## Daimler Trucks invests in Israeli nanotechnology materials pioneer StoreDot; FlashBattery technology

##### 15 September 2017

Daimler AG’s Trucks division is investing in the Israeli company StoreDot Ltd. The Tel Aviv-based company, founded in 2012, is a nanotechnology materials pioneer and a leading companies in the field of electric charging and energy-storage materials. A representative from Daimler will be appointed to StoreDot’s Board of Directors.

Complementing the investment, both partners have agreed to a strategic partnership that focuses on the field of fast battery charging. StoreDot’s FlashBattery technology enables charging any electric vehicle within minutes, as quickly as filling a tank of gas. Furthermore, FlashBattery’s high efficiency in recuperation is particularly interesting for commercial vehicles; better usage of braking energy increases the range and requires less frequent charging.

This results, together with faster charging times, in higher vehicle usage. Both partners will jointly work on tailor-made, integrated technologies, with the future-generation FUSO eCanter (earlier post) as a possible example of application. The possibility of further joint projects, even beyond the Trucks division, is part of both companies’ future discussions.

Earlier this year, StoreDot demonstrated the viability of a concept for five-minute charging of vehicle batteries, showcasing how its new organic compounds combined with nanomaterials are implemented in the battery cell. StoreDot’s new batteries are currently in an advanced stage of development, and are expected to be integrated into electric vehicles that are now in their design phase.

Electrification of trucks is of top priority at Daimler. [The] global launch in New York City of the FUSO eCanter, the world’s first series-produced all-electric light-duty truck, provides impressive proof of our strive for bringing electric vehicles for everyday use to the market. Fast charging is an important topic especially for fleet owners of all Daimler Trucks brands. Together with StoreDot we will now jointly work on a holistic approach to fast charging.

—Martin Daum, Member of Daimler’s Board of Management with responsibility for Daimler Trucks & Buses

StoreDot Ltd. was founded in 2012 and develops technologies based on a unique methodology for the design, synthesis and manufacturing of organic compounds. Designed to replace known technologies with enhanced chemical, electrical, and optical properties, StoreDot’s proprietary technology, inspired by nature, can be optimized for multiple industries, including fast-charging batteries in mobile devices, electric vehicles and for next-generation LCD displays.

The EV FlashBattery enables a full charge in 5 minutes, providing up to 300 miles (480 km) of driving distance, depending on the model of the EV. EV FlashBattery’s remarkably fast charging rate is achieved due to StoreDot’s novel materials and new battery structure.

As the manufacturing process uses traditional capital equipment, with mostly standard processing, the EV FlashBattery cost is aligned with Li-ion industry’s cost reduction curve over the coming years, and will benefit the expected economies of scale of the industry as a whole.

EV FlashBattery architecture is built with a highly stable electrode structure, and contains materials that are far less flammable and more stable at high temperatures than traditional Li-ion technology. Consumer safe, EV FlashBattery incorporates a multi-layer safety-protection structure. In addition, FlashBattery is environmentally safer than a Li-ion battery, utilizing organic compounds and a friendlier aquatic based manufacturing process.

StoreDot’s core technology incorporates chemically synthesized organic molecules of non-biological origin. These innovative molecules demonstrate uniquely tunable optical and electrochemical properties, which allow for enhanced performance of energy storage devices.

Using a unique multifunction electrode (MFE), StoreDot’s FlashBattery combines two benefits of energy storage solutions, incorporating the high-power rapid-charging rate capability with the high-energy storage ability. This optimized charging ability is achieved through an innovative electrode structure containing proprietary organic polymers with metal oxide compounds of the cathode that trigger the redox reactions.

This solution enables ions to flow from a modified anode to a modified cathode at a speed that is much faster than existing technologies. Together with a proprietary separator and electrolyte, this new architecture delivers a high current and low internal resistance, with enhanced energy density and a prolonged battery life.

They aren't really revealing much about the battery. Looks hush hush.

Charging at 1200 kW sounds good IF you have the facilities.

Batteries recharging with enough electrons to go enother 300+ miles (about 500 Km) in 5 minutes (instead of 30 to 60 minutes) would solve one of the main problem with current BEVs.

Another benefit would be the ability to recover more braking energy to extend range, specially in city traffic.

Will those batteries be affordable and have much higher (up to 5X) energy capacity per Kg and per L? If so, future BEVs will have real advantage over ICEVs and FCEVs?.

Charging facilities with 1200 KW will need improved cables, connectors, chargers etc but is doable.

@HarveyD

We currently have BEVs that will do 300+ miles. Asking for a 5X improvement would imply you believe that 1,500 + miles on a single charge is a requirement. Can you explain why you think this is needed by the buying public?

From an engineering perspective it would be fairly trivial to design/build ICEVs that can do 1,500+ miles ...and yet most of the ~300 models of ICEVs sold in the US do not have a range of 1,500, 1,000, or even 500 miles.

300 miles for an "average car" implies about 75kWh. 75 kWh in 5 minutes would need 900kW charging. 900 kW charging would be a challenge for much of the grid and isn't expected to be widely available anytime soon ....but 150 kW charging infrastructure is expected to roll out over the next couple years in California (StoreDot is planning on production in 2020.) @150 kW charge rate we could add 2 hours of drive time with a 15 minute charge.

In surveys a supermajority of respondents indicated they were willing to wait 20 minutes to charge. A super majority of respondents also indicated that on long trips they drove between 90-120 minutes before taking a break. EVs need to charge at a rate of about 320 mph in order to meet the minimum expectations for charge rate. @150 kw this battery could charge at 600 mph.

As Jeff pointed out they are short on info. There is no indication of how the cost of this might compare. Nor do they mention what the cycle life is or give much indication of the volumetric or gravimetric density. The cost would be important for all potential customers. Improved V and G density would be key for ICEV retrofits and PHEVs. For BEV platforms it would be less significant.

75kWh
That depends on the weight, efficiency and aerodynamics of the car. I would say a Tesla S 100 could go 300 miles.

EVgo working with ABB already has charging stations with the potential to reach charging speeds of up to 350kW. There is one station in L.A. (http://blog.caranddriver.com/first-u-s-350-kw-charging-station-will-allow-speedy-l-a-vegas-ev-road-trips/).

You're right it is dependent on the efficiency of the vehicle and the 1,200 kW would be reasonable if by "average car" they were referring to a Tesla S. Their animation looked to me like a mid-size to compact sedan so I inferred a TM3 or Hyundai Ioniq would be apropos. A TM3 can do 300 EPA miles on about 73 kWh, a Hyundai Ioniq ~68 kWh, a Chevy Bolt ~77 kWh, and a Leaf on ~80 kWh. In each of those I've rounded up to account
for a small addition in weight.

Thanks for the link Gryf. That was an interesting read. Although plug-ins have gone mainstream (> 10% of new car sales) in the Bay Area I'm convinced we'll need to see charging rates in the 100-150 kWh range for them to gain wider acceptance. Tesla offers that to their customers today. Perhaps we'll see what Tesla has up their sleeve in October when they reveal the Semi. Hopefully a lot of the VW Dieselgate s will go to 150/350 kW infrastructure instead of 50 kW.

900 kW to 1200 kW is a LARGE charge.
That would be over 400 VDC
at over 2000 amps!

Up to 5X improvement = 5 x 100 miles = 500 miles in good to ideal weather conditions or up to 350/400 miles in adverse wx.

Current TESLA's S-100 will do up to 300 miles (in good weather) with a heavy 100 KW pack (rated at about 2X).

The same large TESLA S could probably do close to 400/450 miles (in good to ideal conditions) with 3X (S-150 = 150 KW) battery pack.

Future lighter vehicles and lighter SS batteries will certainly do better.

1. For Automobiles 350kW probably is enough. The Porsche Mission E Concept has an 800 volt electrical system and is a model for future Porsche EV. Check out this discussion which shows the value of an 800 volt/350 kW system. (https://newsroom.porsche.com/en/technology/porsche-engineering-e-power-electromobility-800-volt-charging-12720.html).
2. Large Class 8 Trucks that travel long distances every day require fast charging like wthat Daimler Trucks is working on with Store Dot (the Tesla "Beast" Semi will also have a similar system no doubt). To supply these high voltage batteries something like the Opbrid Trůkbaar with a 650 kW overhead DC automatic charger would help. Maybe even a 1 MW charger may be needed where a 30 minute charge would supply 500 kW.

Below are the ranges of BEVs projected with a 1X battery;

221 Hyundai Ioniq
220 Telsa M3
213 Renault Zoe
200 Chevy Bolt
190 Nissan Leaf
175 VW Golf

It would appear that while you were sleeping the capacity has doubled what you perceive the range to be or about 200 miles / X so in order to meet your stated threshold of 500 miles on a single charge you are actually looking for a 2.5X improvement. With density increasing at 8% per year we would not expect BEVs to meet your expectation/requirement until 2029. If you are correct about 500 miles then I would not expect much growth in the short term or mid-term for BEVs.

I doubt that you are correct about 500 miles range requirement though. Fairly recently (2008) the average range of an ICEV was 280 miles and I don't recall advertisements crowing about the range of more efficient vehicles. It just wasn't/isn't a big selling point when refueling times are below 15 minutes.

@Gasbag:

You may have to divide your (current) given e-ranges by two (2) to meet all weather safety requirements or move from 1X to 2X (+) batteries.

Most Leaf owners store their very low range e-vehicle during winter months in our region. Only the very braves will use it during a snow storm.

This new flash battery technology with 5 minutes charging plus better braking energy recovery could solve the current low range problem with 100+ KW battery units.

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