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@ Lad That cell you're refering to already exists take a look at:
FCs for electric vehicles is a targeted scheme of big business to keep the cash cows in their pasture. Consumer acceptance of electric vehicles is certainly not as implied in the article. There are three main reasons for apparent reluctant acceptance; these are exorbitant prices, short range and in most cases, extreme ugly design. E. g. just look at the tail end of a Leaf. If manufacturers keep production quantities so low just to qualify for compliance, not much is bound to change for the price aspect. Short range and design are intended to divert the consumer from BEVs and keep on drawing his attention conventional gas guzzlers. With the exception of TESLA and BMW, I am not familiar of any manufacturer with a honest intent on BEVs.
From the overall efficiency point of view, the FC would be an acceptable solution for home heating and power generation. However, the price of a FC is an inevitable obstacle to implementation for just about any application. The free piston design of a linear generator (FKLG) as designed from DLR would cost a mere €1,900.00 at a production qty. of 200,000 pc's. p/a. A FC will never be able to compete with a FKLG in aspects of price and life expectancy.
Don't be so naive and believe what Putin is talking about. His sole purpose is to retain a feeble foothold in Syria and increase his influence. The Russians got their ass kicked out of Egypt and don't want to repeat such a bleak point in history. His intention is not to help Assad but more so to help himself. Up to now, Russian attacks were aimed at Syrian rebels and not IS mongrels. Eventually he'll turn his attention to the IS as well but for the present, his main focus is turned to the Syrian rebels. In this manner, he can create social problems for Europe whilst flooding the continent with refugees and relieve the pressure on Assad. This is a twisted bargaining point to gain removal or relief of the European sanctions which are really frustrating and hurting the Russian economy. The IS is also a remote problem for Russia and, in due time, Putin will certainly focus his attention on them as well. But for the time being, one step at a time.
The Prieto battery is ready for market launch. This battery has 3-fold energy - and 5-fold power density, high cycle life and a low price. They're looking for someone to manufacture it and make the environment and public happy and content.
Bosch must be making bad jokes. Just have a look here.
@ Davemart What are you implying with AH. I think you've got your dimensions mixed up and surely mean kWh.
It's not just a case of installing ever bigger batteries in an EV but more so of increasing the efficiency of the complete drive train and all other electric devices in an EV. The e-golf e.g. has a consumption of ca. 11.8 kWh/100 km. A 50 kWh battery at a usable capacity of 80% would equate to 40 kWh. These 40 kWh would enable a distance of 40 kWh : 11.8 kWh/100 km = 338 km or 211 miles. Improving the efficiency of all electric appliances on board to the very best could amount to a total of approx. 250 miles of range and that, combined with fast charging, should be sufficient for just about every normal driver.
Every car manufacturer is in the precarious situation of ruining himself by going electric. This also applies to every sub contractor delivering to the MFGR. The maintenance of a BEV tends to nil. Most of the profits from ICEs originate from maintenance, repair, and overhaul. Going electric is certainly going to increase the ranks of unemployment. Neither MFGRs nor governments are keen on these perspectives. I'm quite content being employed in electric engineering so my personal perspectives are less effected from such perspectives. TESLA has nothing to lose, they can only win including consumers and the environment. The total switch to BEVs is not only a challenging technical task but even more so an immense social burden.
Well, I agree with Evolute Drives and here is why. A transmission is not only a speed adapter, it is also a torque converter. With a smaller e-motor and a transmission, you can reach the same torque levels as with a bigger e-motor (excepting high gear where less power and torque is needed for gliding than for acceleration). The bigger the e-motor is, the more current it'll draw under load from the battery. High power density flow is not necessarily of advantage to the battery. On the contrary, the lower the power flow the less strain is exerted on the battery. I could very well imagine that a smaller dimensioned electric motor combined with a 3-gear transmission would suffice general requirements, ease strain on the battery and improve consumption performance.
@ Mike999 I can underline every single point you made in your comment. I've posted all these points and more on many different blogs over and over again. My experience is that repeating those facts doesn't make them more appealing to Fool Cell proponents. Its similar to explaining a sight to someone who has been born blind and cannot differentiate between myriads of colours and can't perceive the overall impression received from such a view. Anyone convinced of the lies he has been fed with thousands of times is wary of the truth he encounters only a few times.
The really interesting info is skipped completely. Why?? What is the overall efficiency per m²? What do costs amount to per ltr. or kg of H2 or per driven mile?
@ Davemart I can't agree with your efficiency statement. That cannot even be reached with steam reforming of NG which would be the cheapest and most efficient but still below overall 40% and still contributing to pollution. Using REs would involve electrolysis losses, H2 compression losses, H2 pump losses, storage losses, battery losses and the rel. low effieciency of FCs. The total adds up to overall losses > 70%. In the end effect, the remaining efficiency is somewhere in the area of a run-of-the-mill gas hog. A BEV achieves more than 90%.
@ Harvey I'm making a list of all those points that enhance the fact that FCs are nothing more than a scam. - FCs will never operate without a battery. It takes at least 5 min.(+) for a FC to reach operating temperature; the drive train is supplied from the battery in buffer mode and has to be large enough to bridge that inherent idle time. - FCs are far more complex than a battery and horribly expensive to boot (batteries are expensive enough). - H2 is the smallest molecule in pure form and is almost impossible to store without losses. It'll diffuse through ceramics, glass, stainless steel, etc. etc.; the greater the pressure the higher the losses. - When using a sound mix of renewables to produce H2 (without environmental emissions), the overall efficiency of the FC is as poor as that of a gas hog. - Using the electric energy to charge a battery is approx. 4x more efficient than a FC. As I have mentioned several times in other posts, the only validity for a FC is home heating. The waste heat of the FC can be used for heating whilst generating power for home use or grid injection. The thus achieved efficiency can just be justified. THE FC IS ABSOLUTELY NOT SUITED FOR MOBILITY PURPOSES.
It's actually amusing to see that some poeple just can't break with stoneage habits.
@ Davemart You raise the impression as though you were very familiar with the local situations in Germany. How many months per annum do you reside in Germany to participate in solving problems peculiar at this latitude? Or are you a permanent resident in Germany?
Evokes fond memories to the Triumph Spitfire. Had contemplated in the past to electrify one as a second vehicle.
If politicians in China expect the user to shoulder the complete burden incl. infrastructure then the EV prospective will not succeed. How about removing all parking meters and installing EV charging points instead? That could bring a surge in EVs.
If it is a threefold increase it should perhaps read 444Wh/kg.
"Cost reduction beyond Li-ion cells. However, consumers will also need to pay for an inverter,...." When integrating a battery buffer system into an available PV-system, there is no need for additional inverters. The available inverters care less as to the source of the DC supply (PV-system or batteries). One set of inverters will do just fine, there is absolutely no need for a second inverter set.
No! I'm not confusing early prototype prices with those for general use. Presently a H2-station costs approx. 2.5 Mio. USD; a charging point approx. 25,000.00 USD. Surely both will experience considerable price reductions over the years but the ratio will remain. I, for my part prefer, H2 derived through electrolysis and not from reformed gas. I have no preference for pollution of a different modus vivendi. The "well to wheel" efficiency via electrolysis is pitiful. Looking towards a rational and emission free future, H2 technology looses every comparison with battery technology in regards to price and efficiency. I would welcome H2/FC technology for home heating only - as the heat losses can be used for heating and hot water whilst producing power for the grid and hence improve overall efficiency.
First of all, it doesn't matter what any automobile mfcr wants or does; the market decides over success or failure of a product. To a certain degree the market is prone to be influenced from mfrcs but not wholly. Once customers are able to make true comparisons of products (differentiate bull.... from reality) successful products begin to emerge. Those mfrcs unable or unwilling to note the "writing on the wall" will be dumped in the long run, irrelevant of their present dominance or market share. H2 stations are prohibitively expensive. Let Toyota, Mercedes etc. etc. invest their own - and not taxpayers money in an acceptable H2-infrastructure and they will soon start to sing a different song. As far as I know, Tesla is investing their own money in their supercharger infrastructure.
The "wheel" is constantly being re-invented. A first working prototype employing these principles was introduced from DLR, Germany back in 2004. Because Mercedes have their meat hooks in this innovation, they have successfully prevented market penetration. They want to keep on producing and selling selling their stone age technology and prevent any possible upheavals on the market that may have re-percussions on themselves.
Conclusions for tomorrow shouldn't be drawn from todays SOA. There are some very interesting and exciting innovations in the pipeline that are bound to bear fruit in the next 5 to 10 years. Here are just two of many more: Once these functional prototypes advance to SOA, any thoughts to H2 technology can be forgotten for mobility purposes. Of course the world is big and harbors plenty of fools. Building fool cells and targeting this paticular group would still be a lucrative business deal.
What a waste of resources for R&D for something that is already available. But they'd have to go begging at Mercedes because these duds have their meat-hooks on this innovation.