Israeli Storedot Fast Charging 4680 Batteries Using Nanomaterials and AI Optimization

Storedot is an Israeli battery company that claims to have made faster charging 4680 format batteries. They are replacing known materials and technologies with enhanced electro-chemical properties. StoreDot’s proprietary compounds, combined with nano-materials, are optimized for Extreme Fast Charging – XFC of electric vehicles.

Storedot is working with EVE Energy in China. They also work with Samsung and Daimler. Storedot has 61 granted and 31 pending patents. Storedot has received $130 million in funding.

They are able to use more silicon to reach higher energy density. They take nano-silicon and protect it with organic material that is a coating layer that protects in fast charging and fast discharging.

If this works, Tesla will want to be a partner or customer of EVE Energy and Storedot.

StoreDot innovation is based on a holistic design process, which integrates the cell chemistry and its system engineering. Their methodology includes a layer of artificial intelligence and machine learning tools to optimize the overall system. This overcomes the limitations to ultra-fast charging lithium-ion batteries while utilizing standard lithium-ion battery manufacturing facilities and processes.

Technology highlights
Nano Materials: High electrochemical energy nano-particles
as active material are important for high electrochemical activity and are designed to increase conductivity. nano-particles enable ultra-fast charging and higher storage density.

Organic Binders: Proprietary anode binder used to adhere particles of active materials and conductive additives; optimized to have low impedance to current flow.

Organic Electrode Additives: Proprietary organic compound additives in the electrodes reduce mechanical strain and prevent undesired side reactions between the electrode and electrolyte.

Organic Electrolyte Additives: Tailored electrolyte additives provide metalloid anodes increased surface and bulk stabilities, improving long-term cycling and calendar life.

Formation process: enables stable solid electrolyte interphase (SEI) for preventing irreversible consumption of electrolyte and lithium ions.

SOURCES- Storedot
Written By Brian Wang,

13 thoughts on “Israeli Storedot Fast Charging 4680 Batteries Using Nanomaterials and AI Optimization”

  1. If the "AI" is guided optimization of their materials testing and materials quantification regime based on results and it's produced notable time reductions to major finds, and it wasn't a lucky fluke in testing order, and they didn't get the most speedup by automating/robot arming the testing lab, then it might be something.

    NIST was sorta doing similar automation, but for reconfirmation of materials properties in their data books, as there have been some goofs discovered by accident of old testing data being wrong and nobody really noticed because the previously recorded properties marked the materials as unattractive so nobody really used it until someone bothered to try again, likely some overworked masters student slaving away in a university lab.

  2. Even if they succeed, it'll be a non starter for cars. The overwhelmingly most important metric is cost per kWh, because batteries are good enough already. Not many customers would pay extra for the same performance of the car – essentially – just to get some "nano" in the batteries..

    I would like to see some research into making lithium iron batteries slightly better and also even cheaper. That could have a large impact on the car battery market.

  3. As one lecture I saw pointed out: One factor that nobody much mentions but that has been critical up till now.
    Piston engines are made using flat planes and round holes. And the round holes are mostly, and can be entirely, at right angles to the flat planes. And then you insert round things that are machined around simple straight axes.

    Making precision flat planes and precision round holes and parts, and doing so at right angles to each other, is 19th century engineering.
    It was quite doable in the 18th century. It was cutting edge, but still possible, in the late 17th century.

    The result being that we can mass produce, to high precision, very easily. People could make working tanks and aircraft in bombed out WW2 Russian factories that were open to the snow. People can make replacement pistons using modified drill presses in tropical jungles. People can lap valves and adjust bearing clearances and machine blocks from rough sand castings and do so with technology levels that are barely third world.

    The world as a whole has had to, and in many (most?) places has yet to, advance to a state where Li-Co-Po-Unicornteeth battery assembly and the like is equally straightforward.

  4. ⊕1 to you.  Yep: it is all about the useful energy (as opposed to theoretical thermodynamic energy) density of petrol.  WELL over 30% of 44 MJ/kg.  In other words, upwards of 13 MJ (about 3¾ kWh) of mechanical energy per kilogram of diesel.  Very, very few engines come close, except gas turbines, which have to be pretty awesomely big to become efficient, and then produce ridiculously large amounts of power while drinking petrol like Koolaide. 

    The lowly reciprocating piston engine, for all it is not, can be made quite efficient for modest power output. And not all that massive, with aluminum-magnesium alloys, powdered graphite lubricants, and ceramic heads-and-pistons.  Experimental "production scale" engines upwards of 37% have been made using not-very-exotic (not very expensive) materials.  

    And, lest we forget … today 2021, just about every "megayacht" (35+ meter) is powered by a duple of large bore low RPM diesels.  2 megawatt to 4 megawatt per engine.  12 cylinders. Perfect use for this ancient-but-efficient technology.  

    ⋅-⋅-⋅ Just saying, ⋅-⋅-⋅
    ⋅-=≡ GoatGuy ✓ ≡=-⋅

  5. Of course they are. All technologies are. The question is when.

    My guess is that BEVs are about where jet aircraft were in the late 1940s.

    • Everyone knows they are the next big thing.
    • All the major players are sinking their resources into jets.
    • Nobody is investing any serious money into making a new piston engine.
    • But the piston engines still have a number of advantages for many uses. Especially (coincidentally) issues of range.
    • And skip forward 20, 60, 80 years, and there will still be piston engines being used for niche purposes.
  6. I hate to say it, but this article is loaded with 'oh, sure, right…' lingo.  

    It may be terribly popular to attract investors (as in, an almost invariant constant over time!) to include any-and-all keywords that sound cutting edge, like "artificial intelligence" and "nanobits" and "revolutionary" and "proprietary"; it if course is totally expected that every claim is a bit overblown, and all performance is qualitatively grand, but the quantitative numbers go wanting.  

    ALL very expected.  

    Seriously though, since when does "AI" deliver anything at all to a basically tweaked rechargeable battery chemistry and novel manufacturing techniques? 

    Don't get me wrong, I'm all for innovation. But if the researchers were doing this in 1999, they'd be moving along at the same (or even faster!) rate, and collating all their experiments in a fûqueing pile of spreadsheets. But hey, they'd also be citing some grandiose Bayesian statistical analysis too … because in 1999, that was the Next Big Thing. 

    PROOF is in the pudding.  

    QUANTITATIVELY, how fast are these batteries MEASURED to be, compared to industry standard alternatives.  
    HOW MUCH is their ultimate service life impacted by the fast rate? 
    HOW MUCH MONEY will they come in at. Etc.

    ⋅-⋅-⋅ Just saying, ⋅-⋅-⋅
    ⋅-=≡ GoatGuy ✓ ≡=-⋅

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