Electric vehicles that can't reach trolley wires need batteries. In the early 1900's electric cars disappeared when owners found that replacing the car's worn-out lead-acid battery costs more than a new gasoline-powered car. Most of today's electric cars are still propelled by lead-acid batteries. General Motors in their prototype Impact, for example, used starting-lighting-ignition batteries, which deliver lots of power for demonstrations, but have a life of less than 100 deep discharges. Now promising alternative technology has challenged the world-wide lead miners, refiners, and battery makers into forming a consortium that sponsors research into making better lead-acid batteries. Horizon's new bipolar battery delivered 50 watt-hours per kg (Wh/kg), compared with 20 for ordinary transport-vehicle batteries. The alternatives are delivering from 80 Wh/kg (nickel-metal hydride) up to 200 Wh/kg (zinc-bromine). A Fiat Panda traveled 260 km on a single charge of its zinc-bromine battery. A German 3.5-ton postal truck traveled 300 km with a single charge in its 650-kg (146 Wh/kg) zinc-air battery. Its top speed was 110 km per hour.<>


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    Titel :

    Electric-vehicle batteries


    Beteiligte:
    Oman, H. (Autor:in) / Gross, S. (Autor:in)

    Erschienen in:

    Erscheinungsdatum :

    01.02.1995


    Format / Umfang :

    617596 byte




    Medientyp :

    Aufsatz (Zeitschrift)


    Format :

    Elektronische Ressource


    Sprache :

    Englisch



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