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The world is full of foolish proponents cheering for "Fool Cells".
"...a power density of 42 kW/kg at an energy density more than 100 Wh/kg." Absolutely nothing exciting about. My Panasonic cells (3300 mAh / 3.6V nom.) have more than double that energy density.
When lead acid battery production started over a century ago, it was in its diapers, where - more or less - it can still be found today. There are several battery chemistries that are more advanced than lead acid; if they were scaled up to true mass production like lead acid, they would also be price compatible. Beyond the battery chemistry, it'd be recommendable to increase the board voltage to 48 to 60V. Also a century ago, the accompanying technology was deem-able for 6 / 12V board voltage. The higher voltage can be easily handled nowadays with many advantages. Apparently, it is difficult for car manufacturers to depart from their stone age mentality.
For general info., Just at this very moment, I weighed a Panasonic 18650 Cell. - weight = 46.2g - nom. V = 3.6 - Ic max = 3300 mah; 3.6V x 3.3A = 11.88wh per cell 1kg = 1000g or 1000g/46.2g = 21.645 (cells) 11.88wh x 21.645 = 257.14 wh/kg
Magnesium has a theoretical energy density double that of Lithium. Additionally, Magnesium is an abundant element which is available worldwide (no OPEC-type monopoly) and its safer than Lithium. I'm placing my bets on Magnesium-Sulphur.
An impressive bit of engineering when compared to a conventional ICE. But compare it with this and it becomes too complicated and expensive in production. This solution, as achieved from DLR, is far more simple, cheaper to manufacture and less prone to mechanical failure. The real problem, as I see it, is the involvement of Mercedes in this achievement. The unacceptable attitude of Mercedes is: "Noli turbare circulos meos." (do not disturb my circles) to quote Archimedes. To see this implemented in a mass produced BEV as a REX will more than likely take decades.
@ mahonj Just putting it mildly, I have an extremely strong dislike for monopolies. The power utilities in Europe, particularly in Germany, are all monopolies. I fervently hope, that renewables keep up - better yet - increase their pace and push those monopolies out of business. I can't wait to see all of them pushing daisies.
Theoretically, a lithium air cell would allow the highest possible energy - and power density. A lithium metal electrode bears the inherent problem of reacting with the moisture in the air leading to violent uncontrollable reactions. Various metals, among them aluminum, are foamed for specific applications. Why not foam a lithium metal plate, cover this with graphene and use it as an anode. The spaces between the atoms of the graphene cloak are so small that they do not allow the passage of a H2O molecule making the anode electrode inherently safe. However, ions and electrons are small enough to penetrate this protective cloak. The nano-pores of the metal foam would result in a tremendous surface rendering an extreme high energy density. The cathode would be the oxygen in the air. Such a design would allow a cell of low weight and volume and extremely high power - and energy desnsity. Why not?
Gor! Are you a Muslim or a convert to this hostile religious club? Your rant allows the conclusion that you're affiliated with them.
First successful attempts have been made at spinning CNTs into yarn. This yarn replaced the copper windings in the motor and resulted in considerable weight reduction and thermal losses close to nil. The CNTs are also cheaper than copper. The thermal loss reduction also enables increased mileage. How long will it take before this innovation becomes SOP?
@ EP If you're content with nominal progress, this should be of interest to you.
Perhaps this is something that Tesla should have a closer look at.
"500 cycles with initial specific capacity of 1,350 mAh/g at C/2 and a cycle decay as low as 0.09%/cycle." 500 x 0.09% = 45% or 65% capacity retention; that's still a long way to go to reach acceptable results.
Aalso, miscanthus needs neither fetilizers nor pesticides; once planted it'll endure for approx. 4 yrs. and can be harvested twice a year.
Yes, the rate at which mechanical improvements for ICEs are being churned out which could have been had some 30 to 40 years ago, is absolutely remarkable.
@ Roger Pham: To date, this is the best method yet that I've come across to store hydrogen.
I,m convinced that a more viable and cheaper method as a REx would be a combination of "power to gas" (carbon neutral) and DRL's FKLG (Free Piston Linear Generator).
There have been few examples of two-stroke engines with a separate closed loop lubrication system. These are just as clean as four-stroke engines but they are more expensive to build. So what! It's cheaper to pollute, so let's just keep on polluting with conventional two-strokes.
The true reason behind behind the recommendation of R1234yf as a refrigerant is that past designs of ACs can be used without much ado. Usage of CO2 implicates new AC designs and subsequent investments. CO2 is virtually inherently safe but greed has the advantage as usual.
"Further insist on nuclear as the only viable propulsion source." You're not really being serious, are you?
@ HD Harvey, I'm proud of you; I couldn't have stated it better.
"Ultimately the renewable energy problem is really a storage problem." No, it's not a problem at all. The H2 can be used in a further catalytic process to synthesize methane which is identical to NG. Methane gas can be stored without losses for long time periods. With the right FCs, methane gas can be converted to electric power as needed.
I would venture to say, goodbye Platinum - forever. As far as H2 is concerned, I'd prefer to have it stored in form of synthetic methane (SM) which is identical to NG. The afore mentioned CNT catalyst is also tolerant to CO poisoning which Platinum is not. So low pressure SM storage offers many advantages in lieu of high pressure H2 storage. BTW, SM is also carbon emmisions neutral.
When is production launch to be anticipated?
"The e-Golf, sporting signature LED headlights, is available from €34,900 (US$47,796), including an 8-year / 160,000-kilometer (99,419-mile) battery warranty." Is the steering wheel and spare tire included in the quoted price??