Tulks said:
ssManae said:
Tulks said:
This leads me to ask, how does the power output of an H-cell compare to the electricity required to fill it?
Ah, but you're looking at it the wrong way. You won't run hydrogen through a fuel cell to produce electricity to harvest hydrogen from the urine. Even if it was somehow net effective in production, you wouldn't have a lot left over for running the motors. Or the through-put would exhaust both your tanks real quick, either or.
But, say you do what a lot of hybrids already do: run the motors as generators to supply braking force. Instead of charging a battery, get some hydrogen from the storage tank.
I do wonder how many miles could be added per fill-up with such a method. That, and what exactly you would do with all the ammonia and other contaminates in the urine.
EDIT: Also, while it is true that the power density of hydrogen is laughably low compared to gasoline (as is just about
any power density...) there is research under way on methods to vastly increase storage capacity of hydrogen without using high-pressure tanks.
I actually wasn't thinking of using the power from the cell to produce more fuel. My question was more, wouldn't it be more efficient to not produce the hydrogen, and just run the car electrically?
I had forgotten about recouping energy through regenerative braking, though.
This has already been answered I think, but the problem there is with batteries.
One of the most impressive electric cars at the moment is the Tesla Roadster.
But while that has a range of 211 miles (officially), the battery weighs 500 kg (1100 pounds or so), which is 1/3 the weight of the entire car.
Recharging the battery to full capacity also takes 16 hours. (though specialised charging equipment can get the latest model down to 3.5 hours apparently, from standard 240 volt system, though it does need 70 amps of current to do so. The older model had a 'quickcharge' system that required having access to 3 phase 415 volt industrial power supplies.)
Of course, the charging issue could be overcome with some infrastructure and standardisation, since if it were designed right, it'd be plausible to swap out the entire battery. (The Tesla S is apparently designed to make it possible to replace the battery in about 5 minutes. But that won't matter much if you can't get hold of a charged replacement easily.)
The real problem here is energy density.
By weight, the best batteries we currently have have about 1/100th the energy density of Gasoline.
That's somewhat counteracted by a gasoline engine being only around 35% efficient, while an electric motor is easily 90%+ efficiency.
But that still means, weight for weight, gas will get you 30 times the distance of a battery.
(With the added complication that you can't 'refuel' a battery)
Hydrogen presents a similar problem. We don't have the ability to store enough hydrogen in a small enough volume to come anywhere near the energy density of petrol. Especially not in a way that's actually safe.
And the options for using hydrogen as a fuel are using it in a fuel cell to generate electricity (then using that to power an electric motor), or using it in an engine closer in design to an internal combustion engine. (Which is less efficient than the electric motor, but might still be more effective than the combination of a fuel cell & electric motor).
All in all it's a tricky problem. Though personally, the solution to either one has effect beyond cars.
I mean, think about it; If batteries were as effective as petrol for storing energy, a laptop computer could run for 300 hours on the size of battery they currently make use of...
That's 2 weeks or so.
(Granted, the charging time afterward would probably be a nightmare, but that's a secondary problem.)