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Driving in LA we frequently see gross polluting heavy duty diesel trucks belching black smoke. If they where at least hybrid, they could greatly reduce the black smoke during heavy stop and go traffic. Always driving with recirculation on is not a long term solution. FINALLY 35 YEARS LATER THEY MIGHT START TESTING THE WORST POLLUTERS! Next important target is brake dust!
0-100% capability with degradation comparable to Ecker 40-60% is 5X long life energy density improvement. Perhaps a bit more development will expand the operating temperature range.
A CO2 to CNT converter using exhaust energy and waste heat to manufacture spools of CNT is needed. Plenty of space and weight capacity on large trucks to fit it. As long as it weighs less than the long range tons of Li batteries needed. My guess is electrified highways for primary transportation corridors are probably most cost effective. Eventually Li batteries advances will dominate the remaining long range trucking market. spool I it might be possible to
All the arguments put forth in this article are so weak and wrong in the context of climate emergency. Engineer-Poet has good puts, to which I would like to add: (1) Going towards zero emissions via BEV, not 50% as these fuel do, is essential to drawdown CO2 (2) In 1000 years, if CO2 PPM is too low and we still don't have better tech, this will make sense, i.e. probably never. (3) Who is funding this useless research? I propose this totally feasible transportation emergency action: (1) Ban non-hybrid vehicle sales after 2023 (2) Require ALL new vehicles to have a minimum electric only range of 50 miles to cover 95% of needs. Commercial use should be a higher standard to not leave any low level loopholes. (3) Carbon Fee and dividends ASAP to reflect the true external cost of removing CO2 from air.
No mention of how much more expensive than leaving the Fossil fuels in the ground and replacing with renewables. Subsides for entropy.
Until batteries become very inexpensive, energy density is not that critical. Wasting battery capacity with poor aerodynamics make a bigger difference. More relevant to EV performance and practicality: kWh/CdA = proxy for worst case highway range, Tesla model 3 leads be a wide margin (Storage volume)/CdA= storage efficiency, again Tesla model 3 leads by a wide margin. Further progress in CdA can be made by replacing rearview mirrors with cameras, rear wheel covers, and more aerodynamically optimized design instead of pure style design
Further optimization may yield excellent cycle life. The important point here is improvement achieved with an unoptimized design and process
There is a huge market for transport if it can be made small enough, perhaps starting with big trucks.
The 2050 "clean?" grid assumption will probably be completely wrong. Why? Demographics will for a faster clean transition. HVDC Supergrid, new PV and nuke tech, ... Hybrid with better than Chevy Volt like capability should be minimum allowed standard nationwide. Why? Much less brake pollution, and city energy consumption.
What maximum temperature can these Si TEGs withstand? If as high as Si, these could have great potential where temperature differentials of 100 or 1000 can be maintained.
Two other very import factors: (1) Newer more efficient mid range airplanes have reduced fuel consumption a lot over older airplanes. (2) Shorter flights carrying less fuel are lighter and therefore burn less. Read about the breguet range equation... Long range airplanes burn more fuel to carry extra fuel and structure. All airlines could reduce their carbon footprint easily by flying with navigation computer set at Cost Index = 0. Carbon fees will encourage this. Eventually the greatest carbon reduction could be by flying electric powered airlines with multiple stops. Much of the decent energy can be recovered, or utilized to glide to the destination.
BIO Gas = Bovine Intestinal Output Gas Perhaps it could be easily captured and concentrated using a tent that siphons the lighter methane gas from the top.
30kw/48V=625 AMPS! There must be a lot of batteries in parallel or supercaps, and beefy wires!
Massive battery production expansion makes this whole discussion moot. Almost 2 gigafactory every year is forecasted. Also new dry cell tech will allow massive increases in production at each factory upgraded. Therefor for long range this article really makes the point of mandating MHEV or even HEV at about the same cost with only a bit more battery. MHEV's have reached optimum cost and efficiency, but BEV and HEV have much room the improve so will eventually dominate without subsidies. On a per kwh of battery basis, just increasing CAFE standards, forcing better aerodynamic designs... is superior and low cost. For example Tesla Model 3 has 41% less drag than Chevy Bolt, but about the same passenger + cargo volume (M3 112.3 vs Bolt 110.9 cuft).
Al7La4Ni density is 62% more than Aluminum, but has a lower ultimate tensile strength. Lanthanum cost is much more than Aluminum. Maybe this is good for some niche, but not for widespread use.
Could an Aluminum ion battery (AIB) negative electrode be combined with a liquid positive electrode? A Hybrid solid/liquid battery...?
Anything with the potential to bring launch costs down will accelerate space based solar shade and/or power, which may be critical to avoiding runaway warming without using Sulphur Dioxide to make acid rain.
Better aerodynamics could reduce this designs energy consumption by 20 to 30%.
Nuclear geothermal storage seems like an overlooked option, and it seems least resource limited. "GIGAWATT-YEAR GEOTHERMAL ENERGY STORAGE COUPLED TO NUCLEAR REACTORS AND LARGE CONCENTRATED SOLAR THERMAL SYSTEMS"
I bet $100 with 100:1 odds this will not be cost competitive without subsidy, for at least 30 years. Caveat: Continued growth and business as usual, earth destructive path, will give it a chance to succeed if oil prices increase long term, but the environmental cost will be horrific.
The lack of critical comments is stunning!
Why no mention of offshore wind power effects? I suspect there is less or opposite effect for ocean wind power.
This alloy could enable much higher coolant temperatures, making engines more like an adiabatic engine, and reduce cooling drag, and keep a high cooling ability in very hot climates.
Looks like D-EGR is still better but hard to tell with Mazda's missing BSFC graph scale: (see page 24)