to go for 1800 Farads, the cost of the bank may be too high, quite cheaper with high voltage converted down as needed. ( 50 F @ 3500 Volts, the weight may be around 330 pounds) so for 1800 F the weight would be 330 *1800/50 = 11,880 pounds minimum, but with the manufacture geared for a automobile the weight may increase to around 400 pounds for the 50 F @ 3500 Volts bank).
If they go for 1800 F @ 600 volts, the system may not be a good match for the motors since the capacitor bank voltage varies with use and the electronics may be close to the 3500 volts in equivalent energy supplied to the motors.
As we can see weight versus voltage, the high voltage wins handily with extreme weight reduction.
Another member "INSERTED" ZVR, a DC/DC converter system around 15 or so years old that is mostly geared to low power devices, this due to the resonant principles which may present a much higher voltage than the battery voltage by several fold -- this depending on the Q of the system.
Another comment from the same member indicating the use of 500 converters for the transmission of power via extremely high voltage ( 500,000 to 1,500,000 volts) - this technology may have some use for this conversion but not the way that is presently used in GRID power transmission.
Nando[ Parent ]
The original claim, that using barium titanate coated with aluminum oxide and glass could withstand 3500 volts (2 in series at ~1700), and have charge capacities comparable to 5 volt caps of the same farads, was completely and utterly bullshit. no capacitor was ever built, it was a theoretical idea.
Back to the challenge of getting 1K-3.5K @ 30 amps.... It is expensive at the moment, but after mass production, the cost will equalize between all voltage ranges[ Parent ]
In either case, the resonant needs to generate the sine wave that HAS TO BE much greater than the basic voltage, that in this case is 3500 volts peak, which may force a half sine wave of at least 50 % higher than the basic voltage.
You can see a patent for such ZVR , Down load the patent 5057986.pdf from my files.
May be you could give us a more defined feedback.
and too many high power and high voltage devices.
Nando [ Parent ]
What I'm saying is that using a capacitor @3500V to drive a car is no less efficient than current 250 volt battery systems.
Whether you use IGBTs, GTOs, Thyristors, RCTs, MCTs or asymmetrical SCRs it doesn't matter. it's relatively the same at all voltage ranges, none of this has an order of magnitude greater performance. Keep in mind there is a lot of new technology being factored into the mix, 50Amp, 1200 volt silicon carbide diodes are now available.
This paper describes a 2.5KV, 30 amp inverter: http://www.ece.rutgers.edu/~jzhao/papers/MSF-2004-MPS-Switching.pdf[ Parent ]
What is being considered is the storage capacity of a battery and/or a large capacitor to supply enough energy to "move" the car for about 300 miles.
The conversion of the available power to the "energy mover = motor" is what is considered in regards of difficulties, easy to convert and/or the problems in regards to the conversion of a high voltage to the "energy mover" requirements.
The efficiencies of one type to the other may considered, like about 33% for the gas engine to the "motor + conversion" that could reach around 80 %.
One needs to examine the overall loop efficiency, from generating the energy ( well etc or hydro or nuclear or even coal or gas generators) to the ultimate use of such energy "material " and its costs.
Also the storage capacity versus volume and weight of such storage.
The Hybrid system, large Battery + small gas engine is one step to improve the efficiency of the system compared to the gas engine alone which could reach around 40 to 50 % or maybe a bit more.
A single large capacitor energy storage from the generating the energy to the energy going into the wheels to move the vehicle could reach something like an overall 60 to 65 + % efficiency.
I could extend myself here for a long rant, better stop.
