THE CHAMBER OF A SENESCENT COURT
LADY
TALKING
ABOUT
A DREAM OF ELECTRIC VEHICLE (VER 003)
APRIL 19
2013
(I talk about the recent ELECTRIC
VEHICLE. Following narrations may be my proprietary opinions which are not
commonly prevailed.)
(I) (On the CRUISING RANGE of ELECTRIC VEHICLE)
(1) As I am now very interested in ELECTRIC
VEHICLE(hereafter called as EV),
and am driving LEAF of Company
N (Simply called as LEAF).
Therefore, as I am old aged, I dare say my
understanding in regard to current EV development.
Needless
to say, power source
of current EV is LITHIUM ION BATTERY (hereafter called as LIB).
(2) LIB
corresponds to the GASOLINE TANK in usual reciprocating engine
automobiles.
And
stored electric energy corresponds to the amount of liquid GASOLINE in the
gasoline tank of ordinary automobiles.
However, nowadays, the cost of LIB is
quite expensive.
So,
the cost of 1KWH energy capacity LIB amounts to currently
around 50,000yens.
Adopting such unit cost, to achieve the 100KWH storage
capacity for the purpose of extending drive distance,
5,000,000 yens of
aggregate money is indispensable.
So, currently, the stored electric energy
in LEAF is distressfully restricted to only 24KWH.
In such situation,
the cruising distance per one recharging of LEAF is absolutely inferior to the
ordinary automobiles.
(3) To speak
frankly, LEAF ( class 3 sedan type automobile in JAPAN ) which stores 24 KWH
energy
can not be used for the
almost practical use
except very short time driving in town area.
For example, I
can not drive to my favorite resort area of HAKONE on holidays by single LIB
package recharge
from my house located
in Yokohama city. So, I will insist that
practially usable EV must store at least 100 KWH energy.
If, in near future, LIB unit
cost of 1KWH becomes around 10,000 yens, it can be mounted that 100KWH LIB
package in LEAF,
since the LIB aggregate cost becomes 1,000,000 yens and being
reasonable to increase the stored electric energy to 100KWH.
(4) However, in such advanced situation, another problem may be remaining
in LEAF.
Current LIB package energy density of LEAF is distressfully very low as
around 24KWH/300kg.
So, without reducing this LIB package energy
density, the increment of stored electric energy to 100KWH in LEAF is rather
difficult,
since,the weight of LIB package becomes around 1200kg.
So, I
absolutely wish that NISSAN to make great endeavor to fulfill the target that
LEAF storage electric energy will be 100KWH,
realizing significant reduction of LIB package energy density.
I eagerly am wanting to go to prefecture of NAGANO by driving LEAF, for the
worship to go happy heaven
to temple of ZENKOJI by only single charge in
NAGANO area.
(II) ( On the theme of FUEL CELL VEHICLE (FCEV) )
(1) I
am thinking that in order to make FCEV in which is mounted PEFC type FUEL CELL
( Hereafter called simply PEFC-FCEV)
to be in
practical manufacture process in
the factory of a certain automobile maker ( e.g. Company N, T, and
H),
it will be absolutely indispensable to newly develop the
non-platinum catalyzer
and to develop
the PEFC type FUEL CELL which has significantly long life
activation term
and significantly high current density to drive the
motor of capacity of 80KW as the motor of LEAF.
(2) If necessarily using platinum
catalyzer, it will be never achieved that PEFC- FCEV is set in automobile
market in Japan.
Because platinum
is extremely rare terrestrial resource resulting in expenditure of extremely
high cost in the
procurement.
So, as long as
using platinum catalyzer, the PEFC-FCEV is not realized in the market, even
though its quantity is reduced to one
third.
I have often encountered the news where
non-platinum catalyzer has
developed.
But such techniques
have not been practically utilized in real PEFC-FCEV so
far.
Recently another news
that non-platinum catalyzer has been invented was reported through TV
news.
This
news seems quite long-term study theme.
Is spite of such
difficult state of platinum catalyzer, Company T is declaring that the PEFC-FCEV
will be
released from Company T
in automobile market in 2015 with reasonable sales
price.
(3) In addition to that, crucial
drawback of PEFC-FCEV exists.
As for
the PEFC type
FUEL CELL as the " NON-RECHARGEABLE HYDROGENE AIR BATTERY
",
the volumetric energy
density of HYDROGENE as the ANODE material is desperately small compared
with liquid GASOLINE
such
that the volumetric
energy density of hydrogene gas is only 1/3000 of
GASOLINE.
(4) So,
only to achieve the cruising range of PEFC-FCEV to around 500 km,
it becomes indispensable
to pressurize HYDROGENE to 70MP( 700
kg/cm2)
and to pack
it in the high pressure tank of five times large volume compared with GASOLINE tank.
(5) Adopting such high pressure
hydrogene tank,
is it absolutely
protected such high pressure hydrogene gas tank from the burst, when the tank
is
exposed to the accidental fire or automobile frame destruction due to the
traffic accident?
(6)
As long as these two big crucial problems are not perfectly
resolved, PEFC-FCEV never will be set in the manufacture line
of the factory
of automobile maker.
(7)
Furthermore, I am wondering how is manufactured the
great amount of pure hydrogene gas with cheap cost？
It is
absolutely nonsensical that hydrogene gas is manufactutred using
electricity.
Such electricity must
be used to recharge EV instead
of making hydrogene gas, since it is superior in energy efficiency.
(8)
Anyway,
such long term fundamental studies belong to the studies in university
and
do not belong to the automobile makers who have obligations not to lose makers'
precious money.
(III) (On the RECHARGING TIME of EV )
(1) One of the double most crucial drawbacks of LEAF is the absolutely long
necessary time of battery package recharging.
(2)
Automobile maker as well
as electric machinery maker must develop the battery package recharging
system
of which performance is to recharge the pattery package of 100KWH by
10min.
(3)
And such recharging system must be widely expanded all over the
world.
(4) Currently, it is indispensable to spend about
an hour for the recharging of 24KWH battery package of LEAF at
radid
recharging station having the Japanese temporary quite inferior specification of
" CHAdeMO" .
(5)
This extremely very long recharging time is absolutely
afflicting me who have not enough time to survive.
(6) Corresponding to
this situation, as in the recharging of 100KWH battery package, it
will be indispensable ridiculously to spend four hours.
(7)
Such quite long
recharging time absolutely will be never allowed for the wide
prevalence of EV having 100KWH LIB package.
(8)
To recharge 100KWH
LIB package by 10min , the expected recharging system must have input power
of 600KW in one recharge.
That is to say, for example, 100A recharge current
with the voltage of about 6KV is to be imposed to the battery
package at the recharging station.
Currently, I don't know whether such
LIB battery package which can endure such heavy recharging stress of 600KW
would be developed soon.
But such LIB battery package must be indispensable
for the EV users.
(9)
However, I am expecting the possibility of another quite
interesting technical issue.
If, at all the individual parking spaces of the
parking zone of SA along the HIGHWAY,
cheap contactless recharging pad which
can serve electricity energy of 100KWH within a half hour are furnished,
the loss time of EV driver to wait the recharging turn is not to be
regardless and this system
can be similar to convenient system in ordinary
GASOLINE STAND.
Is is expactable that
200KW contactless recharging pad will be accomplished in the every parking space
of SA along the HIGHWAY.
(10) Anyway, to develop
such two kinds of recharging system of LIB package is
more urgent theme to develop compared with the
possibly
eternally fruitless fundamental reasearch
against PEFC-FCEV.
(IV) ( On the luxurious EV SEDAN of
TESLA MODEL S)
(1)
While in California state in USA, the new prosperous
automobile stock company named as TESLA MOTORS
has now really
developed EV of SEDAN type named as " MODEL S "
.
From last June 22, MODEL S are
in the market evoking absolutely great magnifiscent wonder in the car
market.
From January to March of
this year, MODEL S have been released with more number
than planned release number as around
4700 cars.
(2)
In MODEL S, more than 6,000 LIB
of 18650 type are applied to eastablish LIB package.
(3) MODEL S
is now under the release to the reserved persons from the worldwide user.
(4) And TESLA is
realizing the successive manufacture of MODEL S at the factory in
California
which
was previously bought from Company T.
(5) Astonishingly, as the LIB of 18650 type to
establish battery package, TESLA cordially
adopted LIB of
18650 type of Company P ( Hereafter called as P18650LIB
).
(6) I am understanding that this P18650LIB has quite
newly developed electric capacity of tremendous 3.4AH.
Utilizing this P18650LIB having quite high weight energy
density,
electric energy storage of 85KWH
is achieved in EV of MODEL S, resulting in the long cruising range of more
than 400km,
defeating LEAF in which is mounted the LIB package of poor
electric energy density such that it has only poor
24KWH
occupying 300kg of car weight. This energy
density is extremely poor as 80WH/kg.
(7) As P18650LIB has very
high electric energy density and is not exclusively manufactured for the
application to EV,
relatively cost of P18650LIB is
effectively reduced.
Nevertheless, the price of MODEL S is higher than LEAF.
(8) However, currently, the automobile maker who is
developing EV having practical performance of
cruising range
of more than 400km is only TESLA who is releasing MODEL S .
So,
the EV concept of TESLA as the most reasonable current development project is
absolutely acceptable for the worldwide need.
(9) I am
appreciating TESLA's production policy that TESLA is absolutely regardless of PLUG-IN-HYBRID
and
is exclusively making effort to only develop pure EV.
And the exclusive technique
to integrate safely more than 6000 cells of 18650LIB into a battery
package
seems TESLA's proprietary rights.
(10)
Perhaps , TESLA have a great field
experimental heritage about the safety management concerning the integration of
LIB of 18650 type,
since TESLA has sold more than 2000 TESLA ROADSTER
in which LIB package composed of more than 6000 LIB of 18650 type
is
appropriately mounted.
(11)
I am thinking that as MODEL S having cruising range of more than 400km
appears in the automobile market,
in the territory of luxurious sedan, MODEL
S will be overwhelmingly dominant possibly defeating BENZ, BMW,
LEXUS
of Company T, FUGA of Company N and so.
(12) Because, as I am sufficiently understanding
through the couple of years driving of LEAF,
EV offers the EV drivers absolutely
excellent basic function of drive feeling.
Because EV has no reciprocating
engine of six or eight combustion cylinders which are obliged to quite
unsmoothly
convert reciprocal shock movements of six or eight pistons
made by the periodical explosions of the fuel added air
to jerky rotatory
movements via crankshaft.
(13)
Such marvelous drive feeling of EV maximally
realizes for EV drivers the " PLEASURE TO DRIVE "
(14)
It is more essential
happy physical status compared with the " FUN TO DRIVE"
based on the
performance of perfectly comfortable instantaneous response of acceleration,
performance of noble quietness of automobile interior, and performance of making
the drivers to have graceful sentiment
to stay in the automobile interior to
go further and further.
(15)
Experiencing such beautiful and celestial driving
feeling, users of EV will be absolutely regardless of reciprocating
engine
and never will return to reciprocating engine which must be
ceaselessly lubricated with periodically renewed engine oil.
(16)
In short, the
automobile maker has been obliged to adopt the reciprocating engine as
the
only one possible powertrain of the automobile, when LIB has not been
existing.
But under the condition that LIB is really existing, EV is pefectly
superior to ordinary automobiles having reciprocating engines.
in the
performance of instantaneous responsivity of acceleration, in the performance of
noble quiteness of the interior
and in the performance of making drivers have
graceful sentiment to stay in EV to go further.
So, as
now MODEL S
is continuously appearing in the automobile market, I wish to have one. But I have no
money.
(V) ( On the PLUG- IN- HYBRID or RANGE-EXTENDER )
(1) Generally speaking, the concept of range-extender and PLUG-IN-HYBRID ( Hereafter called as PHEV) is
absolutely meaningless,
since such technologies have ridiculous prerequisite
that the LIB package is mounted with restricted electric energy storage
of
only 10KWH or so for ever.
(2)
Such vehicles are manufactured under the
ridiculous estimation that LIB technology do not make great progress in near
future.
(3) Such
extremely pessimistic thought must be absolutely avoided in Japan
where ceaselessly is wanted the great progress of science and
technology.
(4)
Perhaps one can drive PHEV only about 50 km with EV mode. And as
remained electric energy of battery package is regarded as insufficient,
driving
mode is automatically changed to be that driven by reciprocate engine
of around 1800 CC capacity.
(5) Such computor controlled
automatic operation sadly deprives " PLEASURE TO DRIVE " from driver like me of senescent lady
who is
very fond of SPORTS CAR where manual clutch shift is furnished.
(6)
Such ridiculous dual powertrain concept is absolutely inappropriate for the
automobile maker in Japan.
Automobile maker must concentrate its money
resource to develop pure EV not PHEV.
TESLA's attitude to
develope only pure EV
is absolutely legitimate and
successful.
(7)
Such dual powertrain system is quite ridiculous such that when
driving with EV mode, weight of reciprocate engine
including
heavy GASOLINE tank becomes big encumbrance.
While when driving reciprocate
engine mode, weight of LIB package becomes big encumbrance.
(8)
Adopting dual
powertrain system, such alternately bothering double encumbrances, at the same
time and at the same compact space,
are constrainedly packed like my cheap
lunch box, resulting the great irrationality of the powertrain
concept.
(9)
Futhermore PHEV drivers are forced to continue to take annoying
action of recharging LIB package in " CHAdeMO " recharging station
and in
parallel with that to charge GASLONE in GASOLINE stand.
(10)
If automobile maker
has such money resource to develop such irrational dual powertrain system which
never can survive in near future,
the maker should concentrate the money
resources scattered over PEFC-FCEV and PHEV
to develop pure EV having 100KWH electric
energy storage following respectable TESLA.
(11)
And in the development term
of 100KWH electric energy storage EV, it is sufficient to ceaselessly furnish the
HEV
of which style is series-parallel-style where only regeneration of power
of braking and descending is realized,
since HEV has practical ability of
more than 30km cruising range with one liter volume of
gasoline.
(VI) (
EXPECTATION FOR P18650LIB released from Company
P)
(1) However, Japanese technologies are still marvelous. The P18650LIB
which TESLA adopted in the EV is precious one of them.
If this P18650LIB makes greater progress to 4.0AH,
the higher
electric energy density will be more superior to LAMINATE TYPE LIB where
manganese type cathode is adopted.
So, this P18650LIB of 3.4AH currently realized the cruising range
of around 500 km in MODEL S.
And realizing the P18650LIB of 4.0 AH, the cruising range
will exceeds 500 km.
(2) In such situation where P18650LIB of
4.0 AH appears, other automobile makers ( including N)
will adopt this excellent P18650LIB following
TESLA.
(3) And I eagerly suggest the Company P who has
essential technology of P18650 LIB, should join the
car
makers.
And in the EV market which
is now
extremely small worldwide
market,
Conpany P
will gain extremely great benefit by sending his own EV in this market.
(4) In regard to EV where neither
reciprocate engine nor transmission is
mounted,
the company who
grips the LIB technology is quite suited to stand as the car maker
additionally obtaining car integration
techniques.
(5) In EV, where reciprocating
engine
and transmission are excepted, the integration to a car is quite easy as
seen in the car
developed in
either TESLA or KEIO
UNIVERSITY.
Note that BYD who is
now manufactureing EV is essentially the maker who have sold
LIB.
(6) In EV, the
integration technology of more than 6000 P18650LIB is bery important.
(7) In Company P, the concept of " SMART
CITY " is widely expanded for the future business
model.
" SMART CITY " is composed
of numerous " SMART HOUSE".
I am
understanding that EV which no more emits exhaust gas is
one of the big house consumer
merchandises as television, refrigerator and so.
(8) So, in the "
SMART HOUSE " where electric energy is intelligently controlled with the
computor,
EV becomes one of the most
important house consumer merchandise
which is connected to the " SMART HOUSE " by means of
interface equipment.
(9) So, in the progress of " SMART
HOUSE " business, Company P must construct EV by
himself
as the essential
house consumer merchandise for the effective use of
EV.
(10) In nighttime EV is recharged from the abundant
electricity generated in the
power station where numerous wind turbines installed on the platform
in the ocean
which has capacity
of more than 1 GW as
NPS.
And in emergency situation,
EV is treated as power resourse of 100KWH.
(11)
I am thinking that to develop
specialized LIB for the exclusive use of one type EV of individual automobile
company like N,
will be obliged to face the crucial situation where it
is absolutely impossible to reduce cost of LIB,
through the cost
competitions with the LIB manufactured in KOREA (company as LG CHEM)
and in
CHINA ( company as BYD).
(12) As I said above, Company M and Company H
do not develop exclusively specialized LIB for their own EV products,
but
unanimously adopt
SCiB LIB of Company TS.
(13) SCiB LIB has various great merits in recharging cycle, operative SOC
range,
low temperature start up capability
and very rapid recharging.
(14) Only
and quite great drawback of SCiB LIB is that its
electric energy storage density is inferior
to 18650LIB which currently serves 3.4AH.
(15)
However, frankly speaking, if 100KWH electric
energy storage in EV is realized,
the cycle time of only 500 cycle with 30%
deterioration of capacity becomes rather allowable.
(16)
Because, 500 cycle of
recharging realizes the aggregate cruising range of 200,000km with 400km
cruising range of one recharging.
Even if less 150,000 km is achieved, it is
sufficient for the ordinary family use in JAPAN.
(17)
Putting that aside, more
important thing is how much deterioration of recharged electriciｔy is seen in a
waiting mode of EV.
I don't know how much such deterioration is
now achieved in PANASONIC LIB of 18650 type in the waiting mode of EV of
one week.
(VII) (On the NON- RECHARGEABLE LITHIUM AIR BATTERY)
(1)
The most dreamy future technology is the " NON-RECHARGEABLE LITHIUM AIR
BATTERY (Hereafter called as NRLAB).
In NRLAB, it is
commonly regarded such that driving distance of more than 1,000 km per charge is
achieved.
In this case, battery package mounted in EV attains around 250 KWH.
(2) The ANODE material of lithium metal is
newly added to the NRLAB package
when lithium metal is fully consumed to generate
electricity.
(3)
However, such method to add new lithium metal to the NRLAB package seems rather technologically
difficult.
So, it seems that to exchange the
whole NRLAB package in the " NRLAB Package Exchange Station " is rather
practical.
(4) Business model of " BETTER PLACE " which
realizes exchange of lithium ion battery package has
been introduced.
However,
cruising range of current lithium ion battery package is quite short
resulting in the difficulty of
establishing
such
" LIB Package
Exchange Station "
.
(5) As
NRLAB has
possibility to realize 1000 km cruising range, such " NRLAB Package
Exchange Station" may be
reasonable.
(VIII) ( On the
RECHARGEABLE LITHIUM AIR BATTERY)
(1) If 600kW charging
station is realized, recharging of 250kW battery package is capable spending
about 25 minutes.
So, in this case, drivers
can barely wait the charging time staying in the EV without having irritative
sentiment.
(2) But such 600KW charging station is
not provided, drivers can not persevere the charging time staying in
EV.
(3)
Consequently, in
such
case, the
concept of " Rechargeable Lithium Air Battery Unit
Charging Station " is practical.
(4) RECHARGEABLE LITHIUM
AIR BATTERY ( Hereafter called as RLAB) must be made to be standard
unit.
(5)
RLAB of standard unit has prescribed size and prescribed dimension, and
prescribed connection method
as usual standard battery of 18650
type.
(6) In " RLAB Unit Charging Station " , fully consumed
RLAB units are detached from " Battey Package Frame " of
EV.
And RLAB units which are already fully
charged in the " RLAB Unit Charging Station ",
utilizing the abundant electric power of
nighttime
which is generated in the power
station where tremendously numerous wind turbines are rotating on the wide
platform
floating on the PACIFIC OCEAN, are
newly attached onto the " Battery Package Frame " of EV.
(7)
Think about the situation, that personal computor users are quite generous to
exchange the consumed standard battery
of
18650 type with new standard
battery of 18650 type.
Similarly,
drivers of EV must be also quite generous to exchange the consumed NRAB
units with fully recharged NRAB units.
(8)
However, computor users exchange consumed standard battery of 18650
type
with new standard battery of
18650 type, while EV drivers do not
exchange
consumed NRAB units with new
NRAB units, but fully recharged NRAB units.
(9) Considering
such situation, drivers can not buy the NRAB units with EV
itself.
But to hold the right to
exchange the consumed NRAB units with fully recharged NRAB
units,
drivers must pay in the purchase
of EV, for the " Eternal Right " to exchange the consumed NRAB units with fully
recharged units
determinating the
manufacturer of RLAB units.
(10) Quality
of all NRAB units is administered
in the " RLAB Unit Charging Station
".
Any NRAB unit which shows 10 %
deterioration from the initial charge capacity must be
avoided
to attach onto the "
Battery Package Frame " of
EV.
(IX) ( On the
technology of RLAB )
(1) So, in
various research organizations in Japan and worldwide foreign countries,
basic studies for the systematization
concerning RLAB which is composed of cathode construction,
anode construction, electrolyte construction with separator are
endlessly being performed.
(2)
The one present prominent difficult problem in
RLAB is that charge and discharge cycle time is insufficient
to the grade
around 500 cycles with 30% deterioration.
(3) This problem is associated
with the detail construction
of the cathode
which exhales air to ambient in the recharge process
and absorbs air from ambient in
the discharge process realizing
more
than 500 times repetitions.
(4) And another present prominent
difficult problem in RLAB is
that discharge current is not practical to drive 80KW motor as that
of LEAF.
(5) So, AIST introduced the basic
system in which anode side and cathode side are
divided
using solid
elctrolyte.
(5) Most important issue is to establish
the cathode construction with cathode side
electrolyte
where stable and
repeatable decomposition of L2O2 which is stacked on the cathode material as
carbon in the
every discharge
process must be performed
smoothly.
(6)
Organic liquid electrolyte is not adequate for cathode side electrolyte
due to the deteioration of the
electrolyte.
So, ionic liquid
electrolyte seems to be adequate for cathode side
electrolyte.
(7)
The cause of this poor discharge current may be depending on cathode
construction and
cathode
side electrolyte including solid electrolyte separator.
(8) But, I have heard recently that, in TIT
(TOKYO INSTITUTE OF TECHNOLOGY) et al,
particular
solid electrolyte is newly developed
which has marvelous lithium ion
conductivity of more than " 10-2S/cm " at ROOM TEMPERATURE.
(9) This conductivity
is quite comparable to the current organic liquid electrolyte used in every
LIB.
(10) If boundary resistances between this
new solid electrolyte and both electrodes are skillfully suppressed
within precribed value,
RLAB could be established with totally systematized solid
state.
(11) I am
thinking that cathode construction is appropriate
to adopt aqueous electrolye
around cathode domain of RLAB ( As the researchers in MIE UNIVERSITY is
studying).
Because, in aqueous electrolyte, reaction product of cathode does
not adhere to cathode porous body
resulting the further advancement of
oxygene reduction reaction.
(12)
And the crucial influence that humidity in the
absorbed air is merged into the electrolyte, can be regardless.
(13) While adopting
nonaqueous electrolyte, reaction product of L2O2 of cathode adheres to
porous cathode body
to make cathode cease to advance the oxygene
reduction reaction.
(14)
And humidity of air must be absolutely filtered against
cathode reaction.
(15)
And I am thinking that lithium metal anode construction is
gradually being established
with significant suppression of the
gereration of " DENDRITE " in nonaqueous electrolyte.
(16)
That is to say,
adopting aqueous electrolyte in cathode domain and nonaqueous elecrolyte in
anode domain,
RLAB may be really to be established adopting this solid
electrolyte of good lithium ion conductivity under the condition
that this
solid electrolyte is stable against the aqueous electrolyte.
(17) One considerable issue of aqueopus
electrolyte is that LiOH precipitation occurs when
discharge period product of
LiOH quantity exceeds the solubility in the aqueous
electrolyte.
In charge
process, how precipited LiOH is docomposed in the cathode electorode?
(18) Another considerable issue od aqueous electrolyte
is that evaporation of
electrolyte
occurrs
resuliting loss of electrolyte.
(19) I do not know how can be
resolved such problem.
(20) I hope that automobile maker
or IBM of USA intends to develop prototype EV
in which is mounted the RLAB
within a few years instead of
developing hopless PEFC-FCEV .
(X) ( On the LITHIUM METAL
)
(1) In sea water of 10 m3, 1 gr of
lithium matal is contained.
(2) So, Japanese scientists must
proceed this plant of exraction lithium metal
from sea water.
(XI) ( On the theme of NON-LITHIUM METAL BATTERY )
(1) As for these
absolutely important issues, I will narrate someday
in future from extra-terrestrial zone.
(XII)
CONCLUSION
(1) In
the past century, reciprocating engine reigned in
the car drive train.
When I was a child,
my adoration is super-car such
as FERRARI, LAMBORGINI and so.
But
nowadays, such car seems to ruin in the
history.
The reciprocating engine of V12
with turbo-boost seems like tyrannosaurus who is disappearing in this
world.
(2) PEFC-FCEV is absolutely nonsensical,
because to achieve 500km cruising range which
is
already relized by P18650LIB of
3.4AH, it is indispensable of mounting extremely dangerous tank
of 70MP hydrogene gas.
(3) 600 km
cruising range of EV will be achieved
using quite
safe P18650LIB of 4.0AH.
(4) EV is becoming one
of the home consumer merchandise as television, refrigerator
and so.
Therefore Company P
who delelopes home consumer merchandise
should join car makers and
develop EV of 600km cruising range
which smoothly
is connected to " SMART HOUSE " by means of interface equipment
controlled by computor of " SMART
HOUSE" .
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