Non-Battery Powered Electric Vehicles

If vehicles always drive on a given route, power can be provided externally. Trams and trains have done this for a long time, and it is also possible to embed an electric power source into roads and power vehicles by induction. My personal view is commercial interests will make this latter option rather untenable. So while external power canreplace quite a bit of fossil fuel consumption, self-contained portable sources are required.

In the previous posts, I have argued that transport cannot be totally filled by battery powered electric vehicles because there is insufficient material available to make the batteries, and it will not be very economically viable to own a recharging site for long distance driving. The obvious alternative is the fuel cell. The battery works by supplying electricity that separates ions and converts them to a form that can recombine the ions later, and hence supply electricity. The alternative is to simply provide the materials that will generate the ions and make the electricity. This is the fuel cell, and effectively you burn something, but instead of making heat, you generate electric current. The simplest such fuel cells include the conversion of hydrogen with air to water. To run this sort of vehicle, you would refill your hydrogen tank in much the same way you refill a CNG powered car with methane. There are various arguments about how safe that is. If you have ever worked with hydrogen, you will know it leaks faster than any other gas, and it explodes with a wide range of air mixtures, but on the other hand it also diffuses away faster. Since the product is water (also a greenhouse gas, but one that is quickly cycled away, thanks to rain, etc) this seems to solve everything. Once again, the range would not be very large because cylinders can only hold so much gas. On the other hand, work has been going on to lock the hydrogen into another form. One such form is ammonia. You could actually run a spark ignition motor on ammonia (but not what you buy at a store, which is 2 – 5% ammonia in water), but it also has considerable potential for a fuel cell. However, someone would still have to develop the fuel cell. The problem here is that fuel cells need a lot more work before they are satisfactory, and while the fuel refilling could be like the current service station, there may be serious compatibility problems and big changes would be required to suppliers’ stations.

Another problem is the fuel still has to be made. Hydrogen can be made by electrolysing water, but you are back to the electricity requirements noted for batteries. The other way we get hydrogen is to steam reform oil (or natural gas) and we are back to the same problem of making CO2. There is, of course, no problem if we have nuclear energy, but otherwise the energy issues of the previous post apply, and we may need even more electricity because with an additional intermediate, we have to allow for inefficiencies.

As it happens, hydrogen will also run spark ignition engines. As a fuel, it has problems, including a rather high air to fuel ratio (a minimum of 34/1, although because it runs well lean, it can be as high as 180/1) and because hydrogen is a gas, it occupies more volume prior to ignition. High-pressure fuel injection can overcome this. However there is also the danger of pre-ignition or backfires if there are hot spots. Another problem might include hydrogen getting by the rings into the crankcase, where ignition, if it were to occur, could be a real problem. My personal view is, if you are going to use hydrogen you are better off using it for a fuel cell, mainly because it is over three times more efficient, and in theory could approach five times more efficient. You should aim to get the most work out of your hydrogen.

A range of other fuel cells are potentially available, most of them “burning” metal in air to make the electricity. This has a big advantage because air is available everywhere so you do not need to compress it. In my novel Red Gold, set on Mars, I suggested an aluminium chlorine fuel cell. The reason for this was: there is no significant free oxygen in the thin Martian atmosphere; the method I suggested for refining metals, etc. would make a lot of aluminium and chlorine anyway; chlorine happens to be a liquid at Martian temperatures so no pressure vessels would be required; aluminium/air would not work because aluminium forms an oxide surface that stops it from oxidising, but no such protection is present with chlorine; aluminium gives up three electrons (lithium only 1) so it is theoretically more energy dense; finally, aluminium ions move very sluggishly in oxygenated solutions, but not so if chlorine is the underpinning negative ion. That, of course, would not be appropriate for Earth as the last thing you want would be chlorine escaping.

This leaves us with a problem. In principle, fuel cells can ease the battery problem, especially for heavy equipment, but a lot of work has to be done to ensure it is potentially a solution. Then you have to decide on what sort of fuel cells, which in turn depends on how you are going to make the fuel. We have to balance convenience for the user with convenience for the supplier. We would like to make the fewest changes possible, but that may not be possible. One advantage of the fuel cell is that the materials limitations noted for batteries probably do not apply to fuel cells, but that may be simply because we have not developed the cells properly yet, so we have yet to find the limitations. The simplest approach is to embark on research and development programs to solve this problem. It was quite remarkable how quickly nuclear bombs were developed once we got started. We could solve the technical problems, given urgency to be accepted by the politicians. But they do not seem to want to solve this now. There is no easy answer here.

1 thought on “Non-Battery Powered Electric Vehicles

  1. Pingback: Non-Battery Powered Electric Vehicles | ianmillerblog – WORLD ORGANIC NEWS

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