Dear
Subscriber,
This month we are
featuring our latest release, Electrostatic Motors: Their
History, Types and Principles of Operation
by the late Professor Olef Jefimenko
to whom we are indebted for permission to reprint
this one-of-a-kind reference book...and what
better way to describe the book but by offering a
reprint from Popular Science magazine?
The second article is a valuable
insight into a trend in physics, funded by DARPA,
to bring quantum mechanics into mainstream
macroscopic reality for the purposes of energy
exchange using light. It is also intriguing since
it mentions "zero-point energy, which gives an
object residual motion even in its ground state."
IRI predicts that the time will come when this
residual energy and its corresponding negative
energy states will be utilized by
mankind. The third and fourth
articles emphasize how electric battery and fuel
cell technology are growing by leaps and bounds.
The A123 company that makes the KillaCycle
batteries is one of the fastest growing battery
companies because of their unique energy density
product (ticker: "AONE") that powers the
fastest-accelerating motorcycle (0 to 60 mph in
one second!). Nikola Tesla continues
to influence the progress of energy and
transportation even today in our last story with
his difference engine that has been ignored until
now. Toyota recognizes Tesla's ingenius design of
a three magnetic phase motor that produces enough
torque to obviate the need for rare-earth magnets
that are becoming rare and
expensive.
Thomas Valone,
PhD,
PE Editor www.IntegrityResearchInstitute.org
| |
| |
1)
Electrostatic Motors You Can
Build |
Ed. Note: This
article and others are included in the new edition
of Electrostatic Motors: Their
History, Types and Principles of Operation by Oleg
Jefimenko, just released by Integrity Research
Institute publishers.
In "The Amazing Motor That Draws
Power From the Air", last month, we told about our
visit to the laboratory of Dr. Oleg Jefimenko at
the University of West Virginia, who has designed
and built a variety of these ingenious machines
now, as promised, we bring you details on how you
can build your own electrostatic motor from simple
materials.
The devices that you see here
are corona-discharge motors. The sharp-pointed or
knife-edge electrodes create a corona, which
ionizes or charges the air particles floating by.
These charged particles transfer their charge to
the closest part of the plastic rotor and charge
it up, just as you can charge your body by walking
across a wool rug on a dry winter's day.
Once a spot on the rotor
assumes a charge, it is repelled from the charging
electrode by electrostatic forces, and at the same
time is attracted to the other electrode, which
has an opposite charge. When the charged section
of the rotor reaches the opposite electrode,
another corona discharge reverses the polarity and
starts the whole thing over
again.
The Concept is
Simple
And so are the motors. But that
doesn't mean they're easy to build. These motors
run on millionths of a watt; they've got no power
to waste turning stiff bearings or slightly
misaligned rotors. So they must be built with
watch-making precision.
They're made of acrylic sheet,
rod, and tube stock -- Plexiglas and Lucite are
two of the better-known brands. Acrylic cuts and
works beautifully. Cut edges can be sanded so they
have a white, frosted appearance that, in contrast
with clear surfaces, gives your finished motor a
sparkling, jewel-like appearance. If you like
clear edges, you can buff them on a wheel and the
whole thing becomes transparent.
Drill and tap the acrylic and
assemble parts with machine screws. This allows
for fine adjustment and alignment. Later, you can
make the whole thing permanent by putting a little
solvent along the joints. The solvent flows into
the joint and fuses it permanently.
Details of framework, support and
so on aren't important; change them if you like.
but work with care if you want to avoid headaches.
The Poggendorff motor looked simple; we slapped it
together in a couple of hours, hooked up the power
source -- and nothing happened. We gave it a few
helpful spins by hand, but it wouldn't keep
running.
The cure took about 3 hours.
First, we noticed that the outer edge of the disk
wobbled from side to side about 1/16 of an inch as
the wheel revolved. So the rotor-electrode
distance was constantly changing. There was a
little play in the 1/4" hole we had drilled for
the electrodes -- so they weren't lined up
absolutely square with the disk. Then we noticed
that the disk always stopped with one side down.
The imbalance was only a fraction of an ounce --
but it was too much.
We drilled out the old hub and
cemented in a new one -- this time, carefully. We
lined up the electrodes -- precisely. Then, once
more spinning the disk by hand, we added bit of
masking tape until it was perfectly balanced. We
connected the power -- and slowly... slowly... the
disk began to turn. After about a minute, we
clocked some turns with a watch and found it was
spinning at 200 rpm. A moment later, we lost
count. It was a great
feeling.
Where Tolerances Are Brutal
We had even more trouble with the
octagonal-window machine. When it wouldn't run and
we turned the shaft by hand, we could feel the
rotor dragging. We took it apart, felt all the
surfaces on the rotor and the framework's insides
and found a few bits of hardened cement, which we
removed. We filed down all edges on the rotor and
the windows to make sure there were no beads or
chips dragging.
The rotor and corner separators
are made from the same sheet of 1/2" plastic, so
rotor clearance is achieved by putting shims at
the corners to hold the side plates slightly more
than 1/2" apart. With the 1/16" shims we were
using, we could see that the sides were slightly
misaligned so the shaft was not being held at a
true 90 degrees. We drilled slightly oversized
holes in the corners of one side piece and
carefully adjusted until the rotor was turning
true in the slot. To give the motor more torque,
we put a bead of cement along the outer edge of
each aluminum-foil electrode to stop corona
leakage. The motor ran.
Take a Giant
Step
Once you've built these machines,
why not design your own? Start with the Jefimenko
1/10 hp model as a challenge. Then plan one from
scratch. You can power your motors with a
laboratory high-voltage supply, a Van de Graff
generator, or a Wimhurst machine or any other
high-voltage source. We've been running ours on
the home-built Wimhurst machine shown in the
photos. (If you don't want to build one, Wimhurst
machines are available from scientific supply
houses such as Edmund Scientific.) (http://www.scientificsonline.com/catalogsearch/result/?q=wimhurst
- Ed. Note.)
The discharge globes are traditional
for high-voltage machines. They aren't necessary,
but they give a quick check on machine operation
and a satisfying arc when you move them within
1/2" of each other. Incidentally, that funny smell
is ozone. But its concentration is too low to be
harmful. The generator is safe, too. You can hold
both electrodes in your hands and all you'll feel
is a tingle. This particular generator, we
estimate, puts out about 30,000 volts.
To make wiring simple, we used
standard connectors on the Wimhurst collectors,
and meter leads with regular banana plugs and
alligator clips to hook up the motors. Last
month, we mentioned seeing Dr Jefimenko run his
electrostatic motors on electricity tapped from
the earth's field. We haven't had a chance to try
this yet with ours, but it should work. If you
want to try, you'll need a needle-pointed piece of
music wire a few inches long to start a corona,
plus several hundred feet of fine copper wire.
Connect the pointed wire to the
fine conductor, get the sharp point up into the
air at least 200-300 feet with a kite or balloon,
and hook the wire to one side of the motor. Hook
the other side of the motor to ground. The earth
field antenna should at times be able to develop
up to 20,000 volts from the earth's electrical
field. If nothing happens, check your equipment,
or try another day. The field changes
constantly.
When we crank up
the electrostatic motor at the end of this
article, people always want to know what makes it
run. It is mysterious -- there's nothing but a
plastic disk and two strange electrodes. Yet there
it is, spinning merrily.
For More Information:
http://www.integrityresearchinstitute.org/catalog/engineeringBooks.html http://www.amazon.com/Electrostatic-Motors-History-Principles-Operation/dp/1935023470/ref=sr_1_3?s=books&ie=UTF8&qid=1301088036&sr=1-3
|
2) Moved by
Light |
Lasers push
everyday objects into the Quantum
World!
You won't drive through this
far-fetched town anytime soon, but it's not as far
off the map as it used to be. In laboratories
across the world, bits of metal and glass are
being groomed to behave in ways that defy common
sense. Objects big enough to be seen and touched -
some weighing kilograms - are beginning to rebel
against the physical laws that govern daily
experience.
|
For
decades, scientists have used light to quell the
vibrations of individdual atoms. Now teams are
cooling sticks as shown above, sails, drums, and
other multiatim objects to very low
temperatures, where signs of quantum effects may
be seen. |
At the forefront of this effort is a
growing discipline called optomechanics. Its
practitioners use beams of light to do something
utterly unfeasible a decade ago: make large
objects colder than they would be in the void of
outer space. Only at these temperatures do objects
reach energies low enough to enter the realm of
quantum mechanics and start behaving like
subatomic particles.
"Our guiding principle is to see
quantum effects in a macroscopic object," says
physicist Ray Simmonds of the National Institute
of Standards and Technology in Boulder, Colo. A
number of optomechanics teams have sprung up in
recent years, each cooling its own favorite bit of
fairly ordinary stuff. Simmonds works with an
aluminum drum (unveiled in the March 10 Nature).
In Switzerland, scientists chill silica doughnuts.
At Yale University, saillike membranes are the
vogue.
"We're putting the mechanics back in
quantum mechanics," says Yale physicist Jack
Harris.
It's mainly a race of tortoises
creeping steadily closer to absolute zero, the
coldest of the cold. But recently an interloper
hare took a shortcut to the lead. And the stakes
are high: The winners will test whether quantum
mechanics holds at ever-larger scales and may go
on to build a new generation of mechanical devices
useful in quantum computing.
Cooling
touch
Spend
an afternoon watching sunbathers burn at the
beach, and the idea of using light to refrigerate
may seem counterintuitive. But light particles
have a hidden cooling ability that comes from the
tiny nudge they impart when bouncing off an
object. This force, too weak for a beachgoer to
feel, is so feeble that sunlight reflecting off a
square-meter mirror delivers a pressure less than
a thousandth of the weight of a small paper
clip.
"It's
an incredibly tiny effect," says physicist Steve
Girvin, also of Yale. In the 1970s scientists
figured out how to use this "radiation pressure"
to cool individual atoms by damping their
vibrations with lasers. Now a slew of new devices
leverage the punch of light and other forms of
electromagnetic energy to cool objects made of
trillions of atoms or more. This scaled-up cooling
doesn't suppress the vibrations of individual
atoms. Instead, it quiets the inherent wobbling of
an entire object, like a foot pressed to a
flopping diving board.
Putting
light's cooling power to work starts with a laser
beam bouncing between two mirrors. The distance
between the mirrors in this "optical cavity"
determines the frequency of light that will
resonate - just as the length of a guitar string
determines its pitch. Keep the mirrors still and
properly tuned light will bounce back and forth,
as constant as a metronome.
But
allow one of these mirrors to wobble, and a more
intricate and subtle interplay emerges. A laser
beam tuned below the resonance frequency of the
cavity will push against the swaying mirror and
snatch away energy. By stealing vibrational energy
from the mirror, the bouncing light gets a boost
up to the optical cavity's stable frequency.
Robbed of energy, the mirror's swaying weakens,
and it cools.
By
measuring the light leaking out of this type of
system, two groups of physicists showed in 2006
that they could cool mirrors to 10 kelvins (10
degrees Celsius above absolute zero). A third used
a similar technique to cool a glass doughnut to 11
kelvins, colder than the object would be if it
were wobbling on the dark side of the moon.
"This
demonstration that you could use laser radiation
to cool a mechanical object, this started the
race," says Tobias Kippenberg, leader of the
doughnut team at the Swiss Federal Institute of
Technology in Lausanne. "Every year we improve our
cooling by a factor of 10."
As
papers flowed in and objects neared the bottom of
the thermometer, researchers competed to suck out
every last drop of energy. The goal: to reach the
ground state, where an object no longer possesses
any packets, or quanta, of vibrational energy. In
this state, motion almost completely stops and the
quantum regime begins to become a reality.
But
getting those last few quanta out would be a
challenging task; even the mirrors at 10 kelvins
still contained tens of thousands to hundreds of
thousands of quanta.
Better
lasers and equipment refinements allowed three
groups, publishing in Nature Physics in
2009, to reach 63, 37 and 30 quanta. Keith Schwab
of Caltech bombarded a wobbling object with
microwaves that drained away all but about four
quanta. He and his colleagues reported in
Nature in 2010 that they had put their
object into its ground state 21 percent of the
time - tantalizingly close to the consistency
needed to test for quantum effects.
Then
in April 2010, a shot rang out. An object had been
spotted entering its ground state over and over
again - by an outsider who wasn't even using
light.
"I
wanted to get to the ground state in the quickest
and most efficient way possible and have there be
no question that I was there," says Andrew
Cleland, a physicist at the University of
California, Santa Barbara, who reported his team's
achievement in Nature (SN: 4/10/10,
p. 10).
Cleland's
secret: While other scientists built stuff that
shook thousands or millions of times a second, he
created a ceramic wafer 30 micro-meters long that
expanded and contracted 6 billion times per
second. The faster an object's natural quiver, the
easier it is to remove energy, meaning less
cooling needed to reach the ground state. Using a
state-of-the-art liquid-helium refrigerator
capable of achieving millikelvin temperatures,
Cleland's team put the wafer in its ground state
93 percent of the time.
By
measuring the electric fields produced by this
object, Cleland and his colleagues showed that
they could nudge the wafer into a state of
superposition - both moving and still at the same
time.
"There
can be no doubt that we achieved superposition,"
Cleland says. This first demonstration of quantum
effects in a fairly ordinary object was named the
2010 Breakthrough of the Year by
Science.
But
Cleland's sprint to the front of the pack has some
long-term disadvantages. His technique is
blind to the actual position of a fluctuating
object, for one thing, and thus he can't spot one
of the consequences of quantum mechanics:
zero-point energy, which gives an object residual
motion even in its ground state.
Experimentalists using optomechanics hope to
detect this motion and verify that it is
proportional to how fast an object normally
wobbles.
|
Light
has been used to cool a range of mechanical
objects ( some highlighted from left) in
laboratories across the world. When objects get
really cold, some scientists opt to measure
temperature in quanta, or packets of vibrational
energy, rather than in kelvins.
|
Girding themselves for the long haul,
optomechanics teams have now begun to catch up to
Cleland's hare strategy. On March 21 in Dallas at
the American Physical Society meeting, members of
the NIST team presented data showing that their
drumlike membrane had reached the ground state
about 60 percent of the time.
The aluminum skin of this drum - in
technical terms, a resonator - moves up and down
much more slowly than Cleland's object, vibrating
less than 11 million times per second. Reaching
the ground state at this slower wobble couldn't be
done with Cleland's refrigerator; it required the
cooling nudge of microwaves.
The
payoff for going the extra mile: time. The slower
an object wobbles, the longer it tends to stay in
its ground state. For Cleland, the ground state
lifetime was about 6 nano-seconds. "The difference
with our system, our resonator, is that it has a
very long lifetime, about 100 microseconds," says
Simmonds. "That's the key element that sets it
apart."
With
the results unpublished, the team won't say
whether any quantum effects have been seen. But
the stability could give the researchers an
advantage for using optomechanical devices to
store and relay information.
A
"killer app," some say, would be playing
interpreter between different wavelengths of light
or other electro-magnetic energy. A resonator in
its ground state could theoretically be designed
to absorb photons of just about any kind of light,
stored as packets of vibrational energy.
Cool
the resonator back to its ground state, and it
could release this energy as light of a different
wavelength. So gigahertz microwave energy that
sets a stick to wobbling could be reemitted at
optical frequencies hundreds of thousands of times
higher, for instance. Such devices could bridge
quantum computing systems that use different
frequencies of light to transmit bits of
information.
At
Caltech, applied physicist Oskar Painter is taking
steps toward realizing this light-to-light
conversion at higher temperatures. He designs
nanometer-scale optomechanical crystals that
convert higher-frequency light to lower-frequency
vibrations. A zipperlike object described in 2009
in Nature, for instance, could one day be
useful for converting optical light into
microwaves.
Optomechanical
techniques, such as those used by Painter, could
also shave the sensitivities of force detectors.
At Yale, engineer Hong Tang develops sensors out
of light-cooled resonators that promise
unprecedentedly low levels of background
noise.
"We
want to make better accelerometers and better
inertia sensors," Tang says. These devices,
similar to those that sense the motion of a Wii
controller, could measure tiny changes in movement
and direction.
Like
many other optomechanics researchers, Painter and
Tang receive funding from the Defense Advanced
Research Projects Agency. DARPA hopes to use
laser-cooled sensors to improve the ability of
vehicles to navigate underwater, says DARPA
program manager Jamil Abo-Shaeer. "We want to push
these things to the limits of quantum mechanics,
the ultimate limit," he says.
While
DARPA funds the development of devices that can't
even be seen without a microscope, other
scientists are putting optomechanics to work
cooling some of the largest detectors in the
world: the gravitational wave detectors of the
LIGO project, built to search for gentle ripples
in space-time thought to be produced by (among
other cosmic events) colliding black holes.
Early
pushes
Chasing
ever greater sensitivities, these researchers use
lasers to still the vibrations of their detectors'
giant mirrors - the behemoths of the
optomechanical world, weighing in at more than 10
kilograms. Despite their immense size, these
mirrors have now been cooled to 234 quanta, MIT
quantum physicist Nergis Mavalvala and LIGO
colleagues reported in 2009 in the New Journal
of Physics. "Our challenges are really the
same as everyone else's, but we need to somehow
cool our gram and kilogram-sized objects to
nanokelvins," says Mavalvala.
Working
on another gravitational wave detector called
AURIGA, researchers in Italy set the record for
largest object effectively cooled via
optomechanics. An aluminum bar weighing more than
1 ton reached a mere 4,000 quanta, the team
reported in Physical Review Letters in
2008.
Whether
such large mirrors and bars could ever demonstrate
quantum effects, though, is an open question. In
principle, some physicists say, quantum mechanics
should hold for objects of any size. "We don't
know of any fundamental limit," Harris says.
Practical
considerations may ultimately limit the size of
quantum objects, though. Any observation, be it by
a pair of eyes or a stray, colliding air molecule,
can destroy a quantum state. The larger an object
is, the harder it is to keep isolated. But that
isn't stopping researchers with bigger objects
from lining up behind Cleland and the NIST team to
stretch the bounds on quantum effects.
"If
we can prove that quantum mechanics holds for
larger and larger objects, that would be quite
spectacular," says Dirk Bouwmeester of UC Santa
Barbara. "But it would also be spectacular if we
can prove that it doesn't. New theories would be
needed."
One
of the slowest tortoises in the race,
Bouwmeester's pace is deliberate. His mirrors,
tens of micrometers across, vibrate a mere 10,000
or so times per second and promise an extended
quantum lifetime. This durability, he says, is
needed to test a controversial idea that gravity
and quantum weirdness can't coexist for long at
everyday scales.
More
than three-quarters of a century of research has
made scientists more comfortable with quantum
mechanics at small scales, but supersizing it can
seem as bizarre today as it did to Erwin
Schrödinger. In 1935, he poked fun at the idea in
his famous thought experiment: a cat in a box that
could be both alive and dead at the same time, as
long as no one peeked inside the box and forced a
choice, killing with curiosity.
Perhaps
it is still too much to imagine Schrödinger's cat
behind the drawn curtains of Quantumville's homes,
simultaneously nibbling Purina in three different
rooms at once. But as researchers continue to cool
knickknack after knickknack in their
optomechanical grab bag, they may catch at least a
faint echo of a meow.
History
Interest
in the pressure exerted by light goes back
centuries.
1619
Johannes Kepler suggests that the pressure of
sunlight explains why comets' tails (above) always
appear to point away from the sun.
1746
Leonhard Euler shows theoretically that the motion
of a longitudinal wave might produce pressure in
the direction it is propagating.
1873
James Clerk Maxwell (above) uses electromagnetic
theory to show that light reflecting off a surface
or absorbing into it would create pressure. Bright
sunlight, he calculates, would press on the Earth
with a force of about 4 pounds per square
mile.
1873
That same year, Sir William Crookes invents the
radiometer, or light mill (above), incorrectly
suggesting that the mill spins because of the
pressure of light. Scientists now understand that
the heat transferred by light is responsible for
the mill's spinning.
1876
Adolfo Bartoli, unaware of Maxwell's work, infers
radiation pressure's existence from the second law
of thermodynamics.
1900
Russian physicist Pyotr Lebedev announces at a
meeting in Paris that he had measured the pressure
of light on a solid body.
1903
Ernest Fox Nichols and Gordon Ferrie Hull measure
the pressure to an accuracy within less than 1
percent, publishing the work in the
Astrophysical Journal.
back to table of
contents
|
3)
Killacycle- World Fastest Electric
Motorcycle |
http://electricandhybridcars.com/index.php/pages/fastestmotorcycle.html
Electric and Hybrid
Vehicles, May, 2010,
Straddling
a 619-pound motorcycle, Scotty Pollacheck tucks in
his knees and lowers his head as he awaits the
green light. When he revs the engine, there's no
roar. The bike moves so fast that within seconds
all that's visible is a faint red taillight in the
distance.
Pollacheck
crosses the quarter-mile marker doing 168 mph,
faster than any of the gas-powered cars, trucks or
motorcycles in the drag sprints on this weekend at
Portland International Raceway. It's particularly
impressive given that Pollacheck is riding a
vehicle powered entirely by lithium-ion
batteries.
Electric
vehicles are making their presence felt at amateur
drag races across the U.S., challenging
gas-powered cars and motorcycles. The "amp heads,"
computer geeks and others driving the electron-
powered vehicles are starting to kick some major
rear end.
Pollacheck
and his bike -- dubbed the KillaCycle -- are part
of a growing movement that's exploiting
breakthroughs in battery technology and soon could
challenge the world's fastest- accelerating
vehicles in the $1 billion drag-racing
industry. "In professional drag racing I
expect to see the electrics eventually pass up the
fuel dragsters," said Dick Brown, president of
AeroBatteries, which sponsors White Zombie, the
world's quickest-accelerating street-legal
electric car, a 1972 white Datsun 1200.
"Electric gives you instant torque
whereas gasoline you have to build up," he said.
Brown believes electric vehicles will challenge
the top drag-racing records within five
years. The KillaCycle runs on 990
lithium-ion battery cells that feed two direct
current motors, generating 350 horsepower. The
bike accelerates from zero to 60 mph in just under
a second, faster than many professional gas-
powered drag motorcycles and within striking
distance of the quickest bikes that run on
nitromethane.
Except for the batteries he receives
from sponsor A123 Systems, Bill Dube, KillaCycle's
owner and designer, pays the costs of his racing
team -- about $13,000 a year -- out of his own
pocket. A123 makes KillaCycle's
batteries.
"We have a chance of actually taking
away some nitromethane records, perhaps the
overall record," said Dube.
The National Electric Drag Racing
Association's vehicles are posting faster and
faster times at amateur meets, but they still have
a way to go before matching professional world
records. The fastest quarter-mile time by an
electric vehicle is the KillaCycle's 8.16 seconds;
that's 2.36 seconds off the nitromethane world
record for drag bikes set by Larry "Spiderman"
McBride last year.
Electric vehicle racers say battery
technology advances will give EVs a shot at drag
records.
"This is a disruptive technology,
and there is a lot of room for improvement in this
area," said Ric Fulop, founder and vice president
of business development for A123.
INTERESTING
FACTS
The
KillaCycle uses about $0.07 worth of electricity
for each run down the strip. 0-60 mph (0-96
km/h): 0.97 seconds Acceleration: 2.89 G
(almost 3 times free fall) Best Top Speed in ¼
mile: 174.05 MPH Lowest ¼ mile Elapsed Time
(ET): 7.82 seconds @ 168 mph Power: over 500
hp Battery: 1210 lithium iron nano-phosphate™
cells from A123 Systems Battery weight: 200
lbs (90 kg) Battery voltage: 374
Volts Battery capacity: 9.1 kWh The
KillaCycle weighs 619 lbs. Website: Killacycle.com
Interesting video:
|
Killacycle Battery Power
Drag Bike 0-60 0.8 seconds
|
back to table of
contents |
4) Solid
State Batteries |
By
Kevin Bullis, Technology Review, May/June
2011,
http://www.technologyreview.com/energy/37199/?nlid=4391
High-energy
cells for cheaper electric
cars
Ann
Marie Sastry wants to rid electric vehicles'
battery systems of most of the stuff that doesn't
store energy, such as cooling devices and
supporting materials within the battery cells. It
all adds up to more than half the bulk of typical
lithium-ion-based systems, making them cumbersome
and expensive. So in 2007, she founded a startup
called Sakti3 to develop solid-state batteries
that don't require most of this added bulk. They
save even more space by using materials that store
more energy. The result could be battery systems
half to a third the size of conventional ones.
Cutting
the size of a battery system in half could cut its
cost by as much as half, too. Since the battery
system is the most expensive part of an electric
car (often costing as much as $10,000), that would
make electric cars far cheaper. Alternatively,
manufacturers could keep the price constant and
double the 100-mile range typical of electric
cars.
The
limitations of the lithium-ion batteries used in
electric cars are well known. "Most liquid
electrolytes are flammable. The cathode
dissolves," says Sastry. Keeping the electrolyte
from bursting into flames requires safety systems.
And to extend the electrode's lifetime and prevent
heat buildup, the battery must be cooled and
prevented from ever fully charging or discharging,
resulting in wasted capacity. All this adds bulk
and cost. So Sastry wondered if she could make a
battery that simply didn't need this much
management.
Sastry's
solid-state batteries are still based on
lithium-ion technology, but they replace the
liquid electrolyte with a thin layer of material
that's not flammable. Solid-state batteries are
also resilient: some prototypes demonstrated by
other groups can survive thousands of
charge-discharge cycles. And they can withstand
high temperatures, which will make it possible to
use materials that can double or triple a
battery's energy density (the amount of energy
stored in a given volume) but that are too
dangerous or unreliable for use in a conventional
lithium-ion battery.
To
make solid-state batteries that are practical and
inexpensive to produce, Sastry has written
simulation software to identify combinations of
materials and structures that will yield compact,
reliable high-energy devices. She can simulate
these materials and components precisely enough to
accurately predict how they will behave when
assembled together in a battery cell. She is also
developing manufacturing techniques that lend
themselves to mass production. "If your overall
objective is to change the way people drive, your
criteria can no longer only be the best energy
density ever achieved or the greatest number of
cycles," she says. "The ultimate criterion is
affordability, in a product that has the necessary
performance."
Although
it may be several years before the batteries come
to market, GM and other major automakers, such as
Toyota, have already identified solid-state
batteries as a potentially key component of future
electric vehicles. There's a limit to how much
better conventional batteries can get, says Jon
Lauckner, president of GM Ventures, which pumped
over $3 million into Sakti3 last year. If electric
vehicles are ever to make up more than a small
fraction of cars on the road, "something
fundamental has to change," he says. He believes
that Sakti3 is "working well beyond the limits of
conventional electrochemical cells."
Sastry
is aware that success isn't guaranteed. Her field
is something of a technological battleground, with
many different approaches competing to power a new
generation of cars. "None of this is obvious," she
says.
Related
Story
Cooling Down Solid-Oxide Fuel
Cells
by
Katherine Bourzac A startup moves toward
thin-film solid-oxide fuel cells suitable for
practical
devices.
back to table of
contents |
5)
The Difference Engine, Nikola Tesla's
revenge |
ONCE
again, worrywarts in Washington are wringing their
hands over possible shortages of so-called
"critical materials" for America's high-tech
industries. In particular, the Department of
Energy frets about certain metals used in
manufacturing wind turbines, electric vehicles,
solar cells and energy-efficient lighting. The
substances in question include a bunch of
rare-earth metals plus a handful of other elements
which-used a pinch here, a pinch there-enhance the
way many industrial materials perform.
It
is not as though the rare-earth elements-scandium,
yttrium and lanthanum plus the 14 so-called
lanthanides-are all that rare. Some are as
abundant as nickel, copper or zinc. Even the two
rarest (thulium and lutetium) are more widely
spread throughout the Earth's crust than gold or
platinum. But because they have similar chemical
properties, and tend to be lumped together in
rocks along with radioactive thorium and uranium,
extracting and refining them can be difficult,
expensive and messy. Disposing of the toxic waste
is one of the biggest headaches.
A decade ago, America
was the world's leading producer of the rare-earth
metals. But its huge open-cast mine at Mountain
Pass, California, closed in 2002-a victim of
China's much lower labour costs, America's
increasingly stringent environment rules, and
delays in renewing the mine's operating licence.
Today, China produces 97% of the world's supply of
rare-earth metals-a by-product of the country's
vast iron-ore mining operations in Inner Mongolia.
Over the past year, the Chinese authorities have
cut back drastically on exports of rare-earths, as
China's own high-tech industries absorb more of
the output (see "More precious than gold",
September 17th 2010).
The rare-earth the
Department of Energy seems particularly paranoid
about is neodymium. This is widely used for making
super-strong permanent magnets. Over the past
year, the price of neodymium has quadrupled, as
electric motors and generators that use permanent
magnets instead of electromagnetic windings in
their rotors have proliferated. Cheaper, smaller
and more powerful, permanent-magnet machines have
been one of the main factors behind the increasing
popularity of wind turbines and electric vehicles.
That said, not all
makers of electric vehicles have rushed to embrace
permanent-magnet motors. For one, the Tesla
Roadster, an electric sportscar based on the Lotus
Elise, uses no rare-earth metals whatsoever. Nor
does the Mini-E, an electric version of BMW's
recreation of the iconic 1960s car. Meanwhile, the
company that pioneered much of today's
electric-vehicle knowhow, AC Propulsion of San
Dimas, California, has steered clear of
permanent-magnet technology. More recently,
Continental AG, a German car-components firm, has
developed an electric motor for a forthcoming
European electric vehicle that likewise uses no
rare-earths. Clearly, a growing number of car
companies think the risk of depending on a single
(and not so reliable) source of rare-earth metals
is too high.
The latest carmaker
to seek a rare-earth alternative is Toyota. The
world's largest carmaker is developing a
neodymium-free electric motor for its expanding
range of hybrid cars. Following in AC Propulsion's
footsteps, Toyota has based its new design on
industry's electromotive mainstay, the cheap and
rugged alternating-current induction motor
patented by Nikola Tesla, an American inventor,
back in 1888.
Tesla's invention is,
in essence, a rotating transformer. Its primary
windings reside in a stationary steel casing (the
stator) and and secondary conductors are attached
to an inner shaft (the rotor). The stator
surrounds-but does not touch-the rotor, which is
free to rotate about its axis. An alternating
current applied to the stator's windings creates a
rotating magnetic field, while simultaneously
inducing a current in the separate conductors
attached to the rotor. With an alternating current
now circulating within it, the rotor creates a
rotating magnetic field of its own, which then
proceeds to chase the stator's rotating
field-causing the rotor to spin in the process and
thereby generate torque.
Modern induction
motors usually have three (or more) sets of stator
windings, each using a different phase of the
alternating current being applied. Having three
"waves" of magnetism induced in the rotor with
every revolution, instead of just one, smooths out
the induction process and allows more torque to be
generated. Such machines are known as
asynchronous motors, because the rotor's magnetic
field never catches up with the stator's field.
That distinguishes them from synchronous motors
that use a permanent magnet in their rotors
instead of a set of aluminium or copper
conductors. In a synchronous motor, the stator's
rotating magnetic field imposes an electromagnetic
torque directly on the fixed magnetic field
generated by the rotor's permanent magnet, causing
the rotor-magnet assembly to spin on its axis in
sync with the stator field. Hence the name.
In the past, the
main disadvantage of asynchronous induction motors
was the difficulty of varying their speed. That is
no longer an issue, thanks to modern semiconductor
controls. Meanwhile, the induction motor's big
advantage-apart from its simplicity and
ruggedness-has always been its ability to tolerate
a wide range of temperatures. Providing adequate
cooling for the Toyota Prius's permanent-magnet
motor adds significantly to the vehicle's weight.
An induction motor, by contrast, can be cooled
passively-and thereby dispense with the hefty
radiator, cooling fan, water pump and associated
plumbing.
Better still, by
being able to tolerate temperatures that cause
permanent magnets to break down, an induction
motor can be pushed (albeit briefly) to far higher
levels of performance-for, say, accelerating hard
while overtaking, or when climbing a steep hill.
Hybrid vehicles like the Toyota Prius or the
Chevrolet Volt have to use their petrol engines to
get extra zip. Pure electric vehicles such as the
Nissan Leaf depend on gearboxes to generate the
extra torque for arduous tasks. By contrast, the
Tesla Roadster uses just one gear-such is the
flexibility of its three-phase induction motor.
So far, Toyota
has remained mum about its neodymium-free electric
motor-generator. The design used in the current
version of the Toyota Prius (the car actually has
two such units, one for propulsion and
regenerative braking, and the other to run all the
on-board accessories) combines both conductors and
a permanent magnet in its rotor core. On light
loads, the unit works more like a permanent-magnet
motor. On heavier loads, the induction features
predominate.
In moving to a pure
induction design, Toyota could do worse than take
a page out of the Tesla car company's manual.
Weighing in at 52kg (115lb), the Tesla Roadster's
tiny three-phase induction motor is no bigger than
a watermelon. Yet it packs a hefty 288 horsepower
punch. More impressively, the motor's 400
Newton-metres (295 lb-ft) of torque is available
from rest to nearly 6,000 revolutions per minute.
Having access to such a wide torque band
eliminates the need for a second or third gear in
the transmission. The result is a power unit that
is light, compact and remarkably efficient.
Overall,
the Tesla Roadster is said to achieve a
battery-to-wheels efficiency of 88%-three times
better than a conventional car. With Nikola
Tesla's robust and reliable induction motor making
such a successful comeback, it is puzzling to see
why anyone should worry about potential shortages
of neodymium and other rare-earths for alternative
power and transport.
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