TLG Discussion 2022

cosors

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"Silicon Anodes Improve Li-ion Batteries​

Part of EE Times’ Energy Needs a Smarter Approach Special Report​

05.31.2023


Since its development in the 1990s, graphite has been the anode material of choice for battery manufacturers producing lithium-ion (Li-ion) batteries. However, as graphite hits its energy-density limits, silicon (Si) anodes have the potential to provide significant improvements in gravimetric and volumetric energy density, according to industry players.
The anode is an essential part of a Li-ion battery, along with the cathode, separator and electrolyte. By replacing graphite with silicon in the anode, Li-ion battery manufacturers could significantly increase energy density to deliver longer runtimes and increase battery life for a range of applications, from consumer electronics to electric vehicles (EVs). Theoretically, Si anodes have 10× higher energy density than graphite anodes.

“Si anodes have been heralded as one of the key future technology drivers for the performance of Li-ion batteries,” said Francis Wang, CEO of NanoGraf Corp., a spinout of Northwestern University and Argonne National Laboratory. “Silicon has 10 times the gravimetric energy density of graphite anodes. They make Li-ion batteries more energy dense and, in some cases, more power dense. What that means for applications like your iPhone or EV is that the runtimes are that much greater.”
Wang estimates about a 20-30% increase in driving distance in EVs by using a Si anode in a Li-ion battery.

In addition, Si anodes can also deliver faster charging and do it more safely thanks to several new innovative technologies. But there are still several inherent challenges with Si anodes, including first cycle (or charge) efficiency, volume expansion, swelling and cycle life.

Battery manufacturers like Amprius Technologies, Enovix and NanoGraf report that they have developed unique architectures that solve some of these design challenges, with commercialization of their solutions underway.
“(Energy density) is the number one problem in consumer electronics devices,” said Enovix Corp CEO and president Raj Talluri. “(Si anodes) provide much more energy in the same space, so (products) go much longer and that is what everyone wants.”
Processors, displays and cameras all have improved over the last decade with much higher performance, while the battery technology has not kept up at the same rate, he added.
“If you use the processors, the memories and the displays at their full capability in your phone or any other device, your battery goes down really fast,” Talluri said. “If you can provide a battery with much higher energy density, the number of opportunities is huge.”

Why silicon anodes?

Graphite has been the material of choice for the anode in Li-ion batteries since its development in the 1990s. While there is general agreement that Si anodes can theoretically store more than twice the lithium than a graphite anode, there have been major limitations in Si anode development, including first cycle efficiency, expansion and cycle life.

“People have known that silicon can hold much more lithium than graphite and get a much higher energy density battery, but there are problems when silicon gets lithium deposited on it,” Enovix’s Talluri said. “Unlike graphite, where the lithium actually goes into the spaces in the atomic structure, silicon actually combines with it, which makes the silicon become much bigger that it literally swells out.”
“Silicon has this material expansion problem,” agreed Amprius Technologies’ CTO Ionel Stefan. “That is why it is so difficult to use when it absorbs or stores lithium. The technical term is ‘conversion reaction.’ It expands up to three times its initial volume. If the battery expands that much, it won’t survive.”
Stefan believes most Li-ion cells today contain some silicon, but “instead of completely replacing graphite with silicon, the tendency is to add just a little bit [in the single digits] or embed silicon into other materials into matrices of inert material.”
At higher percentages, the negative effects of silicon become visible and that results in cell expansion and shorter life cycle, he added.
“If you used the current [battery] architecture and just replaced the graphite with silicon and made a similar battery for a smartphone, it would produce so much pressure that it will pop the back cover off,” Talluri said.
This is why nobody has been able to replace graphite with silicon so far. That is, until now, he said.
As manufacturers began to hit a wall when attempting to improve graphite’s energy density, awareness of Si anodes increased. Since 2015, there has not been much progress in energy density with graphite electrodes, Stefan said, with small incremental progress of a few percentages a year through cell engineering rather than materials science.

“For batteries, progress is usually in the direction of more energy density, longer life and faster charge, as well as being safer and cheaper,” Stefan said. “Graphite has been the state-of-the-art material since the invention of the Li-ion battery in the 1990s, and it has pretty much reached as good as it gets.”
Over the years, manufacturers have typically added silicon to graphite anodes at very small percentages—generally at less than 5%. But even with a small percentage of silicon, Li-ion battery manufacturers witnessed gains in energy density better than that of graphite anodes. Thanks to technology improvements, battery cells now use anywhere from 5-100% Si anodes.

New architectures

Not all Si anodes are alike. Si-anode developers have diverged in terms of how they produce these anodes.
For example, Amprius developed a silicon nanowire anode; Enovix created a new 3D cell architecture that uses anodes, cathodes and separators laser-patterned and stacked side-by-side together with a stainless-steel constraint; and NanoGraf designed a silicon alloy material architecture with a protective coating.
“Instead of trying to solve the problem by masking it, we are engineering the silicon into the shape of silicon nanowire, and secondly, we anchor each nanowire directly to the current collector foils,” Amprius’ Stefan said. “This makes the anode structure more robust mechanically, and it doesn’t expand at the cell level, which is the most difficult issue for silicon. The second part is that it is pure silicon, so we don’t have any binders or any inert material added to the electrode so that makes it the highest capacity in reality, not in theory.”
Amprius claims the first 500 Wh/kg battery with the highest energy density in the industry.


Amprius Technologies’ 100% silicon nanowires allow for volume expansion without any binders, inactive materials or graphite. (Source: Amprius Technologies)

Also addressing the silicon expansion problem, Enovix developed its 3D silicon Li-ion cell architecture that uses a 100% active silicon anode. The architecture stacks the electrodes, which consists of thin strips of silicon, anodes and cathodes, together with the electrolyte and separators, wrapped with a mechanical constraint or stainless-steel cage to hold it tight. The stainless-steel constraint around the cell limits the battery from swelling.
The significant expansion of the Si anode during charging creates high pressure, so the electrodes are also reoriented to face the small side of the battery to decrease the constraining force. The small surface area significantly lowers the pressure needed to constrain the Li-ion cell, limiting swelling to as little as <2% cell thickness after 500 cycles. In addition, the integrated constraint keeps the particles under constant stack pressure, which limits electrical disconnects and cracking.
The new architecture also addresses first charge efficiency issues. At first charge, Si anodes trap some of the lithium at formation. Enovix developed a “pre-lithiation” process during manufacturing, which adds additional lithium to top-off the lithium trapped at formation. It works in this architecture because it only has to travel a short distance to permeate the anode.


Enovix’s 3D Silicon Li-ion cell. (Source: Enovix)

Cycle life is another problem, Talluri said. After a battery is charged/discharged for 500 cycles, typically the energy density will drop to about 80% and it will keep dropping over time, he added.
“Because we have so much energy density now, we are able to use that to make the right tradeoff between energy density and cycle life,” Talluri said. “Cycle life and energy density are coupled because the more you increase the cycle life, the less energy density you get and the less cycle life, the more energy density.”
If a device is charged only once every two to three days, the cycle life will be much longer and removing the need to charge the device every day completely changes the user experience, he added.
NanoGraf uses a metal-doped silicon oxide core combined with a proprietary surface coating to stabilize the solid electrolyte interface. The company has developed what it considers to be a second generation of silicon oxide, which mitigates and solves the key challenges of low first cycle efficiency, high CVD carbon coating costs/scalability and swelling.
“Up until now, Tier I battery manufacturers have leveraged SiOx [silicon oxide] in small quantities [5-7%] as an additive to traditional graphitic anodes to boost energy and power density,” Wang said. “However, battery manufacturers have struggled to go to higher additive percentages due to relatively low first cycle efficiency (FCE), high CVD carbon coating costs/scalability and swelling.”
The battery has demonstrated loading levels of beyond 20% in standard 18650-cell form factors, according to Wang. He also commented that first cycle efficiency of first-gen Si anodes is about 74%, but cell producers would like to see that in the 90 percentile.
Developing drop-in ready products for battery cell manufacturers also plays a role in the adoption of the new technologies. Si-anode suppliers are working to ensure that their products can drop into a cell producer’s infrastructure. Both Amprius and NanoGraf call their technologies drop-in ready.
Wang added that it is important that battery cell producers do not have to create or change anything about their manufacturing processes, designs or form factors.

Designing for safety

While Si anodes do address energy-density issues in Li-ion batteries using graphite, it is also important to point out that certain safety issues remain in Li-ion batteries, such as thermal runaway. Some Si-anode manufacturers, however, have developed new technologies to help solve these safety issues as they develop their Si-anode platforms.
For example, Enovix reported a new level of safety with its BrakeFlow technology. In the event of a short circuit, the BrakeFlow technology limits the short area by regulating the current flux from other areas of the battery to the short, protecting the battery from overheating and inhibiting thermal runaway, which often causes fires.
Enovix’s nail penetration test shows the battery only swelling slightly, compared with a standard Li-ion battery, which caught fire and exploded in seconds. The test used a fully charged cell at 4.35 V with an impact speed of 20 cm/s using a 6-cm long steel rod.


Cutaway of Enovix’s BrakeFlow technology. (Source: Enovix)

Amprius has also developed a new design to prevent thermal runaway. The company uses a gel polymer electrolyte that prevents short circuits. In a third-party nail penetration test of Amprius’ battery cell, the cell did not go into thermal runaway. The voltage decreased 266 mV to about 3.900 V, and there was no temperature increase 10 minutes after the nail penetration occurred.

Cost and production

Cost remains a challenge for Si-anode development until battery manufacturers can scale-up production. Most manufacturers are targeting applications that absolutely need the benefits gained from Si anodes. Certain market segments like military/aerospace are willing to pay premium prices until manufacturers can scale their technologies and products.
For example, Amprius has had commercial production since 2018 with customers including the U.S. Army, Airbus and BAE Systems. The company claims a very high energy density performance for its 100% Si-anode Li-ion cell at up to 500 Wh/kg and 1,300 Wh/L for a much faster run time. The cell also delivers a fast charge rate capability of 80% charge in about six minutes and is about half the weight and volume of commercially available Li-ion cells. The company said its next-gen cells are poised to power aviation and eventually EVs.
In March, Amprius announced plans to build a 775,000-square-foot facility in Brighton, Colorado. With a target operational date of 2025, the factory will be built in phases starting with an initial 500 megawatt-hours (MWh) with the potential of up to five gigawatt-hours (GWh), which will significantly expand its current manufacturing capacity. The initial phase of 500 MWh will be funded in part by a $50 million cost sharing grant from the U.S. Department of Energy’s Office of Manufacturing and Energy Supply Chains. Amprius is one of the first companies to receive funding from President Biden’s Bipartisan Infrastructure Law to expand domestic manufacturing of batteries.
Amprius also is bringing about 10% more capacity online at its facility in Fremont, California. Once the Colorado facility comes online in 2025, the company will have increased its capacity by a 100× compared to today.
Nanograf also targets applications that require much higher energy density. The company currently addresses military applications, although consumer electronics and EVs are on the roadmap. Production scale-up is underway, with a small-scale, 50-ton facility in Chicago.
The 17,000-square-foot office and manufacturing facility will start its battery materials production in Q4 of 2023, with a planned phase-one capacity of 35 tons per year—enough to produce 24 million battery cells. NanoGraf previously produced its proprietary Si-anode battery materials in Japan, and moved onshore to support its contracts with the U.S. military and the U.S. battery supply chain as part of President Biden’s administration goals for the U.S. to become a global leader in EV and battery innovation.
About two years ago, the Department of Defense funded NanoGraf to produce the most energy-dense battery for applications like radios to offer longer runtime in the battlefield. The result was the development of a standard 18650 Li-ion cell with an energy density of 3.8 Ah, at 800 Wh/L, enabling communications equipment to last about eight hours longer in the battlefield. The benchmark for a Li-ion battery is 3.5 Ah.
With a new round of funding, the company has currently demonstrated a 4.0-Ah cell at 810 Wh/L battery. A 4.3-Ah cell, with an energy density of 870 Wh/L, is in the research and development phase.


NanoGraf’s battery. (Source: NanoGraf)

Enovix is currently producing two Si-anode Li-ion batteries. One targets wearables like smartwatches, while the other is designed for mobile devices like laptops.
The wearable battery is in production at the company’s factory in Fremont, California, and has received UL1642 and IEC62133 certifications. Enovix’s Talluri said this is the first year the company is producing batteries in the thousands.
Although Enovix is currently only producing standard batteries, it has the capability to customize the batteries to fit the customer’s form factor. “For us to get to really high volumes, we need to make those custom batteries that our customers want,” Talluri said.
Enovix has ordered new equipment for its high-speed R&D line in Fremont that is expected to arrive by November to help increase the speed of its battery customization. The company is also building a factory in Penang, Malaysia, which will also address customization for different shaped and sized batteries. The factory is estimated to come online around April 2024 and is expected to produce millions of batteries by the end of next year."
https://www.eetimes.com/silicon-anodes-improve-li-ion-batteries/
 
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cosors

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BASF and Porsche partner to develop high-performing lithium-ion batteries for electric vehicles​

https://www.volkswagenag.com/en/new...-to-develop-high-performing-lithium-ion-.html


Cellforce purchases the anode material from the US company Group14 Technologies, in which Porsche also holds a stake
THE FUTURE OF THE CELL
Porsche Engineering Magazine

THE HIGHEST PERFORMING BATTERY MATERIAL ON THE MARKET​

Reimagined into its most ideal form for energy storage — amorphous and nano-sized — silicon has 10x the capacity of graphite by mass. Precisely engineered, SCC55™ is the perfect combination of carbon, silicon, and void space and is readily available as a drop-in ready for any blend ratio with graphite or as a complete displacement to deliver unmatched energy density and cycle life stability.
https://group14.technology/en/technology

Found in France but followed to the source

https://www.porscheengineering.com/...-11ed-80f7-005056bbdc38/Download-Magazine.pdf

"

Porsche Sees EVs With Over 1,300 Kilometers Of Range In The Near Future

Porsche is also working on advanced solid-state batteries with up to 50% greater energy density
May 15, 2023
https://www.porscheengineering.com/...-11ed-80f7-005056bbdc38/Download-Magazine.pdf
 Porsche Sees EVs With Over 807 Miles Of Range In The Near Future
Porsche expects to be able to produce electric vehicles with a range exceeding 807 miles (1,300 km) in the medium term and this won’t involve EVs with solid-state batteries, a technology that the carmaker is developing.
The German carmaker believes that optimizing the anode of an EV is one way to optimize it. Porsche currently uses graphite as an active anode material but is developing silicon anodes. It says silicon anodes offer up to 10 times more storage capacity and cells with fast-charging capability could be charged from 5 to 80% in less than 15 minutes with these anodes.
There is one issue with silicon anodes, however. Porsche notes that silicon particles expand by 300% when they absorb lithium, meaning that the service life of the battery would be impaired. Porsche is currently working on anodes made up of up to 80% silicon. Additionally, it is also undertaking intensive work in increasing the proportion of nickel in the cathode, allowing for higher charging capacities.
;)👉 Read: Maserati Rejects Solid State Batteries For Its Cars Due To Performance Concerns
 Porsche Sees EVs With Over 807 Miles Of Range In The Near Future
“In the medium term, we can expect the combination of new anode chemistry and dense packaging of the cells to allow a vehicle range of 1,300 km (807 miles),” director of the Helmholtz Institute Ulm and Head of the Energy Storage Systems research unit at the Karlsruhe Institute of Technology, Professor Maximilian Fichtner said.
“I think that we will see 30 to 50 percent increases in range in premium vehicles in the future,” added the commercial and technical director of MEET Battery Research Center at the University of Munster, Dr. Falko Schappacher.
https://www.porscheengineering.com/...-11ed-80f7-005056bbdc38/Download-Magazine.pdf
Like many other car manufacturers, Porsche is also investing heavily in solid-state battery technology. Its researchers believe such batteries will have 50% greater energy density and offer significantly faster charging times.
Faster charging times will necessitate the development of more powerful charging stations. Charging sockets will also need active cooling so that charging capacities exceeding 500 kW can be conducted reliably."
https://www.carscoops.com/2023/05/porsche-sees-evs-with-over-807-miles-of-range-in-the-near-future/
https://www.porscheengineering.com/...-11ed-80f7-005056bbdc38/Download-Magazine.pdf
 
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Semmel

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Found in France but followed to the source

"​

Porsche Sees EVs With Over 1,300 Kilometers Of Range In The Near Future​

Porsche is also working on advanced solid-state batteries with up to 50% greater energy density
May 15, 2023

 Porsche Sees EVs With Over 807 Miles Of Range In The Near Future

Porsche expects to be able to produce electric vehicles with a range exceeding 807 miles (1,300 km) in the medium term and this won’t involve EVs with solid-state batteries, a technology that the carmaker is developing.
The German carmaker believes that optimizing the anode of an EV is one way to optimize it. Porsche currently uses graphite as an active anode material but is developing silicon anodes. It says silicon anodes offer up to 10 times more storage capacity and cells with fast-charging capability could be charged from 5 to 80% in less than 15 minutes with these anodes.
There is one issue with silicon anodes, however. Porsche notes that silicon particles expand by 300% when they absorb lithium, meaning that the service life of the battery would be impaired. Porsche is currently working on anodes made up of up to 80% silicon. Additionally, it is also undertaking intensive work in increasing the proportion of nickel in the cathode, allowing for higher charging capacities.
;)👉 Read: Maserati Rejects Solid State Batteries For Its Cars Due To Performance Concerns
 Porsche Sees EVs With Over 807 Miles Of Range In The Near Future
“In the medium term, we can expect the combination of new anode chemistry and dense packaging of the cells to allow a vehicle range of 1,300 km (807 miles),” director of the Helmholtz Institute Ulm and Head of the Energy Storage Systems research unit at the Karlsruhe Institute of Technology, Professor Maximilian Fichtner said.
“I think that we will see 30 to 50 percent increases in range in premium vehicles in the future,” added the commercial and technical director of MEET Battery Research Center at the University of Munster, Dr. Falko Schappacher.

Like many other car manufacturers, Porsche is also investing heavily in solid-state battery technology. Its researchers believe such batteries will have 50% greater energy density and offer significantly faster charging times.
Faster charging times will necessitate the development of more powerful charging stations. Charging sockets will also need active cooling so that charging capacities exceeding 500 kW can be conducted reliably."
https://www.carscoops.com/2023/05/porsche-sees-evs-with-over-807-miles-of-range-in-the-near-future/

A car with 1300km of range could have been 2 cars with at least 700km of range each. You are logging around unnecessary weight, which especially for performance cars like Porsche is stupid. They will be battery constrained, i.e. making larger batteries hurts their revenue and competitiveness. The extra weight hurts the cars performance and range. Making the battery as small as possible while servicing the market you need is what car companies need to do and actually do.

This is purely marketing bla bla and nothing will come of it except maybe concept cars. Also, the energy density they are talking about will have to be proven not only in the lab but in real life, where safety is a factor and also robustness. I doubt very much that their new battery cells will make any kind of appearance in the next 3 years. Let alone mass manufactured cars with them.
 
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Semmel

Top 20
@Semmel maybe something to compare for you?

"Silicon Anodes Improve Li-ion Batteries​

Part of EE Times’ Energy Needs a Smarter Approach Special Report​

05.31.2023


Since its development in the 1990s, graphite has been the anode material of choice for battery manufacturers producing lithium-ion (Li-ion) batteries. However, as graphite hits its energy-density limits, silicon (Si) anodes have the potential to provide significant improvements in gravimetric and volumetric energy density, according to industry players.
The anode is an essential part of a Li-ion battery, along with the cathode, separator and electrolyte. By replacing graphite with silicon in the anode, Li-ion battery manufacturers could significantly increase energy density to deliver longer runtimes and increase battery life for a range of applications, from consumer electronics to electric vehicles (EVs). Theoretically, Si anodes have 10× higher energy density than graphite anodes.

“Si anodes have been heralded as one of the key future technology drivers for the performance of Li-ion batteries,” said Francis Wang, CEO of NanoGraf Corp., a spinout of Northwestern University and Argonne National Laboratory. “Silicon has 10 times the gravimetric energy density of graphite anodes. They make Li-ion batteries more energy dense and, in some cases, more power dense. What that means for applications like your iPhone or EV is that the runtimes are that much greater.”
Wang estimates about a 20-30% increase in driving distance in EVs by using a Si anode in a Li-ion battery.

In addition, Si anodes can also deliver faster charging and do it more safely thanks to several new innovative technologies. But there are still several inherent challenges with Si anodes, including first cycle (or charge) efficiency, volume expansion, swelling and cycle life.

Battery manufacturers like Amprius Technologies, Enovix and NanoGraf report that they have developed unique architectures that solve some of these design challenges, with commercialization of their solutions underway.
“(Energy density) is the number one problem in consumer electronics devices,” said Enovix Corp CEO and president Raj Talluri. “(Si anodes) provide much more energy in the same space, so (products) go much longer and that is what everyone wants.”
Processors, displays and cameras all have improved over the last decade with much higher performance, while the battery technology has not kept up at the same rate, he added.
“If you use the processors, the memories and the displays at their full capability in your phone or any other device, your battery goes down really fast,” Talluri said. “If you can provide a battery with much higher energy density, the number of opportunities is huge.”

Why silicon anodes?

Graphite has been the material of choice for the anode in Li-ion batteries since its development in the 1990s. While there is general agreement that Si anodes can theoretically store more than twice the lithium than a graphite anode, there have been major limitations in Si anode development, including first cycle efficiency, expansion and cycle life.

“People have known that silicon can hold much more lithium than graphite and get a much higher energy density battery, but there are problems when silicon gets lithium deposited on it,” Enovix’s Talluri said. “Unlike graphite, where the lithium actually goes into the spaces in the atomic structure, silicon actually combines with it, which makes the silicon become much bigger that it literally swells out.”
“Silicon has this material expansion problem,” agreed Amprius Technologies’ CTO Ionel Stefan. “That is why it is so difficult to use when it absorbs or stores lithium. The technical term is ‘conversion reaction.’ It expands up to three times its initial volume. If the battery expands that much, it won’t survive.”
Stefan believes most Li-ion cells today contain some silicon, but “instead of completely replacing graphite with silicon, the tendency is to add just a little bit [in the single digits] or embed silicon into other materials into matrices of inert material.”
At higher percentages, the negative effects of silicon become visible and that results in cell expansion and shorter life cycle, he added.
“If you used the current [battery] architecture and just replaced the graphite with silicon and made a similar battery for a smartphone, it would produce so much pressure that it will pop the back cover off,” Talluri said.
This is why nobody has been able to replace graphite with silicon so far. That is, until now, he said.
As manufacturers began to hit a wall when attempting to improve graphite’s energy density, awareness of Si anodes increased. Since 2015, there has not been much progress in energy density with graphite electrodes, Stefan said, with small incremental progress of a few percentages a year through cell engineering rather than materials science.

“For batteries, progress is usually in the direction of more energy density, longer life and faster charge, as well as being safer and cheaper,” Stefan said. “Graphite has been the state-of-the-art material since the invention of the Li-ion battery in the 1990s, and it has pretty much reached as good as it gets.”
Over the years, manufacturers have typically added silicon to graphite anodes at very small percentages—generally at less than 5%. But even with a small percentage of silicon, Li-ion battery manufacturers witnessed gains in energy density better than that of graphite anodes. Thanks to technology improvements, battery cells now use anywhere from 5-100% Si anodes.

New architectures

Not all Si anodes are alike. Si-anode developers have diverged in terms of how they produce these anodes.
For example, Amprius developed a silicon nanowire anode; Enovix created a new 3D cell architecture that uses anodes, cathodes and separators laser-patterned and stacked side-by-side together with a stainless-steel constraint; and NanoGraf designed a silicon alloy material architecture with a protective coating.
“Instead of trying to solve the problem by masking it, we are engineering the silicon into the shape of silicon nanowire, and secondly, we anchor each nanowire directly to the current collector foils,” Amprius’ Stefan said. “This makes the anode structure more robust mechanically, and it doesn’t expand at the cell level, which is the most difficult issue for silicon. The second part is that it is pure silicon, so we don’t have any binders or any inert material added to the electrode so that makes it the highest capacity in reality, not in theory.”
Amprius claims the first 500 Wh/kg battery with the highest energy density in the industry.


Amprius Technologies’ 100% silicon nanowires allow for volume expansion without any binders, inactive materials or graphite. (Source: Amprius Technologies)

Also addressing the silicon expansion problem, Enovix developed its 3D silicon Li-ion cell architecture that uses a 100% active silicon anode. The architecture stacks the electrodes, which consists of thin strips of silicon, anodes and cathodes, together with the electrolyte and separators, wrapped with a mechanical constraint or stainless-steel cage to hold it tight. The stainless-steel constraint around the cell limits the battery from swelling.
The significant expansion of the Si anode during charging creates high pressure, so the electrodes are also reoriented to face the small side of the battery to decrease the constraining force. The small surface area significantly lowers the pressure needed to constrain the Li-ion cell, limiting swelling to as little as <2% cell thickness after 500 cycles. In addition, the integrated constraint keeps the particles under constant stack pressure, which limits electrical disconnects and cracking.
The new architecture also addresses first charge efficiency issues. At first charge, Si anodes trap some of the lithium at formation. Enovix developed a “pre-lithiation” process during manufacturing, which adds additional lithium to top-off the lithium trapped at formation. It works in this architecture because it only has to travel a short distance to permeate the anode.


Enovix’s 3D Silicon Li-ion cell. (Source: Enovix)

Cycle life is another problem, Talluri said. After a battery is charged/discharged for 500 cycles, typically the energy density will drop to about 80% and it will keep dropping over time, he added.
“Because we have so much energy density now, we are able to use that to make the right tradeoff between energy density and cycle life,” Talluri said. “Cycle life and energy density are coupled because the more you increase the cycle life, the less energy density you get and the less cycle life, the more energy density.”
If a device is charged only once every two to three days, the cycle life will be much longer and removing the need to charge the device every day completely changes the user experience, he added.
NanoGraf uses a metal-doped silicon oxide core combined with a proprietary surface coating to stabilize the solid electrolyte interface. The company has developed what it considers to be a second generation of silicon oxide, which mitigates and solves the key challenges of low first cycle efficiency, high CVD carbon coating costs/scalability and swelling.
“Up until now, Tier I battery manufacturers have leveraged SiOx [silicon oxide] in small quantities [5-7%] as an additive to traditional graphitic anodes to boost energy and power density,” Wang said. “However, battery manufacturers have struggled to go to higher additive percentages due to relatively low first cycle efficiency (FCE), high CVD carbon coating costs/scalability and swelling.”
The battery has demonstrated loading levels of beyond 20% in standard 18650-cell form factors, according to Wang. He also commented that first cycle efficiency of first-gen Si anodes is about 74%, but cell producers would like to see that in the 90 percentile.
Developing drop-in ready products for battery cell manufacturers also plays a role in the adoption of the new technologies. Si-anode suppliers are working to ensure that their products can drop into a cell producer’s infrastructure. Both Amprius and NanoGraf call their technologies drop-in ready.
Wang added that it is important that battery cell producers do not have to create or change anything about their manufacturing processes, designs or form factors.

Designing for safety

While Si anodes do address energy-density issues in Li-ion batteries using graphite, it is also important to point out that certain safety issues remain in Li-ion batteries, such as thermal runaway. Some Si-anode manufacturers, however, have developed new technologies to help solve these safety issues as they develop their Si-anode platforms.
For example, Enovix reported a new level of safety with its BrakeFlow technology. In the event of a short circuit, the BrakeFlow technology limits the short area by regulating the current flux from other areas of the battery to the short, protecting the battery from overheating and inhibiting thermal runaway, which often causes fires.
Enovix’s nail penetration test shows the battery only swelling slightly, compared with a standard Li-ion battery, which caught fire and exploded in seconds. The test used a fully charged cell at 4.35 V with an impact speed of 20 cm/s using a 6-cm long steel rod.


Cutaway of Enovix’s BrakeFlow technology. (Source: Enovix)

Amprius has also developed a new design to prevent thermal runaway. The company uses a gel polymer electrolyte that prevents short circuits. In a third-party nail penetration test of Amprius’ battery cell, the cell did not go into thermal runaway. The voltage decreased 266 mV to about 3.900 V, and there was no temperature increase 10 minutes after the nail penetration occurred.

Cost and production

Cost remains a challenge for Si-anode development until battery manufacturers can scale-up production. Most manufacturers are targeting applications that absolutely need the benefits gained from Si anodes. Certain market segments like military/aerospace are willing to pay premium prices until manufacturers can scale their technologies and products.
For example, Amprius has had commercial production since 2018 with customers including the U.S. Army, Airbus and BAE Systems. The company claims a very high energy density performance for its 100% Si-anode Li-ion cell at up to 500 Wh/kg and 1,300 Wh/L for a much faster run time. The cell also delivers a fast charge rate capability of 80% charge in about six minutes and is about half the weight and volume of commercially available Li-ion cells. The company said its next-gen cells are poised to power aviation and eventually EVs.
In March, Amprius announced plans to build a 775,000-square-foot facility in Brighton, Colorado. With a target operational date of 2025, the factory will be built in phases starting with an initial 500 megawatt-hours (MWh) with the potential of up to five gigawatt-hours (GWh), which will significantly expand its current manufacturing capacity. The initial phase of 500 MWh will be funded in part by a $50 million cost sharing grant from the U.S. Department of Energy’s Office of Manufacturing and Energy Supply Chains. Amprius is one of the first companies to receive funding from President Biden’s Bipartisan Infrastructure Law to expand domestic manufacturing of batteries.
Amprius also is bringing about 10% more capacity online at its facility in Fremont, California. Once the Colorado facility comes online in 2025, the company will have increased its capacity by a 100× compared to today.
Nanograf also targets applications that require much higher energy density. The company currently addresses military applications, although consumer electronics and EVs are on the roadmap. Production scale-up is underway, with a small-scale, 50-ton facility in Chicago.
The 17,000-square-foot office and manufacturing facility will start its battery materials production in Q4 of 2023, with a planned phase-one capacity of 35 tons per year—enough to produce 24 million battery cells. NanoGraf previously produced its proprietary Si-anode battery materials in Japan, and moved onshore to support its contracts with the U.S. military and the U.S. battery supply chain as part of President Biden’s administration goals for the U.S. to become a global leader in EV and battery innovation.
About two years ago, the Department of Defense funded NanoGraf to produce the most energy-dense battery for applications like radios to offer longer runtime in the battlefield. The result was the development of a standard 18650 Li-ion cell with an energy density of 3.8 Ah, at 800 Wh/L, enabling communications equipment to last about eight hours longer in the battlefield. The benchmark for a Li-ion battery is 3.5 Ah.
With a new round of funding, the company has currently demonstrated a 4.0-Ah cell at 810 Wh/L battery. A 4.3-Ah cell, with an energy density of 870 Wh/L, is in the research and development phase.


NanoGraf’s battery. (Source: NanoGraf)

Enovix is currently producing two Si-anode Li-ion batteries. One targets wearables like smartwatches, while the other is designed for mobile devices like laptops.
The wearable battery is in production at the company’s factory in Fremont, California, and has received UL1642 and IEC62133 certifications. Enovix’s Talluri said this is the first year the company is producing batteries in the thousands.
Although Enovix is currently only producing standard batteries, it has the capability to customize the batteries to fit the customer’s form factor. “For us to get to really high volumes, we need to make those custom batteries that our customers want,” Talluri said.
Enovix has ordered new equipment for its high-speed R&D line in Fremont that is expected to arrive by November to help increase the speed of its battery customization. The company is also building a factory in Penang, Malaysia, which will also address customization for different shaped and sized batteries. The factory is estimated to come online around April 2024 and is expected to produce millions of batteries by the end of next year."
https://www.eetimes.com/silicon-anodes-improve-li-ion-batteries/

Dont go there. This artical is tricking you into thinking problems are being solved. This and similar are the bane of the Lithium ion space since years. And every dog and their fluffy puppet is claiming battery breakthroughs and its never practical for one reason or another that is not discussed in these articles. Lets take a look, just for education purposes..

Silicon nanowire
Sigh, this pops up once in a while. Last time I looked at tit, it was extremely expensive and slow to manufacture. Basically, the nanowires are grown in a solution like a crystal grows, one atomic layer at a time. This, fundamentally, takes a long time and is both very sensitive to disturbances, and imperfections as well as sloooooow. So slow. Unless they have a breakthrough on the manufacturability of these things.. they can have all the performance of the world, they will not be meaningful.

Stacking of the battery
Not sure what Enovix is doing here. To my knowledge, you cant stop the silicon from swelling by applying pressure. Then it just wouldnt charge. Thats like trapping ice in a steel ball, I hope we all did that experiment in school. But maybe they have a point, but at least some of the text regarding the pre-lithiation is BS in that article. "It works in this architecture because it only has to travel a short distance to permeate the anode." .. thats the case in any anode. And pre-lithiation is nothing to do with the shape of the battery. What it does is, they add pure lithium metal (not some compound) mixed with a bit of electrolyte to the anode, creating the SEI layer before the first charge. The difficulty comes here that lithium metal oxidizes immediately when it comes in contact with air. And also with nitrogen. So you have to apply the lithium to the anode in some sealed container in argon atmosphere. While technically possible, you can see how this is not cheap or fast in any way. Maybe they can navigate around that issue but "It works in this architecture because it only has to travel a short distance to permeate the anode." is so wrong that not even the opposite is true.

The nail test
"Enovix’s nail penetration test shows the battery only swelling slightly, compared with a standard Li-ion battery, which caught fire and exploded in seconds. The test used a fully charged cell at 4.35 V with an impact speed of 20 cm/s using a 6-cm long steel rod." Dude, what are you comparing? There is no such thing as a "standard Li-ion battery". They probably compared to pouch cells. You know, the ones that GM uses in the Bolt, that randomly catches fire. Because pouch cells are stupid for cars. They have on paper the highest energy density but they are so fragile that they are not practical. You know why Tesla is using cylindrical cells? Exactly because pouch cells are not safe in cars. And they made that decision 10 years ago. Any manufacturer that uses them (looking at you VW and GM) is bound to have garbage EVs. Because of the inherent sensitivity of pouch cells, you need to protect them with heavy casings, which eats the entire advantage in energy density.


Lets not get lost in stuff that is not ready or applicable for prime market. You can get lost in this battery space without making meaningful progress.
 
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cosors

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Dont go there. This artical is tricking you into thinking problems are being solved. This and similar are the bane of the Lithium ion space since years. And every dog and their fluffy puppet is claiming battery breakthroughs and its never practical for one reason or another that is not discussed in these articles. Lets take a look, just for education purposes..

Silicon nanowire
Sigh, this pops up once in a while. Last time I looked at tit, it was extremely expensive and slow to manufacture. Basically, the nanowires are grown in a solution like a crystal grows, one atomic layer at a time. This, fundamentally, takes a long time and is both very sensitive to disturbances, and imperfections as well as sloooooow. So slow. Unless they have a breakthrough on the manufacturability of these things.. they can have all the performance of the world, they will not be meaningful.

Stacking of the battery
Not sure what Enovix is doing here. To my knowledge, you cant stop the silicon from swelling by applying pressure. Then it just wouldnt charge. Thats like trapping ice in a steel ball, I hope we all did that experiment in school. But maybe they have a point, but at least some of the text regarding the pre-lithiation is BS in that article. "It works in this architecture because it only has to travel a short distance to permeate the anode." .. thats the case in any anode. And pre-lithiation is nothing to do with the shape of the battery. What it does is, they add pure lithium metal (not some compound) mixed with a bit of electrolyte to the anode, creating the SEI layer before the first charge. The difficulty comes here that lithium metal oxidizes immediately when it comes in contact with air. And also with nitrogen. So you have to apply the lithium to the anode in some sealed container in argon atmosphere. While technically possible, you can see how this is not cheap or fast in any way. Maybe they can navigate around that issue but "It works in this architecture because it only has to travel a short distance to permeate the anode." is so wrong that not even the opposite is true.

The nail test
"Enovix’s nail penetration test shows the battery only swelling slightly, compared with a standard Li-ion battery, which caught fire and exploded in seconds. The test used a fully charged cell at 4.35 V with an impact speed of 20 cm/s using a 6-cm long steel rod." Dude, what are you comparing? There is no such thing as a "standard Li-ion battery". They probably compared to pouch cells. You know, the ones that GM uses in the Bolt, that randomly catches fire. Because pouch cells are stupid for cars. They have on paper the highest energy density but they are so fragile that they are not practical. You know why Tesla is using cylindrical cells? Exactly because pouch cells are not safe in cars. And they made that decision 10 years ago. Any manufacturer that uses them (looking at you VW and GM) is bound to have garbage EVs. Because of the inherent sensitivity of pouch cells, you need to protect them with heavy casings, which eats the entire advantage in energy density.


Lets not get lost in stuff that is not ready or applicable for prime market. You can get lost in this battery space without making meaningful progress.
This is like the moth and the light - that looks sooo beautiful
 

beserk

Regular
MT gave me the idea to research in French (Twitter; link to French article behind a PW). The first fund was a graphite project in Madagascar, directly compared to Talga, which Mann knows is on the other side of the world. Compare in the article the problems of our environmental peoples and Sami with those of the indigenous people, but see for yourself.


By the way, our environmentalists are on site in Nunasvaara from today until 11 June to start an endangered species collection. Whether this will have an impact, I can't say.

"Madagascar: What happens to the villagers when a graphite miner knocks on their door?​

11. Mai 2023

...
...
Some villagers also claim that the company's employees used water from their village's wells and the stream running through the village during their exploration work.

In addition, Evion would have dug several boreholes around the village. Tahovelo pointed out that the machines used by Evion are used to dig wells that are much deeper than those of the villagers. They enable the company to have water when the villagers' own wells run dry. Moreover, the latter cannot use them because Evion blocks access to them. However, Tom Revy rejected this claim.
View attachment 37844
Komanga, 28, collects standing water on a dirt road leading to Maniry.

...

As calls for decarbonisation of the global economy grow louder, some renewable energy advocates say the clean-up must extend to mining, which will support the transition.

Talga Group , which operates mining deposits in northern Sweden, announces that it will produce one of the world's most environmentally friendly graphite battery anodes. Talga has completed and submitted a definitive feasibility study for its Vittangi graphite project three years ahead of the planned production date of 2024. The mine will rely on hydropower to meet its energy needs. The Australian company Talga, after consultation with community groups, also plans to suspend mining operations for part of the year to allow reindeer migration and respect the rights of indigenous Sami reindeer herders.

While it is difficult to predict how well this deal will work out in the future, on paper it stands in stark contrast to Evion's plans. The Maniry project's biggest operating cost comes from an unlikely source: diesel. None of the villages on the proposed mine site have access to the electricity grid. Diesel, derived from crude oil, is used to power most mining operations. Projects to integrate solar energy are still under consideration.

Talga will also process graphite concentrate and produce battery anodes in the country. Like other African countries, Madagascar has to ship its graphite concentrate for processing, which deprives it of the economic gains associated with value addition. But Evion has secured agreements to supply factories in India and the United States, positioning itself as a key supplier to battery manufacturers in Europe.

The company is optimistic about its own profitability, given rising demand for electric vehicles and efforts by the US and Europe to secure non-Chinese sources of graphite supply.

Evion expects to sell graphite concentrate for an average of US$1,448 per tonne, which will generate US$1.64 billion in revenue over the life of the mine. The company expects the Maniry project to generate an after-tax return of 29%.

..."
https://fr.mongabay.com/2023/05/mad...itant-de-graphite-vient-frapper-a-leur-porte/


____________

„Sweden is a very strategic mining champion​

As the European colossus of base metals, Sweden wants to play a leading role in ecological change.
...
"The biggest challenge is to design a mine with a lower impact on the community and reindeer husbandry," testifies Talga's director in Europe, Martin Phillips. The Australian junior has been developing the Vittangi mine for a decade. When it opens in 2025, it will be the largest graphite site in Europe. A material that is "essential for batteries and that is hardly produced in Europe", explains the manager, who states that the mine is only exploited in summer when there are no reindeer. A discussion strategy This enabled the company to obtain the operating permit in April."
https://www.usinenouvelle.com/article/la-suede-un-champion-minier-tres-strategique.N2124761
Interesting juxtaposition with Europes largest natural graphite find next to Europes largest magnetite underground mining district. The Luleå location for the EU-US high level meeting on natural resources only accentuates Norrbotten as a geopolitical hot spot.
And the joint military operation Aurora 23 with 26 000 soldiers from 14 countries including Ukraine(!) can only be seen as a direct response to Russian aggression and a willingness to defend the resources of the North Arctic Europe.

-beserk
 
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cosors

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I find it interesting how the Talga case has spread around the world to Madagascar as a positive environmental showcase.
 
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cosors

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I just think a little further ahead. Talga probably already has this in mind, and if not, they will certainly have heard about it in the negotiation talks:

"For materials considered as priorities on sustainability issues such as Cathode active material – the NMC, Anode active material – the graphite, electrolyte, copper or aluminum, the chosen suppliers will need to be at least awarded an EcoVadis gold medal by 2025.

15th Mar 2023
SUSTAINABLE SUPPLY CHAIN

Responsible sourcing, what is ACC doing on the matter."​

https://www.acc-emotion.com/stories/responsible-sourcing-what-acc-doing-matter


__________________ _
  1. "Transitioning to higher silicon anodes

Another grail when it comes to EV batteries is the energy density that they can deliver to propel longer range EVs. And in this domain as well, the outlook is positive as new materials such as silicon are making an appearance on the market. Silicon and silicon oxides boast a capacity 10x greater than graphite. Furthermore, silicon could play an important role in minimizing any loss in energy density that comes from using LFP over NMC or NCA. Their use as an additive to graphite anodes is consequently likely to spread. Some battery manufacturers have already indicated they could use silicon-graphite anodes in combination with an LFP cathode. As for ACC, we are investigating the use of silicon in our NMC cathodes.

The advent of high silicon content anodes, combined with a greater number of automotive manufacturers adopting batteries that use silicon as an additive, and the underlying growth in BEVs means IDTechEx forecast silicon demand to surge by over 100× by 2031.

ACC_Transitioning to higher silicon anodes


The use of silicon in anodes as an additive to graphite or in a silicon dominant fashion is set to surge over the next 10 years.
Source: IDTechEx, Scenario Forecasting Spreadsheet: Materials for Electric Vehicle Battery Cells and Packs"
https://www.acc-emotion.com/stories/battery-trends-2022-industry-view-development-electric-vehicles-market-infographic

@Semmel that means Talnode-Si, doesn't it?

__________________
No matter how we can only win it seems. The European Commission:
1686126903518.png

https://rmis.jrc.ec.europa.eu/analysis-of-supply-chain-challenges-49b749
 
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Semmel

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Yes, that would be talnode SI and other products with similar effects. I'm not super familiar with all the silicon doping projects that exist, but talnode SI seems to be better than most based on talgas reporting on its progress and accelerated development. I bet we have one of the most promising products in the market.

With say ultimately 10% silicon doping and world wide 5 TWh per year battery production by 2030, we are looking at about 0.5kg per kWh anode Material.. 2.5mt per year anode Material demand. If 10% of the anode material is silicon, we are looking at a market of 250ktpa silicon doping material. So if Talga could capture 10% of that market, we are looking at 25ktpa silicon. Talnode SI is 50% silicon, so 50ktpa talnode SI. At a price of about $30000 per t (rough guestimate), we are looking at a revenue of 50000tpa*30000$/t= $1.5B. But why stop here, let's say we have a margin of 50%, makes $750M profit, which is about $2 per share, or if you apply a multiple of 10 pe a share price value of $20 for the Talnode-Si business alone.
 
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cosors

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Yes, that would be talnode SI and other products with similar effects. I'm not super familiar with all the silicon doping projects that exist, but talnode SI seems to be better than most based on talgas reporting on its progress and accelerated development. I bet we have one of the most promising products in the market.

With say ultimately 10% silicon doping and world wide 5 TWh per year battery production by 2030, we are looking at about 0.5kg per kWh anode Material.. 2.5mt per year anode Material demand. If 10% of the anode material is silicon, we are looking at a market of 250ktpa silicon doping material. So if Talga could capture 10% of that market, we are looking at 25ktpa silicon. Talnode SI is 50% silicon, so 50ktpa talnode SI. At a price of about $30000 per t (rough guestimate), we are looking at a revenue of 50000tpa*30000$/t= $1.5B. But why stop here, let's say we have a margin of 50%, makes $750M profit, which is about $2 per share, or if you apply a multiple of 10 pe a share price value of $20 for the Talnode-Si business alone.
adult-swim-monkey.gif
 
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beserk

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Semmel I like your maths...; )
 
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Wouldn't it be nice if the permit court now released broad details of what grounds the objections have been lodged. All this twiddling of thumbs it would add some theatre to the process.

Bring on the Vaudeville

monkey GIF
gorillas dancing GIF
Swag Dancing GIF
monkeys GIF
Monkey Drumming GIF
Excited Monkey GIF
 
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anbuck

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Wouldn't it be nice if the permit court now released broad details of what grounds the objections have been lodged. All this twiddling of thumbs it would add some theatre to the process.

Bring on the Vaudeville

monkey GIF
gorillas dancing GIF
Swag Dancing GIF
monkeys GIF
Monkey Drumming GIF
Excited Monkey GIF
Why don't they just release the appeals themselves? They're part of the public record.
 
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Semmel

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Monday is a public holiday on the ASX .. so only 2 more trading days on the ASX until we have grant for appeal decision. Looking forwards to it. :)
 
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Semmel

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We all know the valuation models. But what do you all think the market reaction is going to be if no appeals are granted and we get the permit for the factory on the 21st? Do you think we would reach 2 AUD? Or will the reaction be muted? Do we need offtakes and funding for the market to react? What's your read?
 
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scep

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We all know the valuation models. But what do you all think the market reaction is going to be if no appeals are granted and we get the permit for the factory on the 21st? Do you think we would reach 2 AUD? Or will the reaction be muted? Do we need offtakes and funding for the market to react? What's your read?
Very difficult to predict with the tax loss selling going on. To me it may accelerate up quickly with offtakes ready to sign. I leave it to Mark & his team to time the market (e)motion.
 
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cosors

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"Nordic Battery Thursday #3: The US battery market in focus​

Join us for the next Nordic Battery Thursday webinar as our expert guests explore the market situation in the US, specifically the West Coast and Midwest regions.
The panel will discuss potential regulatory issues, the joint Nordic expedition to The Battery Show in Michigan, insights from the West Coast Battery Study, and the status of the market as whole.

Speakers include:
– Matt Aistrich, Senior Advisor, Innovation Collaboration, Business Finland
– Vlad Månsson, Country Manager USA & Head of Energy and Transport America, Business Sweden
– Mats Shore, Senior Manager, Business Sweden
– Bingyan Song, Consultant, Business Sweden
The webinar will also have a Q&A session enabling viewers to pose questions to the speakers directly."
https://www.eba250.com/nordic-battery-thursday-3-the-us-battery-market-in-focus/


"COMING UP: NORDIC BATTERY THURSDAY #3
THE US BATTERY MARKET IN FOCUS – PART 1


Thursday 15 June 2023
7:00 PT / 16:00 CET / 17:00 EET

Participation link: Join the webinar here (Teams)

Join us for the next Nordic Battery Thursday webinar as our expert guests explore the market situation in the US, specifically the West Coast and Midwest regions.

The panel will discuss potential regulatory issues, the joint Nordic expedition to The Battery Show in Michigan, insights from the West Coast Battery Study, and the status of the market as whole.

Speakers include:

  • Matt Aistrich, Senior Advisor, Innovation Collaboration, Business Finland
  • Vlad Månsson, Country Manager USA & Head of Energy and Transport America, Business Sweden
  • Mats Shore, Senior Manager, Business Sweden
  • Bingyan Song, Consultant, Business Sweden
Moderator: Rebecca Scheel, Investment Manager, Innovation Norway

The webinar will also have a Q&A session enabling viewers to question the speakers directly.

This webinar edition of the Nordic Battery Thursday will focus on the U.S. market. The agenda will include topics like a look at the market situation in general and the U.S. West Coast and Midwest regions in more detail. In addition, potential regulatory issues will also be touched upon, and there will be opportunities for Q&A. A joint Nordic expedition to The Battery Show in Michigan will also be discussed.

Sign up for the webinar by adding the session to your agenda.



PREVIOUS WEBINARS:

NORDIC BATTERY THURSDAYS #1

TALENT CHALLENGE – NORDIC SOLUTIONS AND APPROACHES

The global battery industry is on a very strong growth path, and this is creating both big opportunities – but also challenges. One of the challenges the global battery industry is faced with, is acquiring the necessary talent and competence.




NORDIC BATTERY THURSDAY #2
THE NORDIC BATTERY REPORT LAUNCH WEBINAR

In the second Nordic Battery Thursday this year, we launched the latest edition of the Nordic Battery report. The report displays the most comprehensive overview of the Nordic Battery Ecosystem yet. In this session, we're diving deeper to the findings and highlight the opportunities for the industry – perhaps a couple of surprises too."



NBT.png


https://nordic-battery-thursdays.b2match.io/page-4581
 

cosors

👀
boring today so I just post whatever I find. In the Vittangi Facebook group someone from Talga proudly posted a photo of NS but unfortunately the short text can't be copied and I'm too lazy to type it. The post was liked by Rud Pederson, of course.)


and

"Graphene Market to Reach USD 2,172.2 Million by 2029 | Exhibiting a CAGR of 30.5%​


Fortune Business Insights
Wed, June 14, 2023 at 9:02 AM GMT+2

Key companies covered in graphene market are Haydale Graphene Industries plc, Graphenea, ACS Material, XG Sciences, Global Graphene Group, Applied Graphene Materials, Grolltex Inc, Directa Plus S.p.A, NanoXplore Inc., Thomas Swan & Co. Ltd., First Graphene, Talga Group, Graphite Central and more players profiled.

Pune, India, June 14, 2023 (GLOBE NEWSWIRE) -- The global graphene market size was valued at USD 269.6 million in 2021 and is projected to grow from USD 337.0 million in 2022 to USD 2,172.2 million by 2029, exhibiting a CAGR of 30.5% during the forecast period.

The list of Vendors in the Graphene Market is the following:

  • Haydale Graphene Industries plc (U.K.)
  • Graphenea (U.S.)
  • ACS Material (U.S.)
  • XG Sciences (U.S.)
  • Global Graphene Group (U.S.)
  • Applied Graphene Materials (U.K.)
  • Grolltex Inc (U.S.)
  • Directa Plus S.p.A (Italy)
  • NanoXplore Inc. (Canada)
  • Thomas Swan & Co. Ltd. (U.K.)
  • First Graphene (Australia)
  • Talga Group (Australia)
  • Graphite Central (U.S.)

...
..."
https://finance.yahoo.com/news/graphene-market-reach-usd-2-070200988.html?guccounter=1&guce_referrer=aHR0cHM6Ly93d3cuZ29vZ2xlLmNvbS8&guce_referrer_sig=AQAAAHyt7tiH-2gr6rT3pzZPA3J-BgeODmAcjcLdGzBrOvWaubdAciDU4vU6VWG7C7Oucjj5s-92gBl7QonQ8CA8T1otAsnzRe1H594nL8O6pujGuXy8nUtoB43STnKZfuTZYouynRQDjYRZMQcTroY7jKfTr-lkYvfSVeWRtPItB4Ks

look here for the report:
https://www.fortunebusinessinsights.com/graphene-market-102930
 
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cosors

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No longer accepting applications

"Job Description

  • Develop, implement, and communicate end of month process and timetable linked to key accountabilities
  • Review and develop monthly report templates (by department and consolidated) including performance reporting & budget & forecasting
  • Preparation and management of timely month end group and consolidated group management reports
  • Manage and supervise the general ledger, accounts payable and payroll functions for office
  • Preparation and management of annual and monthly head office and consolidated group operating/capital budgets and forecasting including board papers
  • Complete the consolidated group annual and half year statutory reports in conjunction with the statutory audits including developing and producing supporting audit papers and memos required as part of the transition through to production
  • Prepare quarterly ASX cashflow reports
  • Completion of the head office income tax and fringe benefits tax returns
  • Completion of group entity annual reports, audits and income tax returns
The Successful Applicant

  • Previous experience supporting a business transitioning from non-operating to operating, IE. development, construction, production, will be highly regarded
  • Proven experience developing and implementing core accounting processes and policies, as well as driving the adoption of these practices across the business
  • A track record engaging and influencing key stakeholders, including internal financial and non-financial stakeholders and executive leadership, as well as external stakeholders including Auditors"
https://au.linkedin.com/jobs/view/finance-business-partner-at-michael-page-3631335033
 
Ok
No longer accepting applications

"Job Description

  • Develop, implement, and communicate end of month process and timetable linked to key accountabilities
  • Review and develop monthly report templates (by department and consolidated) including performance reporting & budget & forecasting
  • Preparation and management of timely month end group and consolidated group management reports
  • Manage and supervise the general ledger, accounts payable and payroll functions for office
  • Preparation and management of annual and monthly head office and consolidated group operating/capital budgets and forecasting including board papers
  • Complete the consolidated group annual and half year statutory reports in conjunction with the statutory audits including developing and producing supporting audit papers and memos required as part of the transition through to production
  • Prepare quarterly ASX cashflow reports
  • Completion of the head office income tax and fringe benefits tax returns
  • Completion of group entity annual reports, audits and income tax returns
The Successful Applicant

  • Previous experience supporting a business transitioning from non-operating to operating, IE. development, construction, production, will be highly regarded
  • Proven experience developing and implementing core accounting processes and policies, as well as driving the adoption of these practices across the business
  • A track record engaging and influencing key stakeholders, including internal financial and non-financial stakeholders and executive leadership, as well as external stakeholders including Auditors"
https://au.linkedin.com/jobs/view/finance-business-partner-at-michael-page-3631335033
that means Melissa wants to free up a lot of her work to concentrate on funding and expansion.

The job advertised is a financial controller level say AUD$130K upwards for ASX listed

I was surprised at the HO head count, which seemed around 5 or 6 including MT ( MT, Melissa, Dean, Nikki plus maybe another accounts person maybe one more),and assumed she was doing work below her salary grade which is not unusual for a mining hopeful. Dean probably helped but yes they need someone to take on what is described above with their supervision
 
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