Battery

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After borking my Pixel 4a battery, Google borks me, too


The devil is in the details.

The Pixel 4a. It’s finally here! Credit: Google

It is an immutable law of nature that when you receive a corporate email with a subject line like “Changes coming to your Pixel 4a,” the changes won’t be the sort you like. Indeed, a more honest subject line would usually be: “You’re about to get hosed.”

So I wasn’t surprised, as I read further into this January missive from Google, that an “upcoming software update for your Pixel 4a” would “affect the overall performance and stability of its battery.”

How would my battery be affected? Negatively, of course. “This update will reduce your battery’s runtime and charging performance,” the email said. “To address this, we’re providing some options to consider. “

Our benevolent Google overlords were about to nerf my phone battery—presumably in the interests of “not having it erupt in flames,” though this was never actually made clear—but they recognized the problem, and they were about to provide compensation. This is exactly how these kinds of situations should be handled.

Google offered three options: $50 cash money, a $100 credit to Google’s online store, or a free battery replacement. It seemed fair enough. Yes, not having my phone for a week or two while I shipped it roundtrip to Google could be annoying, but at least the company was directly mitigating the harm it was about to inflict. Indeed, users might actually end up in better shape than before, given the brand-new battery.

So I was feeling relatively sunny toward the giant monopolist when I decided to spring for the 50 simoleons. My thinking was that 1) I didn’t want to lose my phone for a couple of weeks, 2) the update might not be that bad, in which case I’d be ahead by 50 bucks, and 3) I could always put the money towards a battery replacement if assumption No. 2 turned out to be mistaken.

The naïveté of youth!

I selected my $50 “appeasement” through an online form, and two days later, I received an email from Bharath on the Google Support Team.

Bharath wanted me to know that I was eligible for the money and it would soon be in my hands… once I performed a small, almost trivial task: giving some company I had never heard of my name, address, phone number, Social Security number, date of birth, and bank account details.

About that $50…

Google was not, in fact, just “sending” me $50. I had expected, since the problem involved their phones and their update, that the solution would require little or nothing from me. A check or prepaid credit card would arrive in the mail, perhaps, or a drone might deliver a crisp new bill from the sky. I didn’t know and didn’t care, so long as it wasn’t my problem.

But it was my problem. To get the cash, I had to create an account with something called “Payoneer.” This is apparently a reputable payments company, but I had never heard of it, and much about its operations is unclear. For instance, I was given three different ways to sign up depending on whether I 1) “already have a Payoneer account from Google,” 2) “don’t have an account,” or 3) “do have a Payoneer account that was not provided nor activated through Google.”

Say what now?

And though Google promised “no transaction fees,” Payoneer appears to charge an “annual account fee” of $29.95… but only to accounts that receive less than $2,000 through Payoneer in any consecutive 12-month period.

Does this fee apply to me if I sign up through the Google offer? I was directed to Payoneer support with any questions, but the company’s FAQ on the annual account fee doesn’t say.

If the fee does apply to me, do I need to sign up for a Payoneer account, give them all of my most personal financial information, wait the “10 to 18 business days” that Google says it will take to get my money, and then return to Payoneer so that I can cancel my account before racking up some $30 charge a year from now? And I’m supposed to do all this just to get…. fifty bucks? One time?

It was far simpler for me to get a recent hundred-dollar rebate on a washing machine… and they didn’t need my SSN or bank account information.

(Reddit users also report that, if you use the wrong web browser to cancel your Payoneer account, you’re hit with an error that says: “This end point requires that the body of all requests be formatted as JSON.”)

Like Lando Calrissian, I realized that this deal was getting worse all the time.

I planned to write Bharath back to switch my “appeasement,” but then I noticed the fine print: No changes are possible after making a selection.

So—no money for me. On the scale of life’s crises, losing $50 is a minor one, and I resolved to move on, facing the world with a cheerful heart and a clear mind, undistracted by the many small annoyances our high-tech overlords continually strew upon the path.

Then the software update arrived.

A decimation situation

When Google said that the new Pixel 4a update would “reduce your battery’s runtime and charging performance,” it was not kidding. Indeed, the update basically destroyed the battery.

Though my phone was three years old, until January of this year, the battery still held up for all-day usage. The screen was nice, the (smallish) phone size was good, and the device remained plenty fast at all the basic tasks: texting, emails, web browsing, snapping photos. I’m trying to reduce both my consumerism and my e-waste, so I was planning to keep the device for at least another year. And even then, it would make a decent hand-me-down device for my younger kids.

After the update, however, the phone burned through a full battery charge in less than two hours. I could pull up a simple podcast app, start playing an episode, and watch the battery percentage decrement every 45 seconds or so. Using the phone was nearly impossible unless one was near a charging cable at all times.

To recap: My phone was shot, I had to jump through several hoops to get my money, and I couldn’t change my “appeasement” once I realized that it wouldn’t work for me.

Within the space of three days, I went from 1) being mildly annoyed at the prospect of having my phone messed with remotely to 2) accepting that Google was (probably) doing it for my own safety and was committed to making things right to 3) berating Google for ruining my device and then using a hostile, data collecting “appeasement” program to act like it cared. This was probably not the impression Google hoped to leave in people’s minds when issuing the Pixel 4a update.

Pixel 4a, disassembled, with two fingers holding its battery above the front half.

Removing the Pixel 4a’s battery can be painful, but not as painful as catching fire. Credit: iFixit

Cheap can be quite expensive

The update itself does not appear to be part of some plan to spy on us or to extract revenue but rather to keep people safe. The company tried to remedy the pain with options that, on the surface, felt reasonable, especially given the fact that batteries are well-known as consumable objects that degrade over time. And I’ve had three solid years of service with the 4a, which wasn’t especially expensive to begin with.

That said, I do blame Google in general for the situation. The inflexibility of the approach, the options that aren’t tailored for ease of use in specific countries, the outsourced tech support—these are all hallmarks of today’s global tech behemoths.

It is more efficient, from an algorithmic, employ-as-few-humans-as-possible perspective, to operate “at scale” by choosing global technical solutions over better local options, by choosing outsourced email support, by trying to avoid fraud (and employee time) through preventing program changes, by asking the users to jump through your hoops, by gobbling up ultra-sensitive information because it makes things easier on your end.

While this makes a certain kind of sense, it’s not fun to receive this kind of “efficiency.” When everything goes smoothly, it’s fine—but whenever there’s a problem, or questions arise, these kinds of “efficient, scalable” approaches usually just mean “you’re about to get screwed.”

In the end, Google is willing to pay me $50, but that money comes with its own cost. I’m not willing to pay with my time nor with the risk of my financial information, and I will increasingly turn to companies that offer a better experience, that care more about data privacy, that build with higher-quality components, and that take good care of customers.

No company is perfect, of course, and this approach costs a bit more, which butts up against my powerful urge to get a great deal on everything. I have to keep relearning the old lesson— as I am once again with this Pixel 4a fiasco—that cheap gear is not always the best value in the long run.

Photo of Nate Anderson

After borking my Pixel 4a battery, Google borks me, too Read More »

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EV startup Volta Trucks files for bankruptcy amid battery supply woes

Sometimes, despite the best of plans and intentions, businesses don’t make it. Unfortunately, this is true also for those who hope to change the world for the better. Earlier today, Swedish electric lorry startup Volta Trucks announced it had filed for bankruptcy, following the failure of its battery supplier this summer. 

The security of the supply chain can make or break a hardware company — or market. We have seen massive delays in aircraft deliveries from OEMs when partners struggle with staff shortages, and the geopolitical vulnerability of the semiconductor value chain from the South China Sea has caused a frantic billion dollar spend across the US and the EU to shore up supply. 

In August, EV battery developer Proterra filed for Chapter 11 bankruptcy protection in the US. In an unfortunate chain reaction, this put a cap on production for Volta Trucks, making the company fall short on targets. This “negatively affected our ability to raise sufficient capital in an already challenging capital-raising environment for electric-vehicle players,” according to a statement from the company’s board. 

Electric truck production commenced in spring

Volta Trucks was founded in 2019 by Scandinavian entrepreneur Carl-Magnus Norden and co-founder Kjell Waloen. In November last year, the company raised roughly €600mn. It commenced production of its 16 tonnes truck in April this year, and was targeting an IPO in 2024.

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Volta Trucks has about 5,000 pre-orders of its Volta Zero, a 150-200km range, 7 tonne payload truck that was to come in a regular and a refrigerated edition. It employs 850 people, roughly 600 of whom are located across sites in the UK

Volta Trucks is one of several Swedish heavy transport EV startups. Stockholm-based autonomous electric freight vehicle producer Einride, founded in 2016, is already operating its trucks across Europe and the US, and recently announced its expansion to the Middle East. 

Meanwhile, established manufacturers such as Scania are re-engineering their products for more sustainable operations. This includes covering lorries in solar panels, and collaborating with battery startup success and compatriot Northvolt for long-range zero-emission trucks. 

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European startups: I think we’re going to need a better battery

Next year, a Dutch company will put a new kind of battery in a drone and — if all goes according to plan — that drone will fly for 50% longer than it could with a standard lithium-ion (Li-ion) battery. Flight times of nearly an hour, say, rather than 34 minutes. The souped-up drone won’t be any heavier than before and the new battery will actually be smaller than the old one, despite offering more juice.

Fixed wing and multi-rotor drones are just the beginning. LeydenJar is also targeting electric vehicles and Tim Aanhane, the company’s business developer, estimates that the firm’s batteries could allow an electric car to achieve a range of 800 or 900km — roughly double the current market standard.

“The battery industry is moving fast,” Aanhane says. Leydenjar’s battery uses a silicon, rather than graphite anode. This component, also known as the negative electrode, is where negatively charged particles called ions lose electrons. The electrons then travel through an electrical circuit, providing current.

Europe needs to stay in the battery tech race

It’s just one startup among many in Europe working on improving battery technology. A key goal for many in this space is high energy densities — batteries that offer significantly more power than the existing Li-ion options. This tends to be measured in terms of the amount of energy available in watt hours (Wh) per unit of volume (litres, l) or mass (kilograms, kg). 

With research and development racing ahead, especially in countries such as China, there’s no time to lose. Europe must come up with some seriously good battery tech, fast, or face being left behind.

LeydenJar, which has a headcount of more than 70 people and has raised €100 million in funding to date, is currently testing its prototype batteries. Aanhane and his colleagues plan to open a large factory in the Netherlands in 2025. Annual production at the site is intended to reach 100 megawatt hours of total battery storage — roughly equivalent to the energy requirement of up to 100,000 homes.

“Silicon as a material can store 10 times the amount of lithium ions than graphite,” says Aanhane. For the battery as a whole, that means a yield of roughly up to 70% more energy per litre — 1,350 Wh/l or 390 Wh/kg.

Battle of the bulge

LeydenJar says it has solved a key problem that has held back silicon anode batteries in the past — excessive swelling. Traditionally, these anodes would bulge considerably when charged, reducing their lifespan and potentially making them unsafe. To counter this, LeydenJar makes its anodes by growing tiny columns of silicon, several micrometres thick, on copper foil. 

“There’s space in between them,” explains Aanhane. “Within these columns there’s porosity as well.”

Those crucial spaces in and around the silicon columns mean the bulging is mostly contained within the battery material itself and the swelling of the battery cell overall is comparable to that of a graphite anode battery, he says. Aanhane adds that this limited swelling behaviour appears stable across hundreds of cycles — the process of repeatedly charging and depleting the battery.

To date, LeydenJar has tested its batteries over 500 cycles or so and Aanhane suggests they are aiming to push beyond 1,000 cycles. An additional benefit of the technology, he says, is that it requires much less energy to produce than needed for graphite anodes, potentially making it more environmentally friendly. Safety tests have also shown no high risk of fires or explosions, so far, which is an important consideration in the development of new battery tech.

China syndrome

In recent months, battery makers in Asia have touted higher capacities on the horizon, with Gotion, for one, claiming its new Astroinno battery can provide an electric car with 1,000km of range. CATL in China is another one to watch; the firm says its 500 Wh/kg battery could power electric aircraft of the future. And Toyota, in Japan, says it is developing battery technology that could provide a stonking 1,500 km of range in an electric car by 2027.

“Our dependence on China for this evolving industry is already growing at an incredible rate,” acknowledges Karl McGoldrick, chief executive and co-founder of LionVolt, another Netherlands-based battery tech startup. The firm has 16 employees and has received €16 million in funding, €11 million of which has been in the form of grants and subsidies.

LionVolt is working on solid-state batteries that don’t contain the liquid lithium common in standard Li-ion devices. Instead, they use billions of tiny pillars between which the ions flow. McGoldrick explains that this heightened surface area inside the battery allows for increased energy densities, of 450 Wh/kg.

He also claims that LionVolt’s technology does not suffer from dendrites, the growth of metal filaments that can cause dangerous shorts in a battery. 

Innovate, adapt, overcome?

One of the most interesting things about the development of higher energy density batteries is the sheer variety of technologies currently afoot. In Italy, startup Bettery, a spinout from the University of Bologna, is working on a flow battery that uses semi-solid electrodes. 

In this case, the semi-solid is a fluid with particles suspended within it. Alessandro Brilloni, co-founder, says he and his three other co-founders have found a way of preventing the particles from depositing into a sediment. 

There are trade-offs in choosing this approach, however. Flow batteries aren’t as energy efficient as Li-ion batteries. Though Brilloni states that they should have longer lifespans. 

He and his three collaborators are now in the process of setting up their first dedicated lab and they also have a small prototype battery powerful enough to supply, say, a laptop computer. Brilloni says energy densities of 500 Wh/kg or higher should be possible with the technology. The company has raised €420,000 to date.

Thin and flexible

Finally, The Batteries in Poland has developed a solid-state device made using a powder-based electrolyte, which the firm says greatly reduces production costs.

Spokeswoman Izabela Bany suggests that the batteries, which could be made in thin, flexible formats, might soon power sensors, wearables, IoT devices, or self-contained emergency lighting, for example. The Batteries has raised $12.4 million (€11.9 million) in funding so far.

Another benefit, Bany adds, is that the technology won’t suffer from combustion or explosions even if there are manufacturing flaws. The Batteries is targeting energy densities of around 1,200 Wh/L.

This is just a handful of the approaches emerging among European battery tech startups and it’s anyone’s guess which will go on to thrive in the coming years. But McGoldrick stresses that, if Europe is to feature prominently in the great battery race at all, then investing in novel technology — which means taking a punt on young firms — is essential.

“We have to be braver,” he says. “Otherwise, we’ll be buying all our batteries from China.”

European startups: I think we’re going to need a better battery Read More »

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Northvolt targets zero-emission aviation with ‘superior’ lithium metal battery

Northvolt targets zero-emission aviation with ‘superior’ lithium metal battery

Linnea Ahlgren

Story by

Linnea Ahlgren

Swedish low-carbon battery startup Northvolt is on a bit of a roll lately. Recently, the company revealed a new collaboration with Scania to produce the longest lasting EV batteries on the market. Now, its wholly-owned subsidiary Cuberg has unveiled a program to develop high-performance batteries to achieve “safe and sustainable” electric flight. 

One of the biggest stumbling blocks to zero-emission electric aviation is, apart from access to renewable energy, battery technology. Today’s batteries are, simply put, too inefficient and too heavy. 

However, Cuberg says it has already achieved significant milestones in its next-generation lithium metal cell battery technology. This involves a lithium metal anode and proprietary liquid electrolyte, which the company says simultaneously solves the interlocking challenges of battery performance and manufacturability. 

Furthermore, Cuberg says it will have “superior power and energy capabilities to today’s conventional lithium-ion batteries.” The aim is to develop a breakthrough lithium metal cell boasting an energy density of 1000 Wh/l by 2025. 

Significant achievements thus far include building and shipping a 20 Ah commercial-format lithium metal pouch cell with specific energy of 405 Wh/kg. Furthermore, the company has engineered and produced an aviation module based around the 20 Ah cells, with specific energy of 280 Wh/kg and energy density of 320 Wh/L. 

Cubergs aviation module
Cuberg’s aviation module has up to 40% higher specific energy than comparable lithium-ion technology. Credit: Northvolt/Cuberg

Importantly, the module platform has achieved what is called passive propagation resistance during a verification test campaign, which means it can resist the spread of a thermal runaway event from one cell to another.

Thermal runaway is one of the biggest safety concerns with lithiummetal cells, as it may cause the battery to catch fire or explode. As such, the verification is considered a key step when certifying batteries for aviation. 

Expanding lithium metal cell cycles

Meanwhile, lithium metal batteries, as opposed to lithium-ion, can only be recharged a few times before they become unusable. This may be cause for other sustainability concerns, given the environmental costs of lithium extraction. 

However, in a third-party validation in July last year, Cuberg’s cell cycle life was confirmed to have been extended to 672 cycles, with energy capacity of 380 Wh/kg, making it the world’s highest-performing and longest-lived lithium metal cell in a commercially representative cell size. 

Credit: Northvolt/Cuberg

Northvolt ranks first on the list of most-funded startups in Europe, with a total of €5.5bn raised to date. Furthermore, it has secured more than €50bn worth of contracts from customers including BMW, Fluence, Scania, Volkswagen, Volvo and Polestar.

Northvolt acquired Cuberg, founded in 2015 and based in San Leandro, California, in 2021 to help bring the startup’s next-generation lithium metal cell technology to scale. 

Playing the long sustainable aviation game

Proportionally, aviation, as an industry, is not that big a polluter; it is responsible for “only” approximately 2.5% of global greenhouse gas emissions. This can be compared to transport as a whole (14%) and other industries such as agriculture, forestry and land use (24%). 

However, as other industries begin to decarbonise, the difficult-to-abate aviation sector’s share of emissions will expand. What is even more alarming is that global passenger traffic is predicted to reach 19.3 billion by 2041, up from a forecasted 8.4 billion in 2023.

It is true that the lion’s share of emissions come from long-haul air travel, and aerospace engineers may be a long way yet from coming up with a zero-emission high-capacity propulsion system. 

Meanwhile, innovation must start somewhere. Technology being developed today for the lower capacity regional air travel segment will serve as the foundation for more sustainable narrowbody and dual-aisle aircraft further down the road. 

As such, the immediate effect of replacing short-haul aircraft with electric or hydrogen-electric planes may not be globally significant. However, the extrapolated implications of developments in areas such as battery and fuel-cell technology coupled with energy storage may just be one of the avenues to solving aviation’s fossil-fuel dependency. 

Countries such as the UK, Norway and Sweden have already set deadlines to entirely decarbonise domestic aviation within the next couple of decades. Swedish electric aircraft startup Heart Aerospace has received firm orders for 230 of its 30-seat ES-30, along with options for another 100 and letters of intent for additional 108 units. The plane is scheduled to enter service in 2028, with a scalable upgrade path as “future battery technology matures.” 

Furthermore, the global electric vertical take-off and landing vehicle (eVTOL) market has around 500 developers. Specifically, Cuberg has already received orders from established companies such as Boeing and urban air mobility (UAM) startups including BETA Technologies, Ampaire and Volt Aero. The company says it will deliver modules to select aviation customers throughout 2023. 

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