The unit discussed below operates on SLCNBF, stimulated liquid contained nano buble fusion princiable.
This WELL TESTED system being prepaired for market is called ****-*****. The system uses doped pure wated contained within a circulating vesel that generates and sustains power after being started. The power is AC & DC controlled and with selectable voltage values, (normally 220 VDC) and (220 VAC @ a lower crrrent). Engergy used to driver a 500kw to 2.5 Mega watt unit is 14,500 watts. Initial TBO is 5 to 6 years continous at below 50 deg.C operating temp. Cold Start to full load is 3 minutes. Design rebuild is 25 years. Total fuelload cost $10,000 dollars (at overhaul). Power selling price is 0.1 cent / kwh and the unit is modular and scaleable. NO EMISSIONS OR WASTE IS GENERATED ...PERIOD.
This is only one type of unit soon to hit the market and there are many more to come. Not only is this design affordable but it can eliminate the Grid mess built over past years. Peeking will in the future be local.
So true, Rob and I think your statement applies in any area of engineering. I know that whenever I went to upgrade a test system there was always a number of factors that needed to be considered. What are the trade offs for making the change and does it make sense to do so...sometimes we let enthusiasm prevail, which is not always a good thing and can come back to bite us later. Not to be a pessimist, I am all for innovation and improvement - I just advocate a careful approach that addresses all of the possible consequences...
I find very interesting advances on new battery technology for EV's , of course improving energy density in the battery reduces the material quantity required and therefore production costs. The real challenge with EV's is where your energy comes from, because if you can storage more energy but it comes from fossil fuels you are not solving a problem and your electricity bill will also increase when you purchase an EV, the ideal case would be that you can fuel your car from a renewable source like solar or wind power and be more efficient for storaging this power.
I was just wondering if the energy density is doubled, what does that do to the volatility? We have had a lot of news about fires caused by lithium batteries in EVs and it is a concern for all of us...has there been any progress on safety measures? I personally like the LFP batteries because of their non-volatility which increases their safety, although they can't compare to the lithium ion batteries for energy density.
Thanks, cvandewater. I certainly do remember that. Once again, the issue i about control, both of resources and of profits. Hmmm...I wonder if it's illegal to give, not sell, power to your neighbors? People in many places are starting local barter systems.
cvandewater, I'm familiar in general with legislation by utilities to keep control over energy generation, but it is by no means illegal to have or use a home generator, at least where I live in California. What specific legislation are you referring to?
Oorja makes a methanol fuel cell for powered pallet trucks and tuggers. Nissan has at least 20 units on tuggers in their US plant. I have seen it demo'd at a Cat lift dealer. Instead of running the pallet mover, it sits on top of the Lead-acid battery and keeps the battery (which is running the pallet mover) topped off. The H2O byproduct from the fuel cell can be added to the battery to keep it's cells covered.
Of course this would need to be scaled up to work on an EV, and the water could be left to drip onto the roadway (along with AC condensate). Plus, you wouldn't have a tank of Hydrogen at x-psi to lug around. A fire in the Volt a week after an accident isn't nearly as bad as an exposion from a ruptured tank of Hydrogen.
Engineers at Fuel Cell Energy have found a way to take advantage of a side reaction, unique to their carbonate fuel cell that has nothing to do with energy production, as a potential, cost-effective solution to capturing carbon from fossil fuel power plants.
To get to a trillion sensors in the IoT that we all look forward to, there are many challenges to commercialization that still remain, including interoperability, the lack of standards, and the issue of security, to name a few.
This is part one of an article discussing the University of Washington’s nationally ranked FSAE electric car (eCar) and combustible car (cCar). Stay tuned for part two, tomorrow, which will discuss the four unique PCBs used in both the eCar and cCars.
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