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I find some of the claims here more than a bit incredible. Soon, RE will cost as little as 2-3 cents/kWh. When Germany needs offshore wind to even begin to meet its targets, and the FITs required to get it built are in excess of €0.10/kWh... color me very skeptical. hydrogen would be transferred out of the house blended in the natural gas pipe networkThe natural-gas network is one-way, and even if it wasn't houses don't generate methane so any backflow would be 100% H2. The devil is in the details, folks. Get even one detail wrong, and about the best outcome is that things don't work. It goes downhill rapidly from there.
sd, there are variable displacement hydraulic pump/motors. Throttling is not necessary. The virtue of the hydraulic hybrid is that it has a completely independent supply chain from the electric hybrids. This allows rapid expansion without running into shortages of components or manufacturing capacity.
Let's see what's available today:Hydraulic hybrids (hydraulic pump pressurizing nitrogen-filled accumulator).Compressed-air hybrid (ambient air).Mechanical flywheel hybrid.Electric hybrids:Battery storage.Supercapacitor storage.Flywheel storage.It seems like there ought to be more of these things out there, given all the available options.
Neste's propane comes from the hydrogenation of glycerol. Since triglycerides have no 4-carbon backbones, there won't be any butane byproduct.
Something like this would often persuade me to make popcorn and watch the fracas, but it's gotten too childish to be entertaining.
This appears to be a hydraulic hybrid, using standard hydraulic accumulators. The language of the article suggests that the storage medium is ambient air; the previous articles don't support that. The fuel economy does not appear to be unrealistic. The study of London diesel cabs a while ago (I'd have to dig, no time) found that a hydraulic drivetrain could double fuel economy by allowing the engine to operate in a highly efficient low-RPM, high torque region that conventional transmissions rarely if ever reached. Combined with downsizing the engine, 2 liters appears to be quite doable. The wonderful part of the hydraulic hybrid is that it needs nothing of the supply chain of batteries and high-power electronics needed for electric hybrids. By going to a supply chain already established for other things, years can be cut off the time needed to ramp up production. Frankly, I'm shocked that these things haven't hit the market already.
Due to cold weather, my car is effectively a PHEV-20. I would have burned no gas at all yesterday if I'd been able to charge when I was away from home. We can make a lot more PHEV-20's than PHEV-60's.
People on sailboats typically don't use stored water for long voyages. Most appear to use reverse osmosis "water makers". They don't rely on rain at all; they generate fresh water when they need it. The lesson is that living at the mercy of the weather is a recipe for trouble. People who claim "storage is THE solution" don't have a solution to the low EROI of RE without storage, let alone with it. The low EROI means that the build-out of variable RE is being subsidized by fossil fuels. The end state of that path is collapse. So far, none of the RE supply chains can afford to run themselves (including the required buffering) on their own produced energy. That is not going to improve enough by 2050 to allow the electric grid to be decarbonized, and that's our deadline for the 2°C target (which is already looking too risky). There's a lot of Green denial out there; I just saw Bob Wallace declare that nuclear power is not dispatchable (while France's Westinghouse-based PWRs have been load-following for decades, and BWRs were designed for it from the outset)! Now that centrifuge enrichment is the rule, the EROI of nuclear is well over 100. It's the one option we've got that successfully replaces fossil fuels, and anyone asserting otherwise needs to provide an existence proof or STFU.
Propane can also be fumigated (co-fueled) in diesel engines, which is reputed to improve power and cut smoke emissions. There's another possible use for the lightest of NGLs, and I don't see any move to exploit it.
New diesels have DPFs and likely NOx catalysts as well. It's insane to even think of retiring them. This has to be a sop to the auto industry, to try to move inventory ("cash for clunkers", anyone?). Let's hope nobody falls for the scam.
Whereas the RE-to-hydrogen pathway is so lossy that the FCEV represents a massive waste of all its upstream inputs. It's pretty much take what you'd need to charge a BEV, triple it, and add a pile of plant and infrastructure for conversion, storage and distribution. I'm amazed but no longer surprised at the people who think "renewables" (now being called "ruinables" in some circles) are the future. The unreliable delivery of those energies is why humanity developed fossil fuels in the first place; lack of energy (heat) in northern winters is literally life-threatening! Nuclear power is the ultimate renewable. The world's oceans contain well over a billion tons of uranium, and rivers deliver another 32,000 tons every year. Total human energy consumption is equivalent to fission of just 5000 tons. Why anyone would insist on covering half the globe with solar collectors and species-desert biofuel plantations when we've got this just blows my mind.
Forget the fuel savings, think of the improvement in quality of life. Buses and garbage trucks are some of the noisiest vehicles that get near people's homes. Converting them to electric power gets rid of the engine noise and probably cuts most of the hydraulic noise as well (for garbage trucks). I'd vote for such a conversion for the noise benefits alone.
Roger, take it from a former (and maybe future) auto guy: all the testing for evaporative emissions, 100,000 mile emissions warranties, and everything else have to be done in the VEHICLE, not on a bare engine. There is a huge amount of overhead that Tesla is avoiding by not having an engine on board. Ford and GM are set up for it, but Tesla would probably be committing suicide if it took on that burden. I am surprised by Telsa's refusal to consider generator trailers. Since they're not part of a motor vehicle at all, I wonder if they'd fall under any kind of EPA regulation; they'd certainly be minimal. That omission may be purism rather than an economic calculation.
That's roughly 300 megawatts of potential dispatchable load.
Making a PHEV immediately burdens Tesla with all the nonsense of EPA emissions compliance. That's going to be a non-starter.
Now, the big question: are the accessories electrified? If we are looking for potential fuel savings and/or shifts, electric accessories are under-appreciated assets. Topping off the start/stop battery with grid power is one thing. Being able to pre-heat or pre-cool the vehicle with electricity, shifting that energy demand from petroleum to whatever powers the grid, has a potential payoff that gets proportionally bigger as trip legs get shorter.
When we get the 160 kWh EV at even 5% of sales, that 22 kW charger will start making sense. I suppose that if we're going to bury conduit and pull wires today, it makes sense to size them to be able to handle such demand without doing any more digging. That day won't come for some time. Right now we've got just enough battery manufacturing capacity to make HEVs and some PHEVs. PHEVs charge at 3.3 kW or less, and if we retrofitted HEVs to top off their traction batteries from grid power between trips they'd probably fill up in 30 minutes on 1 kW or less. That is what we should be gearing up to support right now, because that is where we have the most leverage against petroleum consumption today and in the near future.
I think the $5000-per-charger figure is way high. It's on the high side for new products today; by the time motels are covering even half their parking, I expect them to be $500 or so. That's just a bit more than the dual-voltage "convenience cord" is today. A motel with even 4 EV slots might be able to kick up its occupancy rate quite a bit, by becoming the first choice in the area for people with PEVs. Most would have PHEVs, so the electricity for a full charge would cost on the order of $1-$2. If that's billed at cost but the occupancy rate goes up from 1/3 to 1/2 as a consequence, $120 per room-night yields $7300/yr in extra revenue. That pays for even a $5000 charger in less than a year.
60 EPA MPG is still well below the 72-80 MPG that the PNGV vehicles were achieving in 1999-2000. Those were full-size, 4-5 passenger cars too. Not that this makes a great deal of difference; the fuel consumption delta between 60 MPG and 80 MPG is trivial compared to 30 MPG vs. 60 MPG. Providing plug-in capability for even a conventional hybrid (always starting with a full charge) might make that difference with no other techno-tweaks. Bio-feedstocks [(CH2O)n] are stoichiometrically a lot closer to methanol than most other products. If that means we go methanol for the liquids and electric for the rest, so be it; I'm for it, and proud to be a part of it.
using solar energy to convert waste CO2 IOW, CO2 from fossil fuel combustion. Absent continued FF use, this scheme loses its only economic feedstock. into infrastructure-ready, carbon-neutral fuels. Unless the carbon came from the atmosphere recently, e.g. in the previous growing season, the "carbon neutrality" is questionable at best. PV power-to-fuel is one of the most costly schemes ever considered. It is certain that it can never provide affordable carbon-neutral energy to Europe, let alone the 9 billion people projected to populate Earth in this century. It is lunacy, which I suppose is a good synonym for greenwashing.
Who's not allowing attacks on Tesla? I do wish they'd make their Supercharger interface available for range extenders (not unlike the generator trailer tested by AC Propulsion in the late 90's). The combination of an EV and a range-extender trailer, esp. a multi-purpose trailer, would be a category-killer.
Ah, it's fairly new news; no wonder it hasn't filtered to me yet. Maybe I should have tried to snag a used one after all.
Somehow I missed the story about the early Roadster upgrade. Got a link?