‘Nano Origami’ – Tiny graphene microchips could make your phones and laptops thousands of times faster, say scientists

Researchers unlocked the electronic properties of graphene by folding the material like origami paper.

Graphene strips folded in similar fashion to origami paper could be used to build microchips that are up to 100 times smaller than conventional chips, found physicists – and packing phones and laptops with those tiny chips could significantly boost the performance of our devices. 

New research from the University of Sussex in the UK shows that changing the structure of nanomaterials like graphene can unlock electronic properties and effectively enable the material to act like a transistor.   

The scientists deliberately created kinks in a layer of graphene and found that the material could, as a result, be made to behave like an electronic component. Graphene, and its nano-scale dimensions, could therefore be leveraged to design the smallest microchips yet, which will be useful to build faster phones and laptops.  

Alan Dalton, professor at the school of mathematical and physics sciences at the University of Sussex, said: “We’re mechanically creating kinks in a layer of graphene. It’s a bit like nano-origami.”  

“This kind of technology – ‘straintronics’ using nanomaterials as opposed to electronics – allows space for more chips inside any device. Everything we want to do with computers – to speed them up – can be done by crinkling graphene like this.”  

Discovered in 2004, graphene is an atom-thick sheet of carbon atoms, which, due to its nano-sized width, is effectively a 2D material. Graphene is best known for its exceptional strength, but also for the material’s conductivity properties, which has already generated much interest in the electronics industry including from Samsung Electronics. 

The field of straintronics has already shown that deforming the structure of 2D nanomaterials like graphene, but also molybdenum disulfide, can unlock key electronic properties, but the exact impact of different “folds” remains poorly understood, argued the researchers.   

Yet the behavior of those materials offers huge potential for high-performance devices: for example, changing the structure of a strip of 2D material can change its doping properties, which correspond to electron density, and effectively convert the material into a superconductor.   

The researchers carried an in-depth study of the impact of structural changes on properties such as doping in strips of graphene and of molybdenum disulfide. From kinks and wrinkles to pit-holes, they observed how the materials could be twisted and turned to eventually be used to design smaller electronic components.   

Manoj Tripathi, research fellow in nano-structured materials at the University of Sussex, who led the research, said: “We’ve shown we can create structures from graphene and other 2D materials simply by adding deliberate kinks into the structure. By making this sort of corrugation we can create a smart electronic component, like a transistor, or a logic gate.”  

The findings are likely to resonate in an industry pressed conform to Moore’s law, which holds that the number of transistors on a microchip doubles every two years, in response for growing demand for faster computing services.

The problem is, engineers are struggling to find ways to fit much more processing power into tiny chips, creating a big problem for the traditional semiconducting industry.  

A tiny graphene-based transistor could significantly help overcome these hurdles. “Using these nanomaterials will make our computer chips smaller and faster. It is absolutely critical that this happens as computer manufacturers are now at the limit of what they can do with traditional semiconducting technology. Ultimately, this will make our computers and phones thousands of times faster in the future,” said Dalton.  

Since it was discovered over 15 years ago, graphene has struggled to find as many applications as was initially hoped for, and the material has often been presented as a victim of its own hype. But then, it took over a century for the first silicon chip to be created after the material was discovered in 1824. Dalton and Tripathi’s research, in that light, seems to be another step towards finding a potentially game-changing use for graphene. 

Hydrogen Fuel Cell Vehicles – The future of Our Automobiles?

What if your electric vehicle could be refueled in less than 5 minutes? No plug, no outlet required. The range anxiety that’s stymied sales of EVs? Forget about it.

Three EVs can meet these demands and allay concerns about owning an emissions-free vehicle.

There’s just one drawback. You can only find them in California.

Welcome to the world of hydrogen fuel cell electric vehicles (FCEVs). A tiny market that includes Toyota’s Mirai, Hyundai’s Nexo and Honda Motor’s Clarity Fuel Cell, these “plug-less” EVs are the alternative to their battery electric cousins. Drivers can refuel FCEVs at a traditional gasoline station in less than 5 minutes.

The 2021 Mirai gets an EPA estimated 402 miles of range on the XLE trim with the Nexo close behind at 380 miles. Neither cold weather nor heated seats deplete the range, another added bonus.

“Hydrogen fuel cell vehicles are superior driving machines compared to traditional vehicles,” Jackie Birdsall, senior engineer on Toyota’s fuel cell team, told ABC News.

Toyota sees tremendous upside in fuel cell technology, which it has been perfecting for 25 years. More than 6,500 Mirais have been sold or leased in California since its launch in 2015. The second generation Mirai, on sale next month in San Francisco and Los Angeles, can store more hydrogen than its predecessor, giving the sleek sedan a 30% increase in range.

The first generation Mirai. Toyota has sold or leased 6,500 Mirais since its U.S. launch in 2015.Toyota Motor

“When people hear electric they only think battery electric,” Birdsall said. “The BEV [battery electric vehicle] market is pretty saturated. If we want to have sustainability and longevity we need to be diverse.”

FCEVs, like the Mirai, can produce their own electricity from the on-board supply of hydrogen.Toyota Motor

FCEVs work like this: Electricity is generated from an onboard supply of hydrogen. That electricity powers the electric motor. When hydrogen gas is converted into electricity, water and heat are released. An FCEV stores the hydrogen in high-pressure tanks (the Mirai, for example, has three). Non-toxic, compressed hydrogen gas flows into the tank when refueling.

“If we can build the stations, we can build the cars,” Keith Malone of the California Fuel Cell Partnership, an industry-government collaboration founded in 1999 to expand the domestic FCEV market, told ABC News. “These vehicles have met all the same safety standards globally. The tanks have undergone armor piercing bullet tests. There are no dangers.”

Malone, a longtime advocate of hydrogen-powered vehicles, did concede that the nascent industry has more hurdles to clear before it’s widely accepted.

“We are an early market and these cars are not cheap for lease or sale,” he said. “Most stations are concentrated in urban areas in California. But we’ve seen a lot of progress.

The real challenge is rolling out the fueling network. But the vehicles are here. They’re good, people love them.”

NEXO is the technological flagship of Hyundai’s growing eco-vehicle portfolio.Hyundai

J.R. DeShazo, director of the Luskin Center for Innovation at UCLA, remembers when Arnold Schwarzenegger, the former governor, vowed to revamp California’s highways as “Hydrogen Highways” in 2004. The infrastructure to support hydrogen fuel for transportation never materialized. DeShazo doubts it ever will.

“If there were stations everywhere, hydrogen would be an obvious solution,” he told ABC News. “Refueling stations are really expensive and require significant economies of scale to be cost effective and compete with gasoline and electricity.”

Refueling a hydrogen fuel cell vehicle can be achieved in as little as five minutes. Shown here is the Hyundai NEXO.Hyundai

Betting on batteries

There are currently 42 hydrogen fueling stations in California though not all are online. The average price of hydrogen is $16 a kilogram versus $3.18 for a gallon of gasoline in the state. At least 8,890 FCEVs are on the road today, a far cry from the 53,000 the California Fuel Cell Partnership projected by the end of 2017.

“I don’t see a lot of automaker interest in hydrogen,” DeShazo argued. “Most automakers are betting on battery electric vehicles for the passenger market and delivery trucks.”

John Voelcker, the former editor of Green Car Reports who now covers electric cars and energy policy as a reporter and analyst, may be one of the industry’s most outspoken detractors. In a recent article for The Drive, he laid out the case for why FCEVs have not delivered on their many promises.

“Despite more than half a century of development, starting in 1966 with GM’s Electrovan, hydrogen fuel-cell cars remain low in volume, expensive to produce, and restricted to sales in the few countries or regions that have built hydrogen fueling stations,” he wrote.

When asked if hydrogen was the future of the automotive industry, Voelcker was unequivocal: “Absolutely not,” he told ABC News.

“If China suddenly decided its auto industry will adopt hydrogen vehicles, things might change,” he went on. “I am not a believer of FCEVs. It costs tens of billions of dollars to set up a hydrogen fueling network that has industrial strength compression equipment” to fuel these vehicles, he said.

Inside the hood of the 2021 Toyota Mirai fuel cell electric vehicle.Toyota Motor

Both Voelcker and DeShazo pointed out that the production of hydrogen — if not made from renewable energy such as natural gas or solar — causes greenhouse emissions.

“If the goal is reducing climate change gas per mile driven, electricity is simply better at doing that,” Voelcker said. “More CO2 is associated with hydrogen cars.”

Mixed outlook for automakers

Not all automakers are convinced that hydrogen can help them meet their emissions targets. Audi will stop development of its hydrogen-powered vehicles, including its flashy h-tron concept that was expected to hit the market in 2025, according to German newspaper Die Zeit.

“We will not be able to produce sufficient quantities of the hydrogen required for propulsion in the next few decades in a CO2-neutral manner. I therefore do not believe in hydrogen for use in cars,” Markus Duesmann, Audi’s CEO, said in an interview.

Volkswagen has also decided against the technology, with Herbert Dies, the company’s chief, telling industry insiders in July: “It doesn’t make a lot of sense at this point to think about bringing hydrogen into passenger cars.”

Unlike its German counterparts, BMW has not ruled out hydrogen. The Bavarian automaker said in a tweet that it would produce an X5 SUV with its second generation hydrogen fuel cell powertrain by 2022. General Motors, along with partner Honda, said it remains “committed to fuel cells as a complement to battery-electric propulsion” and the manufacture of fuel cells will take place at the company’s facility in Brownstown, Michigan.

GM will also supply its Hydrotech fuel cell systems to electric start-up Nikola’s heavy duty semi-trucks.

The 2021 Honda Clarity Fuel Cell has an EPA range rating of 360 miles on a full tank of hydrogen.Honda Motor

Whether hydrogen can succeed depends on how willing the stakeholders — automakers, station developers and local governments — are willing to invest in the technology. Honda has only sold 1,617 Clarity Fuel Cell vehicles in nearly four years and the company is “pursuing multiple ZEV (Zero Emission Vehicle) pathways” in an effort to reduce CO2 emissions, a spokesperson said.

Toyota is actively working with elected officials, NGOs, utilities and energy companies to increase the access to hydrogen. A number of refueling stations have been built or are almost complete in the Northeast with Colorado, Oregon, Washington state and Texas eyed as the next growth areas.

Toyota engineer Birdsall said 2021 Mirai owners will receive $15,000 in free hydrogen, or enough money to cover the first 67,000 miles. It costs about $90 to fill up the car’s 5.6 kilogram tank. These giveaways could help change consumers’ minds — at least in California — to try an FCEV. Hydrogen’s limitations, however, may be too much for any automaker to overcome in the long term.

“We don’t want to put all our eggs in one basket,” Birdsall noted. “Both BEVs and hydrogen fuel cells are the future.”

Watch Our YouTube Video for the Next Phase of our Nano Enabled Battery and Super Capacitors – “The Magnum”

https://youtube.com/playlist?list=PLvJdwwAwPOLLYe9CPfKWqNZ6vgZhpm89c

Mainstream EV Adoption: 5 Speedbumps to Overcome

** Article from the Visual Capitalist **

Many would agree that a global shift to electric vehicles (EV) is an important step in achieving a carbon-free future. However, for various reasons, EVs have so far struggled to break into the mainstream, accounting for just 2.5% of global auto sales in 2019. 

To understand why, this infographic from Castrol identifies the five critical challenges that EVs will need to overcome. All findings are based on a 2020 survey of 10,000 consumers, fleet managers, and industry specialists across eight significant EV markets. 

The Five Challenges to EV Adoption

Cars have relied on the internal combustion engine (ICE) since the early 1900s, and as a result, the ownership experience of an EV can be much more nuanced. This results in the five critical challenges we examine below. 

Challenge #1: Price

The top challenge is price, with 63% of consumers believing that EVs are beyond their current budget. Though many cheaper EV models are being introduced, ICE vehicles still have the upper hand in terms of initialaffordability. Note the emphasis on “initial”, because over the long term, EVs may actually be cheaper to maintain. 

Taking into account all of the running and maintenance costs of [an EV], we have already reached relative cost parity in terms of ownership.

—President, EV consultancy, U.S.

For starters, an EV drivetrain has significantly fewer moving parts than an ICE equivalent, which could result in lower repair costs. Government subsidies and the cost of electricity are other aspects to consider. 

So what is the tipping price that would convince most consumers to buy an EV? According to Castrol, it differs around the world. 

Country	EV Adoption Tipping Price ($)
Japan	$42,864
China	$41,910
Germany	$38,023
Norway	$36,737
U.S.	$35,765
France	$31,820
India	$30,572
UK	$29,883
Global Average	$35,947

Many budget-conscious buyers also rely on the used market, in which EVs have little presence. The rapid speed of innovation is another concern, with 57% of survey respondents citing possible depreciation as a factor that prevented them from buying an EV. 

Challenge #2: Charge Time

Most ICE vehicles can be refueled in a matter of minutes, but there is much more uncertainty when it comes to charging an EV. 

Using a standard home charger, it takes 10-20 hours to charge a typical EV to 80%. Even with an upgraded fast charger (3-22kW power), this could still take up to 4 hours. The good news? Next-gen charging systems capable of fully charging an EV in 20 minutes are slowly becoming available around the world. 

Similar to the EV adoption tipping price, Castrol has also identified a charge time tipping point—the charge time required for mainstream EV adoption. 

Country	Charge Time Tipping Point (minutes)
India	35
China	34
U.S.	30
UK	30
Norway	29
Germany	29
Japan	29
France	27
Global Average	31

If the industry can achieve an average 31 minute charge time, EVs could reach $224 billion in annual revenues across these eight markets alone. 

Challenge #3: Range

Over 70% of consumers rank the total range of an EV as being important to them. However, today’s affordable EV models (below the average tipping price of $35,947) all have ranges that fall under 200 miles. 

Traditional gas-powered vehicles, on the other hand, typically have a range between 310-620 miles. While Tesla offers several models boasting a 300+ mile range, their purchase prices are well above the average tipping price. 

For the majority of consumers to consider an EV, the following range requirements will need to be met by vehicle manufacturers.

Country	Range Tipping Point (miles)
U.S.	321
Norway	315
China	300
Germany	293
France	289
Japan	283
UK	283
India	249
Global Average	291

Fleet managers, those who oversee vehicles for services such as deliveries, reported a higher average EV tipping range of 341 miles. 

Challenge #4: Charging Infrastructure

Charging infrastructure is the fourth most critical challenge, with 64% of consumers saying they would consider an EV if charging was convenient.

Similar to charge times, there is much uncertainty surrounding infrastructure. For example, 65% of consumers living in urban areas have a charging point within 5 miles of their home, compared to just 26% for those in rural areas. 

Significant investment in public charging infrastructure will be necessary to avoid bottlenecks as more people adopt EVs. China is a leader in this regard, with billions spent on EV infrastructure projects. The result is a network of over one million charging stations, providing 82% of Chinese consumers with convenient access. 

Challenge #5: Vehicle Choice

The least important challenge is increasing the variety of EV models available. This issue is unlikely to persist for long, as industry experts believe 488 unique models will exist by 2025. 

Despite variety being less influential than charge times or range, designing models that appeal to various consumer niches will likely help to accelerate EV adoption. Market research will be required, however, because attitudes towards EVs vary by country.

Country	Consumers Who Believe EVs Are More Fashionable Than ICE Vehicles (%)
India	70%
China	68%
France	46%
Germany	40%
UK	40%
Japan	39%
U.S.	33%
Norway	31%
Global Average	48%

A majority of Chinese and Indian consumers view EVs more favorably than traditional ICE vehicles. This could be the result of a lower familiarity with cars in general—in 2000, for example, China had just four million cars spread across its population of over one billion. 

EVs are the least alluring in the U.S. and Norway, which coincidentally have the highest GDP per capita among the eight countries surveyed. These consumers may be accustomed to a higher standard of quality as a result of their greater relative wealth. 

So When Do EVs Become Mainstream?

As prices fall and capabilities improve, Castrol predicts a majority of consumers will consider buying an EV by 2024. Global mainstream adoption could take slightly longer, arriving in 2030. 

Caution should be exhibited, as these estimates rely on the five critical challenges being solved in the short-term future. This hinges on a number of factors, including technological change, infrastructure investment, and a shift in consumer attitudes. 

New challenges could also arise further down the road. EVs require a significant amount of minerals such as copper and lithium, and a global increase in production could put strain on the planet’s limited supply.

Samsung licenses quantum dot LED IP from Evident Technologies: Where are They Now?

*** GNT Team Note: This announcement was significant now almost 2 and a-half years ago. But Team GNT wants to know .. “Where are they now?” 

 

May 6, 2011 – Evident Technologies Corporation and Samsung Electronics Co. Ltd entered into a comprehensive patent licensing and purchasing agreement for Evident’s quantum dot LED technology. This agreement grants Samsung worldwide access to Evident’s patent portfolio for all products related to quantum dot LEDs from manufacture of the quantum dot nanomaterials to final LED production.

“We are excited that Samsung, the leader in consumer electronics, has licensed our quantum dot technology,” said Dr. Clint Ballinger, CEO of Evident Technologies. “We already enjoy a terrific working relationship and look forward to the future of this technology.”

Quantum dots are nanometer-sized semiconductor crystals that have great commercial promise in electronic applications from solar energy conversion to thermoelectrics to LEDs. Evident commercialized quantum dot LEDs with products launched in 2007.

Evident Technologies is a nanotechnology company specializing in the creation of semiconductor quantum dots. Learn more at http://www.evidenttech.com/.