Solwd

Mercedes-Benz is the latest auto manufacturer to unveil a subscription fee to unlock perks, such as the ability to boost acceleration. 

The $1,200 yearly subscription is called “Acceleration Increase” and can be found on Mercedes’ online store. 

“COMING SOON – Accelerate more powerfully: increase the torque and maximum output of your Mercedes-EQ,” reads the description on the online store. It’s available for all upcoming EQ electric models that will “improvement in acceleration of 0.8 to 1.0 seconds (0-60 MPH).” 

According to The Drive, the performance improvements will only cost owners $1,200 a year. Here’s what owners get: 

• Mercedes-EQ EQE 350 4MATIC (from 288 horsepower to 349 horsepower/0-60 mph from 6.0 to 5.1 seconds)
• Mercedes-EQ EQE SUV 350 4MATIC (from 288 horsepower to 349 horsepower/0-60 mph from 6.2 to 5.2 seconds)
• Mercedes-EQ EQS 450 4MATIC (from 355 horsepower to 443 horsepower/0-60 mph from 5.3 to 4.5 seconds)
• Mercedes-EQ EQS SUV 4MATIC (from 355 horsepower to 443 horsepower/0-60 mph from 5.8 to 4.9 seconds)

Is it worth it? Absolutely no. Those 0-60 mph times are awful when compared to other EVs. Plus, you don’t have to pay extra. This might prove that Mercedes intentionally detuned the EQ models to allow such a subscription. 

This comes several months after BMW introduced the ConnectedDrive Store, a portal for existing owners can download various apps over the air to upgrade features on their vehicle, similar to how Tesla offers upgraded Autopilot subscriptions for a hefty monthly fee. 

However, BMW sparked social media uproar by charging an $18 monthly subscription in some countries for owners to use heated seats already installed in the vehicle. 

Subscription fees appear to be the new normal for the automotive industry to slap customers with to unlock extra technology or performance even though the vehicles already have capabilities. These fees sound like a scam. 

The internet wasn’t too thrilled about this…,

The most ridiculous part of this is that if you purchase the vehicle, you shouldn’t have to spend any additional money on performance for the BASE vehicle. I feel like this would have to be easy to get around through the ECU.

— Tyler Sloboda (@A_Username_Here) November 24, 2022

In case anyone forgot this is “their” plan for us pic.twitter.com/O0MCBRmhVn

— A man has no name 🇨🇩 (@CaptainPree) November 24, 2022

Microtransactions have come to destroy everything we enjoy https://t.co/oK7uiRsZhI

— Marques Brownlee (@MKBHD) November 24, 2022

Imagine your airbags won’t deploy because you missed a subscription payment 💀

— BalaSiva (@L3VIfps) November 24, 2022

This type of stuff should be made illegal before it’s too late and we’re paying to use our seatbelts

— AxoLofa (@AxoLofa) November 24, 2022

By Brian Westenhaus of OilPrice.com

Massachusetts Institute of Technology’s new discovery could finally usher the development of solid-state lithium batteries, which would be more lightweight, compact, and safe than current lithium batteries. The growth of metallic filaments called dendrites within the solid electrolyte has been a longstanding obstacle, but the new study explains how dendrites form and how to divert them. This is a goal that’s been pursued by labs around the world for years.

The key to this potential leap in battery technology is replacing the liquid electrolyte that sits between the positive and negative electrodes with a much thinner, lighter layer of solid ceramic material, and replacing one of the electrodes with solid lithium metal. This would greatly reduce the overall size and weight of the battery and remove the safety risk associated with liquid electrolytes, which are flammable.

But that quest has been beset with one big problem: dendrites.

Dendrites, whose name comes from the Latin for branches, are projections of metal that can build up on the lithium surface and penetrate into the solid electrolyte, eventually crossing from one electrode to the other and shorting out the battery cell. Researchers haven’t been able to agree on what gives rise to these metal filaments, nor has there been much progress on how to prevent them and thus make lightweight solid-state batteries a practical option.

The new research published in the journal Joule in a paper by MIT Professor Yet-Ming Chiang, graduate student Cole Fincher, and five others at MIT and Brown University, seems to resolve the question of what causes dendrite formation. It also shows how dendrites can be prevented from crossing through the electrolyte.

Chiang said in the group’s earlier work, they made a “surprising and unexpected” finding, which was that the hard, solid electrolyte material used for a solid-state battery can be penetrated by lithium, which is a very soft metal, during the process of charging and discharging the battery, as ions of lithium move between the two sides.

This shuttling back and forth of ions causes the volume of the electrodes to change. That inevitably causes stresses in the solid electrolyte, which has to remain fully in contact with both of the electrodes that it is sandwiched between. “To deposit this metal, there has to be an expansion of the volume because you’re adding new mass,” Chiang said. “So, there’s an increase in volume on the side of the cell where the lithium is being deposited. And if there are even microscopic flaws present, this will generate a pressure on those flaws that can cause cracking.”

Those stresses, the team has now shown, cause the cracks that allow dendrites to form. The solution to the problem turns out to be more stress, applied in just the right direction and with the right amount of force.

While previously, some researchers thought that dendrites formed by a purely electrochemical process, rather than a mechanical one, the team’s experiments demonstrate that it is mechanical stresses that cause the problem.

The process of dendrite formation normally takes place deep within the opaque materials of the battery cell and cannot be observed directly, so Fincher developed a way of making thin cells using a transparent electrolyte, allowing the whole process to be directly seen and recorded. “You can see what happens when you put a compression on the system, and you can see whether or not the dendrites behave in a way that’s commensurate with a corrosion process or a fracture process,” he said.

The team demonstrated that they could directly manipulate the growth of dendrites simply by applying and releasing pressure, causing the dendrites to zig and zag in perfect alignment with the direction of the force.

Applying mechanical stresses to the solid electrolyte doesn’t eliminate the formation of dendrites, but it does control the direction of their growth. This means they can be directed to remain parallel to the two electrodes and prevented from ever crossing to the other side, and thus rendered harmless.

In their tests, the researchers used pressure induced by bending the material, which was formed into a beam with a weight at one end. But they say that in practice, there could be many different ways of producing the needed stress. For example, the electrolyte could be made with two layers of material that have different amounts of thermal expansion, so that there is an inherent bending of the material, as is done in some thermostats.

Another approach would be to “dope” the material with atoms that would become embedded in it, distorting it and leaving it in a permanently stressed state. This is the same method used to produce the super-hard glass used in the screens of smart phones and tablets, Chiang explained. And the amount of pressure needed is not extreme: The experiments showed that pressures of 150 to 200 megapascals were sufficient to stop the dendrites from crossing the electrolyte.

The required pressure is “commensurate with stresses that are commonly induced in commercial film growth processes and many other manufacturing processes,” so should not be difficult to implement in practice, Fincher added.

Fischer explained that in fact, a different kind of stress, called stack pressure, is often applied to battery cells, by essentially squishing the material in the direction perpendicular to the battery’s plates – somewhat like compressing a sandwich by putting a weight on top of it. It was thought that this might help prevent the layers from separating. But the experiments have now demonstrated that pressure in that direction actually exacerbates dendrite formation. “We showed that this type of stack pressure actually accelerates dendrite-induced failure,” he said.

What is needed instead is pressure along the plane of the plates, as if the sandwich were being squeezed from the sides. “What we have shown in this work is that when you apply a compressive force you can force the dendrites to travel in the direction of the compression,” Fincher said, and if that direction is along the plane of the plates, the dendrites “will never get to the other side.”

That could finally make it practical to produce batteries using solid electrolyte and metallic lithium electrodes. Not only would these pack more energy into a given volume and weight, but they would eliminate the need for liquid electrolytes, which are flammable materials.

Having demonstrated the basic principles involved, the team’s next step will be to try to apply these to the creation of a functional prototype battery, Chiang said, and then to figure out exactly what manufacturing processes would be needed to produce such batteries in quantity. Though they have filed for a patent, the researchers don’t plan to commercialize the system themselves, he said, as there are already companies working on the development of solid-state batteries. “I would say this is an understanding of failure modes in solid-state batteries that we believe the industry needs to be aware of and try to use in designing better products,” he said.

The research team included Christos Athanasiou and Brian Sheldon at Brown University, and Colin Gilgenbach, Michael Wang, and W. Craig Carter at MIT. The work was supported by the U.S. National Science Foundation, the U.S. Department of Defense, the U.S. Defense Advanced Research Projects Agency, and the U.S. Department of Energy.

***

Assuming the press release has adequate data for not being certain this work will yield a prototype battery, the odds are that there will be a successful prototype built. How many models are tried and what works in the end is very much in the air for now.

On the other hand the mechanical formation research result looks quite compelling and actually makes reasoned sense now that it is explained. That raises questions. Does the dendrite formation greatly impede the battery capacity and function or does that added dendrite surface area increase it? Then one wonders how the dendrite formation impacts overall lifespan?

This effort isn’t over yet. But this is a significant milestone with lots of clues and hints on where further research might go. It looks like solid state lithium metal batteries are just a matter of innovation, insight and creativity away from the market.