I have gotten a slightly more powerful version (as in the video) but the main problem is that the coil's inductive resistence is high enough that no matter how much current I make avaliable, the current used is still usually below a few amps. The secondary coil is just a few miliamps.
Mr. Duffy, it is up to YOU to discover that breakthrough for fast charging. I hope you do; you could be the person who finally gets all-electric vehicles into the mainstream. Nothing we've seen to date has done a good job of this.
Thanks. The wireless charger and coils I used delivered about 12V, so you could charge almost anything. The current, however, is pretty low, so it takes a long time to charge batteries. If you have any improvements to the power output capability or efficency of the design, I'd love to see them.
I agree, DRGONZO. It was certainly exciting to see this young man present his project and to see the next generation of engineers at work. I particular appreciated his desire to be innovative by looking for ways to improve the project.
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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