A Bill Gates-based photovoltaic technology that may be solar energy’s future
A Direct wafer 6 x 6 solar cell at the CubicPV facility in Bedford, MA on August 5, 2021.
Boston Globe | Boston Globe | Getty Images
In 1839, German scientist Gustav Rose went prospecting in the Ural Mountains and discovered a dark, shiny mineral. He named the calcium titanate “perovskite” after Russian mineralogist Lev Perovski. The mineral was one of many that Rose identified for science, but nearly two centuries later, materials sharing perovskite’s crystal structure could transform sustainable energy and the race against climate change by significantly boosting the efficiency of commercial solar panels.
Solar panels accounted for nearly 5% of U.S. energy production last year, up almost 11-fold from 10 years ago and enough to power about 25 million households. It’s the fastest-growing source of new power, too, accounting for 50% of all new electricity generation added in 2022. But nearly all of the solar modules that are used in power generation today consist of conventional silicon-based panels made in China, a technology that has changed little since silicon cells were discovered in the 1950s.
Other materials used, like gallium arsenide, copper indium gallium selenide and cadmium telluride — the latter a key to the largest U.S. solar company First Solar‘s growth — can be very expensive or toxic. Backers of perovskite-based solar cells say they can outperform silicon in at least two ways and accelerate efforts in the race to fight climate change. Just this week, First Solar announced the acquisition of European perovskite technology player Evolar.
The silicon limits of solar cells
Photovoltaic cells convert photons in sunlight into electricity. But not all photons are the same. They have different amounts of energy and correspond to different wavelengths in the solar spectrum. Cells made of perovskites, which refer to various materials with crystal structures resembling that of the mineral, have a higher absorption coefficient, meaning they can grab a wider range of photon energies over the sunlight spectrum to deliver more energy. While standard commercial silicon cells have efficiencies of about 21%, laboratory perovskite cells have efficiencies of up to 25.7% for those based on perovskite alone, and as much as 31.25% for those that are combined with silicon in a so-called tandem cell. Meanwhile, even as silicon efficiencies have increased, single-junction cells face a theoretical maximum efficiency barrier of 29%, known as the Shockley-Queisser limit; their practical limit is as low as 24%.
Furthermore, perovskite cells can be more sustainable to produce than silicon. Intense heat and large amounts of energy are needed to remove impurities from silicon, and that produces a lot of carbon emissions. It also has to be relatively thick to work. Perovskite cells are very thin — less than 1 micrometer — and can be painted or sprayed on surfaces, making them relatively cheap to produce. A 2020 Stanford University analysis of an experimental production method estimated that perovskite modules could be made for only 25 cents per square foot, compared to about $2.50 for the silicon equivalent.
“Industries will set up production lines in factories for commercialization of their solar cells before 2025,” says Toin University of Yokohama engineering professor Tsutomu Miyasaka, who reported the creation of the first perovskite solar cell in 2009. “Not only for use in outdoor solar panels but also indoor IoT power devices, which will be a big market for perovskite photovoltaic devices because they can work even under weak illumination.”
Backing next-generation climate technology
Companies around the world are starting to commercialize perovskite panels. CubicPV, based in Massachusetts and Texas, has been developing tandem modules since 2019, and its backers include Bill Gates’ Breakthrough Energy Ventures. The company says its modules are formed of a bottom silicon layer and a top perovskite layer and their efficiency will reach 30%. Their advantage, according to CEO Frank van Mierlo, is the company’s perovskite chemistry and its low-cost manufacturing method for the silicon layer that makes the tandem approach economical.
Last month, the Department of Energy announced that CubicPV will be the lead industry participant in a new Massachusetts Institute of Technology research center that will harness automation and AI to optimize the production of tandem panels. Meanwhile, CubicPV is set to decide on the location of a new 10GW silicon wafer plant in the U.S., a move it says will speed tandem development.
“Tandem extracts more power from the sun, making every solar installation more powerful and accelerating the world’s ability to curb the worst impacts of climate change,” said Van Mierlo. “We believe that in the next decade, the entire industry will switch to tandem.”
In Europe, Oxford PV is also planning to start making tandem modules. A spinoff from Oxford University, it claims a 28% efficiency for tandems and says it’s developing a multi-layered cell with 37% efficiency. The company is building a solar cell factory in Brandenburg, Germany, but it has been delayed by the coronavirus pandemic and supply-chain snags. Still, the startup, founded in 2010 and backed by Norwegian energy company Equinor, Chinese wind turbine maker Goldwind and the European Investment Bank, is hopeful it can start shipments this year pending regulatory certification. The technology would initially be priced higher than conventional silicon cells because tandem offers higher energy density but the company says the economics are favorable over the full lifetime of usage.
Many solar upstarts over the years have attempted to break the market share of China and conventional silicon panels, such as the notoriously now bankrupt Solyndra, which used copper indium gallium selenide. First Solar’s cadmium telluride thin film approach survived a decade-long solar shakeout because of its balance between low-cost relative to crystalline silicon and efficiency. But it now sees tandem cells as a key to the solar industry’s future, too.
“Perovskite is a disruptive material without disrupting the business model — the entrenched capacity to manufacture based on silicon,” says Oxford PV CTO Chris Case. “Our product will be better at producing lower-cost energy than any competing solar technology.”
The Brandenburg, Germany manufacturing plant of Oxford PV, a spinoff of Oxford University, that claims a 28% efficiency for its tandem solar cells and says it’s developing a multi-layered cell with 37% efficiency.
Oxford PV
Caelux, a California Institute of Technology spinoff, is also focused on commercializing tandem cells. Backed by VC Vinod Khosla and Indian energy, telecom and retail conglomerate Reliance Industries, Caelux wants to work with existing silicon module companies by adding a layer of perovskite glass to conventional modules to increase efficiency by 30% or more.
Questions about performance outside the lab
Perovskites face challenges in terms of cost, durability and environmental impact before it can put a dent in the market. One of the best-performing versions is lead halide perovskites, but researchers are trying to formulate other compositions to avoid lead toxicity.
Martin Green, a solar cell researcher at the University of New South Wales in Australia, believes silicon-based tandem cells will be the next big step forward in solar technology. But he cautions that they are not known to work well enough outside the lab. Perovskite materials can degrade when exposed to moisture, a problem with which researchers have claimed some success.
“The big question is whether perovskite/silicon tandem cells will ever have the stability required to be commercially viable,” said Green, who heads the Australian Centre for Advanced Photovoltaics. “Although progress has been made since the first perovskite cells were reported, the only published field data for such tandem cells with competitive efficiency suggest they would only survive a few months outdoors even when carefully encapsulated.”
In a recent field trial, tandem cells were tested for over a year in Saudi Arabia and were found to retain more than 80% of an initial 21.6% conversion efficiency. For its part, Oxford PV says its solar cells are designed to meet the standard 25- to 30-year lifetime expectancy when assembled into standard photovoltaic modules. It says its demonstration tandem modules passed key industry accelerated stress tests to predict solar module lifetimes.
Japan’s on-building perovskite experiments
In Japan, large, flat expanses of land that can host mega-solar projects are hard to come by due to the archipelago’s mountainous terrain. That’s one reason companies are developing thin, versatile perovskite panels for use on walls and other parts of buildings. Earlier this year, Sekisui Chemical and NTT Data installed perovskite cells on the exterior of buildings in Tokyo and Osaka to test their performance over a year. Electronics maker Panasonic, meanwhile, created an inkjet printer that can turn out thin-film perovskite cells in various sizes, shapes and opacities, meaning they can be used in regular glass installed on windows, walls, balconies and other surfaces.
“Onsite power generation and consumption will be very beneficial for society,” says Yukihiro Kaneko, general manager at Panasonic’s Applied Materials Technology Center. “For Japan to achieve its decarbonization goal, you would need to build 1,300 ballpark-sized mega-solar projects every year. That’s why we think building solar into windows and walls is best.”
Exhibited at CES 2023, Panasonic’s 30cm-square perovskite-only cell has an efficiency of 17.9%, the highest in the world, according to a ranking from the U.S. National Renewable Energy Laboratory. The manufacturer stands to get a boost from regulations such as a recently announced requirement that all new housing projects in Tokyo have solar panels starting in 2025. Panasonic says it aims to commercialize its perovskite cells in the next five years.
Perovskite cell inventor Miyasaka believes perovskite-based power generation will account for more than half of the solar cell market in 2030, not by replacing silicon but through new applications such as building walls and windows.
“The rapid progress in power conversion efficiency was a surprising and truly unexpected result for me,” said Miyasaka. “In short, this will be a big contribution to realizing a self-sufficient sustainable society.”
The next generation of electric vehicle batteries will be here sooner than expected. After opening the first-of-its-kind pilot plant for its all-solid-state EV batteries this week, SK On said it plans to bring the breakthrough battery tech to market ahead of schedule.
SK On’s all-solid-state EV batteries will be here in 2029
If you haven’t heard it by now, all-solid-state EV batteries are viewed as a potential game-changer, promising to unlock longer driving range, faster charging times, and better overall performance than the lithium-ion batteries used today.
Although the new battery tech shows promise, producing it on a large scale has not been so easy. That could soon change, according to leading global battery maker SK On.
After opening its new pilot plant in South Korea on September 15, SK On said it will bring all-solid-state EV batteries to market a year ahead of schedule.
SK On now plans to commercialize its ASSBs by 2029. Initially, the company aims to launch the batteries with an energy density of 800 Wh/L. Looking further out, SK On said it plans to offer all-solid-state batteries with an energy density of 1,000 Wh/L.
During the opening ceremony, SK ON’s CEO, Seok-hee Lee, said, “This pilot plant will serve as a cornerstone for SK to leap forward,” adding the company remains “at the forefront of commercializing all-solid-state batteries.”
SK On said the 4,600-square-meter (50,000 sq ft) facility utilizes its own unique “Warm Isostatic Press (WIP)-free” process, the first to employ this technology in Korea.
By applying pressure to electrodes at higher temperatures, SK On said its WIP process improves density and performance.
A WIP tech is a process that applies pressure to electrodes at higher temperatures to improve density and performance. However, since it requires a cell-sealing process, it isn’t easy to produce at a mass scale.
SK On said its unique cell design addresses the issue while reducing resistance within the electrodes. The company also improved the bonding between electrodes and solid electrolytes, resulting in “smoother ion transport, more stable charging and discharging, and longer cycle life.”
The all-solid-state pilot plant is located at the SK On Institute of Future Technology in Daejeon, which is about 150 km from Seoul. Several high-profile executives attended the event, including Andrea Maier, Head of Solid Power Korea. SK On and Solid Power teamed up last year to accelerate the promising new battery tech.
SK On will build prototypes at the facility to test quality and performance ahead of mass-scale production. The new pilot line will mainly be used to develop all-solid-state batteries, but SK said it will dedicate some lines to lithium-metal batteries as well.
The battery giant filed patents for its unique new technology in South Korea and internationally. SK On is one of the many battery manufacturers, automakers, and other startups chasing the “holy grail” of EV batteries.
Mercedes-Benz, BMW, Volkswagen, Toyota, and Nissan, to name a few, are developing solid-state EV technology. Leading battery makers, including CATL, BYD, and LG Energy Solutions, are also planning to bring the new tech to market.
Just last week, Mercedes-Benz announced it drove a modified EQS, equipped with solid-state batteries, for 1,205 km (750 miles) on a single charge. And the EQS still had 85 miles of range remaining.
Which company will be the first to launch solid-state batteries on a mass scale? According to SAIC MG, the new MG4, launched last month, is “the world’s first mass-produced semi-solid-state” electric vehicle. It starts at just 99,800 yuan ($14,000) in China.
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NHTSA has launched an investigation into Tesla over potential malfunctions of its door handles, resulting in people being stuck in the cars.
Tesla uses frameless doors with electronic door handles. The button to open the doors first causes the window to lower slightly, allowing the door to open. Then, it electronically unlatches, enabling the door to be swung open.
There’s also a manual latch, but it has been known to be somewhat hard to locate for people who didn’t read the owner’s manual, which is most people.
If there’s an electronic failure, especially after a crash, it can result in occupants having issues exiting the vehicle when they are in a state of panic.
Now, the NHTSA says it has been notified of electronic door handles that may cause a potential issue, specifically with the 2021 Model Y.
The automotive regulator claims to have received nine reports of parents being locked out of their vehicles when going to get their children in the back:
The Office of Defects Investigation (ODI) has received nine Vehicle Owners Questionnaires (VOQs) reporting an inability to open doors on Model Year (MY) 2021 Tesla Model Y vehicles. The most commonly reported scenarios involved parents exiting the vehicle after a drive cycle in order to remove a child from the back seat or placing a child in the back seat before starting a drive cycle. In those events, the parents were unable to reopen a door to regain access to the vehicle. Four of these VOQs reported resorting to breaking a window to regain entry into the vehicle. Although Tesla vehicles have manual door releases inside of the cabin, in these situations, a child may not be able to access or operate the releases even if the vehicle’s driver is aware of them. As a result, in these instances, an occupant who remains inside a vehicle in this condition may be unable to be rapidly retrieved by persons outside of the vehicle. Entrapment in a vehicle is particularly concerning in emergency situations, such as when children are entrapped in a hot vehicle. For awareness, NHTSA has a Child Heatstroke Campaign that highlights the dangers to children entrapped in hot vehicles.
Tesla reportedly changed the 12-volt battery in the cars involved in those reports, but NHTSA is concerned that there were no warnings that the 12-volt battery was about to fail, which the agency says can be dangerous.
While there’s a process to get the doors unlocked in this situation, NHTSA beleives it might be too complicated and not accessible enough:
The Tesla Owner’s Manual “Jump Starting” and “Opening the Hood with No Power” sections describe a multi-step process for restoring power to the electronic door locks in order to enable their operation from outside of the vehicle. This process requires applying 12 volts DC from a separate power source to two different points accessible from the vehicle’s exterior. The subject incidents suggest that this process may not be readily available to owners or well known. For instances where an occupant is able to access and operate interior door handles, the Tesla Owner’s Manual “Opening Doors with No Power” section identifies the manual door releases inside of the vehicle’s cabin.
The investigation is currently specifically about the 2021 Tesla Model Y, which includes a population of about 174,290 units in the US.
NHTSA’s inquiry has launched after Bloomberg released a report about the issues that come with electronic door handles. The report was about the broader use of electronic door handles in the auto industry, but it specifically highligthed Tesla due to its extensive use of the technology.
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It’s a simple fact that SUVs and crossovers have out-Darwined the station wagon. And, sure – the taller driving position offers road presence, but when it comes to real-world utility, a proper long-roof wagon can hang with the best of them while offering Teutonic driving dynamics no SUV can match. All it would take to spark a wagon revival in the US is one sleek, solidly built, and affordable entry from a mainstream brand. And VW already has the perfect candidate waiting in the wings. Meet the Škoda Vision O (Passat badges not included).
Volkswagen has spent the last three decades chasing a premium image that nobody (least of all Audi) seems to want it to have. The results speak for themselves, and VW dealers in the US have been struggling to move the brand’s $70,000 ID.Buzz minivan and Arteon – heck, the ID.7 didn’t even make it to showrooms before VW pulled the plug. Now, just as VW is set to re-launch the Scout brand with fresh, relatively accessible new products in high-demand markets, frustrated franchise dealers are suing for the right to sell Scout-branded pickups and SUVs.
What if Volkswagen corporate gave those frustrated dealers an olive branch? Something true to the brand, with a little brand heritage, that was genuinely compelling? Something like a new electric station wagon with a familiar name and a starting price tag somewhere south of $39,999.
That’s where the new Škoda Vision 0 could come in as an affordable, practical, and stylish wagon that could spearhead a return to the sort of people’s car identity that Volkswagen of America so desperately needs.
Be not afraid
When Volkswagen brought its Space Vizzion concept to the LA Auto Show a few years back, they called it a lot of things, from an SUV to a sporty crossover – but they were clearly afraid to call it a wagon. Office lore even has it that Seth Weintraub, the Blogfather, kept going around to the VW people saying, “Nice wagon you’ve got there!” and none of them laughed.
If you ever needed proof that VW’s American brand people had lost the plot, that might have been it. But the lukewarm reception they got for the low-riding long-roof VW with a luxury price tag convinced them Americans really didn’t want wagons.
By and large, that may be true. But VW is hovering around “just” 4% of US market share, and I’d bet that a lot of those four-percenters are buying VWs because of their fond memories of their old GTi or VR6 Jetta – not because they’ve bought into Volkswagen’s premium brand ambitions.
As it turned out, no one else seemed to like the ID.7 production version Space Vizzion that much, either. But, in classic VW fashion, the problem isn’t their product. To them, the problem is everyone else. And, frankly, it’s just not.
Vision 0 Concept
In Europe, Škoda is positioned as a value brand. Not cheap, per se – but not a luxury or status brand, either. Exactly how VW is still seen by many millions of Americans. If Volkswagen of America would be willing to wear that hat again, a re-badged Škoda (part of VW Group) could fit the bill. Here’s how Škoda’s CEO sees the wagon, itself:
At Škoda, our commitment to our customers – who have trusted us as leaders in the estate segment since 2016 – drives us to deliver the Vision O: a blend of innovative design, over 650 Liters of luggage space, autonomous driving capabilities, and an intuitive AI assistant. This vehicle transforms every journey into an effortless, empowering experience while advancing our sustainability goals and elevating our modern, solid, design principles.
KLAUS ZELLMER
Škoda brand CEO
Sounds great. And, built off of something like the ID.4’s SSP (Scalable Systems Platform) with the same specs as the ID.4, it could easily match that vehicle’s ~209 miles of range from the RWD, 62 kWh version, or 263/291 miles from the 82 kWh AWD/RWD versions.
On a lower, sleeker wagon that’s punching a smaller hole in the air? An SSP-based Passat wagon could even hit that magic “300 mile range” number. With the ID.4’s $40,000-ish price tag, I think that would be a real winner – at least in the context of VW’s Arteon, that sold just 5,500 units in its best year (2021).
I think VW could expect to sell 20,000 of them comfortably – putting them ahead of something like a Cybertruck in terms of outright sales and, hopefully, reminding the company’s marketing people of something they knew inherently back in the mid 1990s when they brought back the New Beetle: a halo car doesn’t have to be expensive, it just has to be loved.
People would love their Passat wagons.
That’s my take, anyway – but I’m sure I’m missing something. If you can think of a reason why a stylish electric station wagon from Volkswagen aimed right at the heart of the middle class wouldn’t make for a solid halo car, scroll down to the comments section and let me know what it is.
Original content from Electrek.
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