity of the oil so that it can penetrate within engine parts,” Alazemi said.

The spheres are created using ultrasound to produce bubbles in a fluid containing a chemical compound called resorcinol and formaldehyde. The bubbles expand and collapse, generating heat that drives chemical reactions to produce polymer particles. These polymeric particles are then heated in a furnace to about 900 degrees Celsius, yielding the perfectly smooth spheres.

“A major innovation is that professor Pol has shown how to make lots of these spheres, which is important for potential industrial applications,” Sadeghi said.

Etacheri said, “Electron microscopy images and Raman spectra taken before and after their use show the spheres are undamaged, suggesting they can withstand the punishing environment inside engines and other machinery.”

Funding was provided by Purdue’s School of Chemical Engineering. Electron microscopy studies were performed at the Birck Nanotechnology Center in Purdue’s Discovery Park.

Future research will include work to determine whether the spheres are rolling like tiny ball bearings or merely sliding. A rolling mechanism best reduces friction and would portend well for potential applications. Future research also will determine whether the resorcinol-formaldehyde particles might themselves be used as a lubricant additive without heating them to produce pure carbon spheres.

I’m not sure why the researcher is referring to microspheres as the measurements are at the nanoscale, which should mean these are ‘nanospheres’ or, as the researchers have it in the title for their paper, ‘submicrometer spheres’.

Here’s a link to and a citation for the paper,

Ultrasmooth Submicrometer Carbon Spheres as Lubricant Additives for Friction and Wear Reduction by Abdullah A. Alazemi, Vinodkumar Etacheri, Arthur D. Dysart, Lars-Erik Stacke, Vilas G. Pol, and Farshid Sadeghi. ACS Appl. Mater. Interfaces, Article ASAP DOI: 10.1021/acsami.5b00099 Publication Date (Web): February 17, 2015
Copyright © 2015 American Chemical Society

This paper is behind a paywall but there is an instructive image freely available,

This image taken with an electron microscope shows that tiny carbon spheres added to motor oil reduce friction and wear typically seen in engines by as much as 25 percent, suggesting a similar enhancement in fuel economy. Purdue researchers also have shown how to potentially mass-produce the spheres. (Purdue University image)

This image taken with an electron microscope shows that tiny carbon spheres added to motor oil reduce friction and wear typically seen in engines by as much as 25 percent, suggesting a similar enhancement in fuel economy. Purdue researchers also have shown how to potentially mass-produce the spheres. (Purdue University image)

My second car item concerns thin films and touch. From a March 5, 2015 news item on Azonano (Note: A link has been removed),,

Canatu, a leading manufacturer of transparent conductive films, has in partnership with Schuster Group [based in Germany] and Display Solution AG [based in Germany], showcased a pioneering 3D encapsulated touch sensor for the automotive industry.

The partnership is delivering the first ever, button free, 3D shaped true multitouch panel for automotives, being the first to bring much anticipated touch applications to dashboards and paneling. The demonstrator provides an example of multi-functional display with 5 finger touch realized in IML [in mould labeling] technology.

A March 5, 2015 Canatu press release, which originated the news item, provides more details about the technology and some insight into future plans,

The demonstrator provides an example of multi-functional display with 5 finger touch realized in IML technology. The integration of touch applications to dashboards and other paneling in cars has long been a desired by automotive designers but a suitable technology was not available. Finally the technology is now here. Canatu’s CNB™ (Carbon NanoBud®) In-Mold Film, with its unique stretch properties provides a clear path to the eventual replacement of mechanical controls with 3D touch sensors. The touch application was made using an existing mass manufacturing tool and industry standard processes.

Specifically designed for automobile center consoles and dashboards, household machines, wearable devices, industrial user interfaces, commercial applications and consumer devices, CNB™ In-Mold Films can be easily formed into shape. The film is first patterned to the required touch functionality, then formed, then back-molded by injection molding, resulting in a unique 3D shape with multitouch functionality.

With a bending radius of 1mm, CNB™ In-Mold Films can bring touch to almost any surface imaginable. The unique properties of CNB™ In-Mold Films are unmatched as no other film on the market can be stretched 120% and molded without losing their conductivity.

You can find out more about Canatu, based in Finland, here.

Supercapacitors* on automobiles

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Queensland University of Technology* (QUT; Australia) researchers are hopeful they can adapt supercapacitors in the form of a fine film tor use in electric vehicles making them more energy-efficient. From a Nov. 6, 2014 news item on ScienceDaily,

A car powered by its own body panels could soon be driving on our roads after a breakthrough in nanotechnology research by a QUT team.

Researchers have developed lightweight “supercapacitors” that can be combined with regular batteries to dramatically boost the power of an electric car.

The discovery was made by Postdoctoral Research Fellow Dr Jinzhang Liu, Professor Nunzio Motta and PhD researcher Marco Notarianni, from QUT’s Science and Engineering Faculty — Institute for Future Environments, and PhD researcher Francesca Mirri and Professor Matteo Pasquali, from Rice University in Houston, in the United States.

A Nov. 6, 2014 QUT news release, which originated the news item, describes supercapacitors, the research, and the need for this research in more detail,

The supercapacitors – a “sandwich” of electrolyte between two all-carbon electrodes – were made into a thin and extremely strong film with a high power density.

The film could be embedded in a car’s body panels, roof, doors, bonnet and floor – storing enough energy to turbocharge an electric car’s battery in just a few minutes.

…

“Vehicles need an extra energy spurt for acceleration, and this is where supercapacitors come in. They hold a limited amount of charge, but they are able to deliver it very quickly, making them the perfect complement to mass-storage batteries,” he said.

“Supercapacitors offer a high power output in a short time, meaning a faster acceleration rate of the car and a charging time of just a few minutes, compared to several hours for a standard electric car battery.”

Dr Liu said currently the “energy density” of a supercapacitor is lower than a standard lithium ion (Li-Ion) battery, but its “high power density”, or ability to release power in a short time, is “far beyond” a conventional battery.

“Supercapacitors are presently combined with standard Li-Ion batteries to power electric cars, with a substantial weight reduction and increase in performance,” he said.

“In the future, it is hoped the supercapacitor will be developed to store more energy than a Li-Ion battery while retaining the ability to release its energy up to 10 times faster – meaning the car could be entirely powered by the supercapacitors in its body panels.

“After one full charge this car should be able to run up to 500km – similar to a petrol-powered car and more than double the current limit of an electric car.”

Dr Liu said the technology would also potentially be used for rapid charges of other battery-powered devices.

“For example, by putting the film on the back of a smart phone to charge it extremely quickly,” he said.

The discovery may be a game-changer for the automotive industry, with significant impacts on financial, as well as environmental, factors.

“We are using cheap carbon materials to make supercapacitors and the price of industry scale production will be low,” Professor Motta said.

“The price of Li-Ion batteries cannot decrease a lot because the price of Lithium remains high. This technique does not rely on metals and other toxic materials either, so it is environmentally friendly if it needs to be disposed of.”

A Nov. 10, 2014 news item on Azonano describes the Rice University (Texas, US) contribution to this work,

Rice University scientist Matteo Pasquali and his team contributed to two new papers that suggest the nano-infused body of a car may someday power the car itself.

Rice supplied high-performance carbon nanotube films and input on the device design to scientists at the Queensland University of Technology in Australia for the creation of lightweight films containing supercapacitors that charge quickly and store energy. The inventors hope to use the films as part of composite car doors, fenders, roofs and other body panels to significantly boost the power of electric vehicles.

A Nov. 7, 2014 Rice University news release, which originated the news item, offers a few technical details about the film being proposed for use as a supercapacitor on car panels,

Researchers in the Queensland lab of scientist Nunzio Motta combined exfoliated graphene and entangled multiwalled carbon nanotubes combined with plastic, paper and a gelled electrolyte to produce the flexible, solid-state supercapacitors.

“Nunzio’s team is making important advances in the energy-storage area, and we were glad to see that our carbon nanotube film technology was able to provide breakthrough current collection capability to further improve their devices,” said Pasquali, a Rice professor of chemical and biomolecular engineering and chemistry. “This nice collaboration is definitely bottom-up, as one of Nunzio’s Ph.D. students, Marco Notarianni, spent a year in our lab during his Master of Science research period a few years ago.”

“We built on our earlier work on CNT films published in ACS Nano, where we developed a solution-based technique to produce carbon nanotube films for transparent electrodes in displays,” said Francesca Mirri, a graduate student in Pasquali’s research group and co-author of the papers. “Now we see that carbon nanotube films produced by the solution-processing method can be applied in several areas.”

As currently designed, the supercapacitors can be charged through regenerative braking and are intended to work alongside the lithium-ion batteries in electric vehicles, said co-author Notarianni, a Queensland graduate student.

“Vehicles need an extra energy spurt for acceleration, and this is where supercapacitors come in. They hold a limited amount of charge, but with their high power density, deliver it very quickly, making them the perfect complement to mass-storage batteries,” he said.

Because hundreds of film supercapacitors are used in the panel, the electric energy required to power the car’s battery can be stored in the car body. “Supercapacitors offer a high power output in a short time, meaning a faster acceleration rate of the car and a charging time of just a few minutes, compared with several hours for a standard electric car battery,” Notarianni said.

The researchers foresee such panels will eventually replace standard lithium-ion batteries. “In the future, it is hoped the supercapacitor will be developed to store more energy than an ionic battery while retaining the ability to release its energy up to 10 times faster – meaning the car would be powered by the supercapacitors in its body panels,” said Queensland postdoctoral researcher Jinzhang Liu.

Here’s an image of graphene infused with carbon nantoubes used in the supercapacitor film,

A scanning electron microscope image shows freestanding graphene film with carbon nanotubes attached. The material is part of a project to create lightweight films containing super capacitors that charge quickly and store energy. Courtesy of Nunzio Motta/Queensland University of Technology - See more at: http://news.rice.edu/2014/11/07/supercharged-panels-may-power-cars/#sthash.0RPsIbMY.dpuf

A scanning electron microscope image shows freestanding graphene film with carbon nanotubes attached. The material is part of a project to create lightweight films containing super capacitors that charge quickly and store energy. Courtesy of Nunzio Motta/Queensland University of Technology

Here are links to and citations for the two papers published by the researchers,

Graphene-based supercapacitor with carbon nanotube film as highly efficient current collector by Marco Notarianni, Jinzhang Liu, Francesca Mirri, Matteo Pasquali, and Nunzio Motta. Nanotechnology Volume 25 Number 43 doi:10.1088/0957-4484/25/43/435405

High performance all-carbon thin film supercapacitors by Jinzhang Liu, Francesca Mirri, Marco Notarianni, Matteo Pasquali, and Nunzio Motta. Journal of Power Sources Volume 274, 15 January 2015, Pages 823–830 DOI: 10.1016/j.jpowsour.2014.10.104

Both articles are behind paywalls.

One final note, Dexter Johnson provides some insight into issues with graphene-based supercapacitors and what makes this proposed application attractive in his Nov. 7, 2014 post on the Nanoclast blog (on the IEEE [Institute of Electrical and Electronics Engineers] website; Note: Links have been removed),

The hope has been that someone could make graphene electrodes for supercapacitors that would boost their energy density into the range of chemical-based batteries. The supercapacitors currently on the market have on average an energy density around 28 Wh/kg, whereas a Li-ion battery holds about 200Wh/kg. That’s a big gap to fill.

The research in the field thus far has indicated that graphene’s achievable surface area in real devices—the factor that determines how many ions a supercapacitor electrode can store, and therefore its energy density—is not any better than traditional activated carbon. In fact, it may not be much better than a used cigarette butt.

Though graphene may not help increase supercapacitors’ energy density, its usefulness in this application may lie in the fact that its natural high conductivity will allow superconductors to operate at higher frequencies than those that are currently on the market. Another likely benefit that graphene will yield comes from the fact that it can be structured and scaled down, unlike other supercapacitor materials.

I recommend reading Dexter’s commentary in its entirety.

*’University of Queensland’ corrected to “Queensland University of Technology’ on Nov. 10, 2014 at 1335 PST.

* ‘super-capacitor’ changed to ‘supercapacitor’ on April 29, 2015.

The Innovation Society’s Nanorama Car Workshop

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Thanks to a Sept. 23, 2014 news item on Nanowerk, I’ve come across this education initiative for workers in the automotive industry,

Nanomaterials and ultra-fine particles in car workshops – learn how to handle them safely by exploring the “Nanorama Car Workshop”, which is now available (in German) at http://nano.dguv.de/nanorama/bghm/. A “Nanorama” is a virtual classroom that allows its users to gather important information on safe handling of nanomaterials in a 360° work environment.

The emphasis of the “Nanorama Car Workshop” is on the handling of products containing nanomaterials and on work processes that can lead to the formation of ultra-fine particles. In the “Nanorama Car Workshop”, the user receives useful information about hazard evaluation assessment, the occupational exposure to nanomaterials and necessary protective measures.

An Aug. 25, 2014 DGUV (Deutsche Gesetzliche Unfallversicherung; German Social Accident Insurance Institution) press release, (summary available here) provides more details,

The ‘Nanorama Lab’ (http://nano.dguv.de/nanorama/bgrci/) represents the second interactive educational tool on the Nano-Platform ‘Safe Handling of Nanomaterials’ (http://nano.dguv.de) (both currently only available in German). They were developed by the Innovation Society, St. Gallen, in close collaboration with the German Social Accident Insurance Institution for the raw materials and chemical industry (BG RCI). The ‘Nanorama Lab’ offers in-depth insights into the safe handling of nanomaterials and installations used to manufacture or process nanomaterials in laboratories. Complementary to hazard evaluation assessments, it enables users to assess the occupational exposure to nanomaterials and to identify necessary protective measures when handling said materials in laboratories.

«Due to the attractive visual implementation and the interactive contents, the ‘Nanorama Lab’ offers a great introduction to protective measures in laboratories », says Dr. Thomas H. Brock, Head of the Expert Committee on Hazardous Substances of the BG RCI. The ‘Nanorama Lab’ inspires curiosity in users and instigates them to reflect on the conditions in their respective workplaces. «By exploring the ‘Nanorama Lab’, laboratory staff actively deals with occupational health and safety in laboratories and its practical implementation with regard to nanomaterials.»

The press release goes on to describe the ‘nanorama’ concept,

Presenting the ‘Nanorama Lab’, the DGUV again harnesses the interactive E-Learning tool ‘Nanorama’ developed by The Innovation Society, St. Gallen. A ‘Nanorama’ – a lexical blend of ‘Nano’ and ‘Panorama’, – is a novel 360°-E-learning module in which the user enters a virtual space and moves around in it. By completing a ‘Nanorama’, users acquire knowledge in an entertaining manner. ‘Nanoramas’ can be applied in many areas of education and communication.

The first module of the Nano-Platform, the ‘Nanorama Construction’, can be visited on http://nano.dguv.de/nanorama/bgbau/. It offers insights into the use and applications of nanomaterials in the construction industry and will soon be followed by the ‘Nanorama
Metal’. Additionally, the Nano-Platform c an be expanded with further ‘Nanorama’-modules on any given sector or trade thanks to its modular design.

There is no word as to when an English-language version may be available but you can visit the Nanomara car workshop, regardless.

You can also check out the Nano-Portal for more information about this car Nanorama and other such inititiatives.

Here’s an image from the Nanorama car workshop,

Nanorama car workshop [downloaded from http://nano.dguv.de/]

Nanorama car workshop [downloaded from http://nano.dguv.de/]

Automotive plastics that never wear out

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Nanovere is a coatings company that makes big promises according to the Jan. 2, 2013 news item on Nanowerk,

Imagine for a moment a world were automotive plastics never fade, a self-cleaning wheel that resists brake dust, a self-cleaning tire that looks new for life, or a fiberglass boat that resists fading for life. These and other amazing benefits are now possible due to 10 years of research & development in nanotechnology.

According to Nanovere Technologies Chairman & Chief Technology Officer Thomas Choate, “Nanovere is pleased to introduce the world’s first Wipe-On clear nanocoating to exceed automotive OEM specifications. The product is named Vecdor Nano-Clear®. What’s most unique about Nano-Clear® is the ability to permanently restore original color, gloss and surface hardness back into oxidized textured plastics, highly oxidized fiberglass and highly oxidized paint surfaces while reducing surface maintenance by 60%.”

…  Nanovere Technologies has pioneered proprietary 3D nanostructured coatings at the molecular level since 2003. Nano-Clear® forms a “highly crosslink dense film with extreme scratch resistance, chemical resistance, UV resistance, remarkable flexibility and self-cleaning properties including water, oil, ice and brake-dust repellency.”

(For those who are interested, there are more specifics about this wonder coating in the news item.)

In reading this I was reminded of a movie that I saw years ago, an Alec Guinness film, The Man in The White Suit. Here’s the synoposis from imdb.com,

An altruistic chemist invents a fabric that resists wear and stain as boon to humanity but both capital and labor realize it must be suppressed for economic reasons.

A very funny film released in 1951 it offers a trenchant commentary on why some problems are better left unsolved.