Raffaele Bongo:
When I say 100% I mean the 100 % of the normality, 90% or 80% or 70% as it may be: this issue will be left the the independent third party that will make the measurements: obviously the IDT is an experienced specialist with full knowledge of the specific batteries of the cars: he will also inspect the batteries to check that they are the original ones and that they are immaculate.
Warm Regards,
A.R.
Good day Andrea,
would you be kind enough to update us on the preparation of the car you will be using during the test/demonstration?
To be clear:
1) have you already tried/tested the car?
2) have you already had the first results?
3) what is your/your level of satisfaction?
Happy August to you all.
Hello A. Rossi
You are currently working on recharging an electric vehicle battery and it is your intention to maintain a 100% charge. As a user of this type of car, I do not understand this choice. In practice, the battery is only recharged to around 80% because above this value, recharging becomes more difficult due to overheating and time and efficiency are lost. Above 90%, the energy recovery system, which already charges while driving, is deactivated, which affects driving comfort and leads to overconsumption. Finally, a permanently 100% charged battery will probably wear out faster.
It seems to me that the best compromise would be a charge maintained at 80%.
Can you explain why you chose to keep the EV charged at 100?
Best regards
Raffaele Bongo
I am using another email address because my usual email address no longer works
A typical family of five in the US uses on average 63 gallons of heated water per day. A senior family of two uses an average of 24 gallons of heated water per day.
There is movement to require all future water heaters sold in the US to incorporate heat pumps within the water heater. This is a point design analysis as how SKLep SSM technology might be used to power a future water heater. A typical water heater lasts about 13 years before replacement is required.
A typical water heater for a family of five might be sized at 65 gallons. The conventional water heater would employ two 4,500W electrical heating elements to quickly heat the water. The amount of energy needed to raise 55 degF incoming water to 140 degF stored water requires 45,857.5 BTUs or an equivalent of 13.44 kW-hrs of energy.
In this case, it would take about 1.5 hours to raise the tank from 55 degF to 140 degF for the 65 gallons of water. The electrical voltage would be 240VAC a current of 37.5 Amperes.
The alternative is use of a Heat Pump. A typical Water Heater with a Heat Pump consumes 1,230 Watts of electrical power with a COP of a little over 4. So, the 1.34 kW would produce energy to heat the water of about 5 kW. The Heat Pump does not create energy but only moves heat from one environment to another environment. For this example, the 65 gallons of 55 degF water could be heated to 140 degF in about 3 hours.
Assuming we use three 100W SKLep SSM modules to drive a microinverter which has a capacity of 300 W output and a conversion efficiency of 95%. Each such unit would provide 285W of electrical power. Four such assemblies would thus provide 1,140 W of power. The microinverters would be tied in parallel to the household grid power of 240 VAC. During the time of heating the water heater water, the Heat Pump would consume 1,140 W from the microinverters and only 90 W from the household grid. During non-heating times, the microinverters would provide 1,140 W of power back to the household grid. In this manner, the SKLep SSM units are always generating maximum output constantly.
If the homeowner wanted fast heating, the homeowner would activate the 9,000 W heating elements by changing the mode of operation of the Water Heater.
Koen Vandewalle:
We guarantee only 3 years, because we do not have enough time of experimentation to guarantee 100000 hours; we foresee, though, a 100000 hours duration based on our simulations and theoretical projections, based on the experimentation we already made.
Warm Regards,
A.R.
Dear Andrea,
trying to imagine a near future in which Ecat will be something consolidated and widespread, in your opinion, could it be possible that one day every household appliance and every electric tool will be put up for sale already equipped with its Ecat inside and therefore have no need to ever be connected to the grid? It should be possible at least for all tools that don’t draw too much current.
Best Regards, Giuseppe
I would like to obtain more information about the estimated lifespan of 100,000 hours. Can you guarantee, for example, that 95% (or 99%?) of all sold units can reach this 100,000-hour mark? Given the intelligence in the control of the E-Cat devices, I assume it is easy to track the operating hours of the E-Cat and potentially offer a proportional price discount on a replacement unit in case of premature failure.
I presume that, especially in the initial years, you would want as many defective E-Cat units as possible to be returned to assess how their performance evolves in the field. Of course, ideally, you would want as few returns as possible, as this would prove their reliability. However, what I mean is:
I am asking this in analogy with the first generations of LED lighting that we could purchase around 2007. Manufacturers also promised that these bulbs would last 50,000 hours, but most of the first-generation bulbs I bought failed after just a few years. Over time, production has significantly improved, and the current generation of LED bulbs lasts much longer, making it realistic to expect an effective lifespan of 50,000 hours. This progress is possible because manufacturers have been able to test products for a much longer time and better understand the underlying mechanisms of degradation. The same applies to various battery technologies.
In the advertisements for BYD’s electric cars, it is evident that the so-called “blade battery” is modularly constructed with standardized modules for the entire brand. Even the entire battery unit in the car can be replaced in a snap. I must say this is a very convincing concept.
In a world where everything is becoming more expensive due to inflation, most people will become increasingly cautious about purchasing problematic devices, and the proven lifespan will become more important. For many people, especially those from poorer countries or countries heavily affected by climate change, the cost of energy over their lifetime will be a significant portion of their capital.
Perhaps the E-Cat products could be marketed not primarily as devices but as a guaranteed quantity of kWh or MWh.
Consider developing a suitcase sized SKLep SSM device capable of generating 9 – 10 kW of electrical power in a suitcase form factor of approximately 24 inches x 12 inches x 8 inches. It would need to contain the AI to interface with a Tesla (or equivalent EV manufacturer’s vehicle) in the Frunk or the trunk subfloor hidden compartment.
Each suitcase would interface to the EV’s battery system through an EV manufacturer’s installed interface located inside the Frunk or the hidden subfloor compartment. The suitcase’s AI would need to be sufficiently smart to handle powering the EV battery system from none, either location, or both locations simultaneously.
The addition of the one or two suitcases would either extend battery range or provide unlimited battery range depending on driving conditions (speed, terrain, temperature (heating or cooling), added on weight – passengers and luggage, etc.).
The EV would be designed so that the EV battery system would accept both suitcase power inputs and have the potential to also accept or provide power to the Wall Panel that normally would charge the EV. Here, the Wall Panel would be smart enough to monitor the EV battery system and be able to pass excess power back to the main power panel and out to the electrical grid; OR; pass the excess energy to a wall battery storage system. The wall battery storage system would support the household power when the grid power was absent.
The suitcase designs would allow removal of the suitcases from the EV and make direct connection to the Wall Panel. This could be used when the occupant had a sufficiently charged EV battery system for his daily driving needs and wants to provide excess power to the electrical grid – for which he would be reimbursed.
Alternatively, one or both suitcases would have AC Power outlets on their side where a suitcase could provide electrical power at a remote site such as in a campsite.
9 to 10 kW was chosen as a size that might fit within the Frunk and trunk subfloor compartment. A total of 18 kw to 20 kW of excess electrical power would flow through the Wall Panel and go to the residential building main panel. A 100 Amp 240VAC breaker would be required to support that power.
My local electrical power provider can accept up to 100 kW from a certified residential location (as in solar panels), so they should be able to accept 9 – 20 kW of electrical power.
Dr. Rossi,
When an EV battery is powered by a charger, both the cable and the battery get hot due to the high current.
In the case of the car powered by the Ecat, the heat generated in the Ecat itself is negligible, but the rest of the system (cables and car battery) generates heat.
Is this a problem or is this heat not high as an already charged battery is being fed resulting in a low current?
hello dr Rossi !
I often promote their invention and the
upcoming presentation.
Personally, I am using the ecat
interested in power supply in the house.
I think that goes for a lot of people as well.
It would therefore be advantageous for the project if
an ecat usage better than a PV would clearly show.
Because an ecat also works without sunshine.
kind regards,
Heinz Sause
four month ago I installed a solar power system at my home, which I would like to operate with Ecats in the future. This system is running without problems so far. The heart of this system is a Victron Multiplus II with 3kVA/2.4kW power and a 48V 4.8kWh battery. The Multiplus is a smart device, but a full description would go beyond the scope here. Therefore just a few points.
The system is currently single-phase, but can be expanded. When the grid is available, it can continuously handle loads up to 7.2kW. This can be a mix of grid, solar and battery power. Among other things, the Multiplus has an output for critical loads, which is where I connected the solar inverter and almost all of the loads in my house except for the large loads. For the critical loads, the Multiplus automatically sets up a microgrid in the event of a grid failure. So as long as battery or solar power is available, a large part of my house will be powered even during a grid outage. The maximum power available without grid is 2.4kW plus the power from the solar system or later from Ecats.
Since I have the necessary qualifications, I installed the system myself. One very important thing I learned is that all equipment must be certified. I live in Germany and I had to register the system with the grid operator and the authorities (Bundesnetzagentur). In all cases I had to provide certificates.
I would therefore recommend that you try to get a set of Ecats certified as replacements for solar modules, if possible. These sets could then be connected to certified inverters, including micro-inverters.
I wish you and your team much success in your EV demonstration in October.
Dr Rossi,
Here are your papers stats I found today on http://www.researchgate.net/publication/330601653_E-Cat_SK_and_long_range_particle_interactions
Total Readings: 131,000 ( more than the 99% of 1,500,000 publications on Researchgate ), of which 121340 only for “Ecat SK and Long Range Particle
Interactions”
Reccomendations: 9,453 ( more than the 99% of 1,500,000 publications on Researchgate )
Research Interest Score: 2,482 ( more than the 99% of 1,500,000 publications on Researchgate )
Most Readings by Geographic Areas: America, Europe
Most Readings by Cathegories: Electronic Engineering, Energetic Engineering, Theoretical Physics
Most Readings by Seniority: Professors, PhD Students, Independent Researchers, Seniors
And counting…
Best,
Prof
Elon Musk (Tesla) contemplates pulling energy from the EV battery system to provide energy to the electrical grid as well as charging the EV from the electrical grid. For example, a home’s excess solar energy could be used to charge the EV battery system during the daytime and the EV’s battery system energy could be drawn during the nighttime. The EV’s battery system essentially becomes the home’s battery back-up or the storage device for excess power produced.
If an SKLep SSM unit were integral to an EV, then the excess energy produced while the car was parked, for example, in the garage, could be provided to the electrical grid. Basically, excess power could be sold back to the grid power provider. This would help pay for the additional cost of the SKLep SSM unit in the EV.
The EV Wall Charging unit would handle the interface to the electrical grid in terms of control and safety. The SKLep SSM unit would not have to consider such issues.
The SKLep SSM technology works best (is most economically efficient) when it runs continuously and at a constant level of energy production.
With this implementation, power could be generated and distributed to the electrical grid when the EV’s battery system was fully-charged and while the EV was parked in the owner’s garage. The same could be true when the EV was parked at the work location and connected to an EV charging station, so modified to handle bi-directional usage. This seems to me an elegant solution.
This would be true whether the SKLep SSM was large enough to handle any speed and duration condition or if it was smaller and sized to only handle more limited driving distances. At some point, the EV battery system becomes fully-charged. When the EV is fully charged, and the EV is parked and connected to a charging station, excess power could be provided to the electrical grid.
Dear Andrea,
Many electric cars can carry up to 100 kg on the roof. The weight of a roofbox is ca 15 kg. The weight of 2000 E-Cat SKLep is 60 kg excluding cables and inverter. This means that a roofbox mounted E-Cat can be a standard product as a charger for most electric cars, wherever the car is parked.
To integrate the E-Cat as a range extender will take at least a year for the car manufacturer if the car model already has a differnt kind of range extender and several years in product development if the electric car model has no present range extender ( integrating the E-cat with the 50+ computers and performing tests).
Best regards,
Karl-Henrik Malmqvist
Maybe this is a question for later but I was recently reading an article that also explained car battery cooling and I’d peaked my interest.
I recall you mentioning that the heat loss from from an individual ecat is negligible.
Since EV is likely using a large assembly of ecat cells:
1 is the heat loss negligible?
2 or us some heat management still required?
3 if so could similar heat management as currently used in car batteries be used for the ecats?
I don’t know if there is a standard format for car batteries. But the article I was reading for a certain vehicle that had 16 batteries assembled together in the cars under carriage.
Would it be possible at some point to have the ecat assembly in in the same basic format as a car battery pack (especially if they are standard) and if so could a few of those batteries assembled in the under carriage be replace by those ecat packs?
This could be advantageous in many ways but it occurs to me adopting existing certified architecture could be a big enabler for its final adoption in a production vehicle.
Just some thoughts whilst I’m caught up in the excitement of this.
A thought for your EV partner: if EV battery packs are not yet a standard format. Could this be a golden opportunity to make them so?
@Maico,
The questions you put in your comment and the answers of Dr Rossi are very important and I hope all the “yes”- answers Andrea gave you will result to be true.
Best
Weleda
Dear AR,
Very pleased to hear of the progress towards the October demonstration.
Have you installed eCat of approximately 10kW in the car?
A 10 kW unit for cars or home would seem to be an excellent idea.
regards,
Greg Leonard
PS A Fiat 500e has a 42 kWh battery and a range of 199 miles. If it covers that distance at 50 mph, it would take about 4 hrs to deplete the battery – ie at a rate of about 10kW
Brokeeper:
The Ecat should be combined to reach theoretically any power and it can be disconnected from a system and reconnected to another system,
Warm Regards,
A.R.
Because not all EV’s are equal, I’m assuming a range of E-Cat EV packages will match each model’s power requirements for unlimited travel milage. Correct?
With that in mind, could the number of E-Cats be provided not just to keep the battery levels full but provide enough E-Cat power to provide only maximum milage ranges per model?
For instance, let’s say for a maximum day’s travel between 600–800-mile distances for most people, including rest stops with recharging time, say increments every 200-300 miles, could this not only reduce the number of E-Cats required but also the cost of the EV package?
In lieu of the latest information and the above restrictions, wouldn’t the dual purpose with domestic needs between travels more closely match the lower requirements of most homes, thus increasing the likelihood of being purchased as more affordable for both power requirements?
Thanks for bringing the E-Cat journey to an apex. Very exciting!
Dear Dr. Rossi,
you will going to test the ecat in an EV.
In Germany there is the olive-green party who want that every house&flat will be heated with expensive heat pumps. Because of that heat pumps already increased in prices about 50%, there is a lack of installers.
Will you also make a demonstration how the ecat can operate with an electric heater? This would be an exit for people who can’t afford such expensive gimmickry like 20-30 thousand Euro for heat pumps. The market would be very big.
Best regards
Ruedi
Maico:
1- yes, but we will make a 14 hours uninterrupted video
2- yes
3- yes
4- no, it will last 14 hours, because after the 12 hours with the Ecat, we will disconnect the Ecat and will proceed for a couple of hours more without the Ecat, to show that the battery of the EV was still full at the end of the 12 hours
5- yes
6- yes
7- yes
8- yes
9- yes
10- yes
11- yes
12- yes, because of the weight of the Ecat System
13 – yes and at the end of the race an expert of that specific EV will be allowed to inspect the battery of the EV to certify that no manipulation has been done
14- yes
14a- yes
14b- yes
14c- yes, he will be very welcome
Warm Regards
A.R.
Lately the blog has been making suggestions of various kinds on the October demonstration, some constructive/proactive others undoubtedly esoteric and therefore not very useful for an effective demo.
Hoping I’m not asking too much, I’d like to try to clarify things a bit.
Since I am the first to have a bit of confusion in my head, I would like to try to summarize what I have understood up to now in order to have your confirmations/denials on what is reported below.
The questions are deliberately concise and formulated so that you can answer with a Yes or a No.
1) Will the demo be a private event open only to Influencers, newspapers, EV industry experts?
2) The demonstration will be in October in an Italian racetrack Known?
3) Will the demonstration involve 2 EVs (same brand, model and power), one in the “factory” configuration and one with “integrated” inside, your Ecat Module, whose purpose will be to keep the battery charged during the demonstration?
4) Will the demonstration last 12 hours?
5) Does the duration of 12 hours have the purpose of ensuring that the EV with the ecat can travel such a large number of KM as to exceed the WLTP cycle of this type of electric vehicle by at least 3-4 times?
6) Will the original EV run out of charge after a few hours and be forced to stop?
7) Will the EV with Ecat on board after 12 hours of uninterrupted “run” still be charged as its battery has been kept charged by the Ecat itself?
8) Will the whole demonstration be filmed and recorded to be published on the internet in due course?
9) Will both EVs always be visible during the demonstration and won’t they be “blind spots” that could cast doubts on the demonstration itself?
10) Will the state of charge of the batteries of both EVs (SoC) be verified both at the start of the demonstration and at the end of the demonstration?
What is written above is what I think I have understood from the answers given so far (so I would expect all positive answers)
Here instead, if I may I would like to ask some additional questions:
11) Will it be possible to know the weight of both EVs?
12) Will the EV with Ecat on board weigh more?
13) Can you confirm that no modifications have been made to the original Battery of the 2 EVs?
14) If yes, does this mean that the 2 EVs, both the standard one and the one with Ecat, will still contain the original battery installed by the parent company?
If I may I would like to try to suggest something myself:
a) If the demonstration will take place in a well-known racetrack, does it mean that it will be equipped (therefore a race director will be present) to issue official documentation on the number of laps covered by both EVs, the KM traveled and the average speed reached by them? In my opinion, having this documentation will be very important for the results of the demonstration itself.
b) Could some of the participants in the demo ride the standard Mezzo EV so as to be an active part in the demonstration?
c) It would be very important to be able to certify the state of charge of the battery (SoC at the beginning and end of the demonstration) by a third party with a universally recognized software.
I know who could carry out this type of “verification” and if they deem it useful I could “privately” indicate their contact details.
I hope that what is asked below does NOT involve “confidential aspects” that you cannot talk about, and therefore that you will be able to answer at least some of my questions.
There is clearly a lot of work and investment of resources going in to your up coming demonstration in October.
Once the demo is over will you consider putting the car on tour to further demonstrate it to other parties and organizations? Or will it be a one off demo?
I wish you and your team the best for the demonstration.
Raffaele Bongo:
When I say 100% I mean the 100 % of the normality, 90% or 80% or 70% as it may be: this issue will be left the the independent third party that will make the measurements: obviously the IDT is an experienced specialist with full knowledge of the specific batteries of the cars: he will also inspect the batteries to check that they are the original ones and that they are immaculate.
Warm Regards,
A.R.
Gian Luca:
We are working on all the issues, so far we do not foresee delays,
Warm Regards,
A.R.
Good day Andrea,
would you be kind enough to update us on the preparation of the car you will be using during the test/demonstration?
To be clear:
1) have you already tried/tested the car?
2) have you already had the first results?
3) what is your/your level of satisfaction?
Happy August to you all.
Hello A. Rossi
You are currently working on recharging an electric vehicle battery and it is your intention to maintain a 100% charge. As a user of this type of car, I do not understand this choice. In practice, the battery is only recharged to around 80% because above this value, recharging becomes more difficult due to overheating and time and efficiency are lost. Above 90%, the energy recovery system, which already charges while driving, is deactivated, which affects driving comfort and leads to overconsumption. Finally, a permanently 100% charged battery will probably wear out faster.
It seems to me that the best compromise would be a charge maintained at 80%.
Can you explain why you chose to keep the EV charged at 100?
Best regards
Raffaele Bongo
I am using another email address because my usual email address no longer works
Sam:
Thank you for the link,
Warm Regards,
A.R.
Steven Nicholes Karels:
Thank you for your suggestion,
Warm Regards.
A.R.
Dear Andrea Rossi,
Yet another application for SKLep SSM technology
Water Heater with Heat Pump technology
A typical family of five in the US uses on average 63 gallons of heated water per day. A senior family of two uses an average of 24 gallons of heated water per day.
There is movement to require all future water heaters sold in the US to incorporate heat pumps within the water heater. This is a point design analysis as how SKLep SSM technology might be used to power a future water heater. A typical water heater lasts about 13 years before replacement is required.
A typical water heater for a family of five might be sized at 65 gallons. The conventional water heater would employ two 4,500W electrical heating elements to quickly heat the water. The amount of energy needed to raise 55 degF incoming water to 140 degF stored water requires 45,857.5 BTUs or an equivalent of 13.44 kW-hrs of energy.
In this case, it would take about 1.5 hours to raise the tank from 55 degF to 140 degF for the 65 gallons of water. The electrical voltage would be 240VAC a current of 37.5 Amperes.
The alternative is use of a Heat Pump. A typical Water Heater with a Heat Pump consumes 1,230 Watts of electrical power with a COP of a little over 4. So, the 1.34 kW would produce energy to heat the water of about 5 kW. The Heat Pump does not create energy but only moves heat from one environment to another environment. For this example, the 65 gallons of 55 degF water could be heated to 140 degF in about 3 hours.
Assuming we use three 100W SKLep SSM modules to drive a microinverter which has a capacity of 300 W output and a conversion efficiency of 95%. Each such unit would provide 285W of electrical power. Four such assemblies would thus provide 1,140 W of power. The microinverters would be tied in parallel to the household grid power of 240 VAC. During the time of heating the water heater water, the Heat Pump would consume 1,140 W from the microinverters and only 90 W from the household grid. During non-heating times, the microinverters would provide 1,140 W of power back to the household grid. In this manner, the SKLep SSM units are always generating maximum output constantly.
If the homeowner wanted fast heating, the homeowner would activate the 9,000 W heating elements by changing the mode of operation of the Water Heater.
Thoughts?
Hello DR Rossi
An interesting article
about EVs.
https://www.forbes.com/sites/jimgorzelany/2023/07/24/those-in-the-southwest-are-learning-electric-cars-dont-like-it-hot/?sh=4810e100399a
Regards
Sam
Koen Vandewalle:
We guarantee only 3 years, because we do not have enough time of experimentation to guarantee 100000 hours; we foresee, though, a 100000 hours duration based on our simulations and theoretical projections, based on the experimentation we already made.
Warm Regards,
A.R.
Stephen:
Nice !
Warm Regards,
A.R.
Giuseppe:
Theoretically it would be not impossible,
Warm Regards,
A.R.
Robert Maxwell:
Yes,
Warm Regards,
A.R.
HI, Dr Rossi
If I may ask, have you received any preorders for the 1 MW plants?
Wishing you and your team best wishes.
Robert
Dear Andrea,
trying to imagine a near future in which Ecat will be something consolidated and widespread, in your opinion, could it be possible that one day every household appliance and every electric tool will be put up for sale already equipped with its Ecat inside and therefore have no need to ever be connected to the grid? It should be possible at least for all tools that don’t draw too much current.
Best Regards, Giuseppe
Dear Andrea:
Some inspiration:
https://m.youtube.com/watch?v=-KheqfpUpr0
Best Regards
Stephen
Dear Andrea Rossi,
I would like to obtain more information about the estimated lifespan of 100,000 hours. Can you guarantee, for example, that 95% (or 99%?) of all sold units can reach this 100,000-hour mark? Given the intelligence in the control of the E-Cat devices, I assume it is easy to track the operating hours of the E-Cat and potentially offer a proportional price discount on a replacement unit in case of premature failure.
I presume that, especially in the initial years, you would want as many defective E-Cat units as possible to be returned to assess how their performance evolves in the field. Of course, ideally, you would want as few returns as possible, as this would prove their reliability. However, what I mean is:
I am asking this in analogy with the first generations of LED lighting that we could purchase around 2007. Manufacturers also promised that these bulbs would last 50,000 hours, but most of the first-generation bulbs I bought failed after just a few years. Over time, production has significantly improved, and the current generation of LED bulbs lasts much longer, making it realistic to expect an effective lifespan of 50,000 hours. This progress is possible because manufacturers have been able to test products for a much longer time and better understand the underlying mechanisms of degradation. The same applies to various battery technologies.
In the advertisements for BYD’s electric cars, it is evident that the so-called “blade battery” is modularly constructed with standardized modules for the entire brand. Even the entire battery unit in the car can be replaced in a snap. I must say this is a very convincing concept.
In a world where everything is becoming more expensive due to inflation, most people will become increasingly cautious about purchasing problematic devices, and the proven lifespan will become more important. For many people, especially those from poorer countries or countries heavily affected by climate change, the cost of energy over their lifetime will be a significant portion of their capital.
Perhaps the E-Cat products could be marketed not primarily as devices but as a guaranteed quantity of kWh or MWh.
Best regards,
Koen
Horst Dieter Preschel:
Thank you for your suggestion,
Warm Regards,
A.R.
Heinz Sause:
Thank you for your suggestion,
Warm Regards,
A.R.
Italo R.:
Thank you for your information.
This issue for us is confidential,
Warm Regards,
A.R.
Steven Nicholes Karels:
Thank you for your insight,
Warm Regards,
A.R.
Dear Andrea Rossi,
Consider developing a suitcase sized SKLep SSM device capable of generating 9 – 10 kW of electrical power in a suitcase form factor of approximately 24 inches x 12 inches x 8 inches. It would need to contain the AI to interface with a Tesla (or equivalent EV manufacturer’s vehicle) in the Frunk or the trunk subfloor hidden compartment.
Each suitcase would interface to the EV’s battery system through an EV manufacturer’s installed interface located inside the Frunk or the hidden subfloor compartment. The suitcase’s AI would need to be sufficiently smart to handle powering the EV battery system from none, either location, or both locations simultaneously.
The addition of the one or two suitcases would either extend battery range or provide unlimited battery range depending on driving conditions (speed, terrain, temperature (heating or cooling), added on weight – passengers and luggage, etc.).
The EV would be designed so that the EV battery system would accept both suitcase power inputs and have the potential to also accept or provide power to the Wall Panel that normally would charge the EV. Here, the Wall Panel would be smart enough to monitor the EV battery system and be able to pass excess power back to the main power panel and out to the electrical grid; OR; pass the excess energy to a wall battery storage system. The wall battery storage system would support the household power when the grid power was absent.
The suitcase designs would allow removal of the suitcases from the EV and make direct connection to the Wall Panel. This could be used when the occupant had a sufficiently charged EV battery system for his daily driving needs and wants to provide excess power to the electrical grid – for which he would be reimbursed.
Alternatively, one or both suitcases would have AC Power outlets on their side where a suitcase could provide electrical power at a remote site such as in a campsite.
9 to 10 kW was chosen as a size that might fit within the Frunk and trunk subfloor compartment. A total of 18 kw to 20 kW of excess electrical power would flow through the Wall Panel and go to the residential building main panel. A 100 Amp 240VAC breaker would be required to support that power.
My local electrical power provider can accept up to 100 kW from a certified residential location (as in solar panels), so they should be able to accept 9 – 20 kW of electrical power.
Thoughts?
Dr. Rossi,
When an EV battery is powered by a charger, both the cable and the battery get hot due to the high current.
In the case of the car powered by the Ecat, the heat generated in the Ecat itself is negligible, but the rest of the system (cables and car battery) generates heat.
Is this a problem or is this heat not high as an already charged battery is being fed resulting in a low current?
Kind Regards,
Italo R.
hello dr Rossi !
I often promote their invention and the
upcoming presentation.
Personally, I am using the ecat
interested in power supply in the house.
I think that goes for a lot of people as well.
It would therefore be advantageous for the project if
an ecat usage better than a PV would clearly show.
Because an ecat also works without sunshine.
kind regards,
Heinz Sause
Dear Dr Rossi,
four month ago I installed a solar power system at my home, which I would like to operate with Ecats in the future. This system is running without problems so far. The heart of this system is a Victron Multiplus II with 3kVA/2.4kW power and a 48V 4.8kWh battery. The Multiplus is a smart device, but a full description would go beyond the scope here. Therefore just a few points.
The system is currently single-phase, but can be expanded. When the grid is available, it can continuously handle loads up to 7.2kW. This can be a mix of grid, solar and battery power. Among other things, the Multiplus has an output for critical loads, which is where I connected the solar inverter and almost all of the loads in my house except for the large loads. For the critical loads, the Multiplus automatically sets up a microgrid in the event of a grid failure. So as long as battery or solar power is available, a large part of my house will be powered even during a grid outage. The maximum power available without grid is 2.4kW plus the power from the solar system or later from Ecats.
Since I have the necessary qualifications, I installed the system myself. One very important thing I learned is that all equipment must be certified. I live in Germany and I had to register the system with the grid operator and the authorities (Bundesnetzagentur). In all cases I had to provide certificates.
I would therefore recommend that you try to get a set of Ecats certified as replacements for solar modules, if possible. These sets could then be connected to certified inverters, including micro-inverters.
I wish you and your team much success in your EV demonstration in October.
Kind regards
Horst Dieter Preschel
Prof:
Thank you for the update,
Warm Regards,
A.R.
Dr Rossi,
Here are your papers stats I found today on
http://www.researchgate.net/publication/330601653_E-Cat_SK_and_long_range_particle_interactions
Total Readings: 131,000 ( more than the 99% of 1,500,000 publications on Researchgate ), of which 121340 only for “Ecat SK and Long Range Particle
Interactions”
Reccomendations: 9,453 ( more than the 99% of 1,500,000 publications on Researchgate )
Research Interest Score: 2,482 ( more than the 99% of 1,500,000 publications on Researchgate )
Most Readings by Geographic Areas: America, Europe
Most Readings by Cathegories: Electronic Engineering, Energetic Engineering, Theoretical Physics
Most Readings by Seniority: Professors, PhD Students, Independent Researchers, Seniors
And counting…
Best,
Prof
Karl-Henrik Malmqvist:
Thank you for your insight,
Warm Regards,
A.R.
Steven Nicholes Karels:
Thank you for the information,
Warm Regards,
A.R.
Dear Andrea Rossi,
Elon Musk (Tesla) contemplates pulling energy from the EV battery system to provide energy to the electrical grid as well as charging the EV from the electrical grid. For example, a home’s excess solar energy could be used to charge the EV battery system during the daytime and the EV’s battery system energy could be drawn during the nighttime. The EV’s battery system essentially becomes the home’s battery back-up or the storage device for excess power produced.
If an SKLep SSM unit were integral to an EV, then the excess energy produced while the car was parked, for example, in the garage, could be provided to the electrical grid. Basically, excess power could be sold back to the grid power provider. This would help pay for the additional cost of the SKLep SSM unit in the EV.
The EV Wall Charging unit would handle the interface to the electrical grid in terms of control and safety. The SKLep SSM unit would not have to consider such issues.
The SKLep SSM technology works best (is most economically efficient) when it runs continuously and at a constant level of energy production.
With this implementation, power could be generated and distributed to the electrical grid when the EV’s battery system was fully-charged and while the EV was parked in the owner’s garage. The same could be true when the EV was parked at the work location and connected to an EV charging station, so modified to handle bi-directional usage. This seems to me an elegant solution.
This would be true whether the SKLep SSM was large enough to handle any speed and duration condition or if it was smaller and sized to only handle more limited driving distances. At some point, the EV battery system becomes fully-charged. When the EV is fully charged, and the EV is parked and connected to a charging station, excess power could be provided to the electrical grid.
Thoughts?
Dear Andrea,
Many electric cars can carry up to 100 kg on the roof. The weight of a roofbox is ca 15 kg. The weight of 2000 E-Cat SKLep is 60 kg excluding cables and inverter. This means that a roofbox mounted E-Cat can be a standard product as a charger for most electric cars, wherever the car is parked.
To integrate the E-Cat as a range extender will take at least a year for the car manufacturer if the car model already has a differnt kind of range extender and several years in product development if the electric car model has no present range extender ( integrating the E-cat with the 50+ computers and performing tests).
Best regards,
Karl-Henrik Malmqvist
Stephen:
1- yes
2- no
3- no
4- we make Ecats, not battery packs, and the Ecat acts as a battery charger
5- see point 4
Warm Regards,
A.R.
Dear Andrea
Maybe this is a question for later but I was recently reading an article that also explained car battery cooling and I’d peaked my interest.
I recall you mentioning that the heat loss from from an individual ecat is negligible.
Since EV is likely using a large assembly of ecat cells:
1 is the heat loss negligible?
2 or us some heat management still required?
3 if so could similar heat management as currently used in car batteries be used for the ecats?
I don’t know if there is a standard format for car batteries. But the article I was reading for a certain vehicle that had 16 batteries assembled together in the cars under carriage.
Would it be possible at some point to have the ecat assembly in in the same basic format as a car battery pack (especially if they are standard) and if so could a few of those batteries assembled in the under carriage be replace by those ecat packs?
This could be advantageous in many ways but it occurs to me adopting existing certified architecture could be a big enabler for its final adoption in a production vehicle.
Just some thoughts whilst I’m caught up in the excitement of this.
A thought for your EV partner: if EV battery packs are not yet a standard format. Could this be a golden opportunity to make them so?
Best regards
@Maico,
The questions you put in your comment and the answers of Dr Rossi are very important and I hope all the “yes”- answers Andrea gave you will result to be true.
Best
Weleda
Greg Leonard:
We will publish these data during the test,
Warm Regards,
A.R.
Dear AR,
Very pleased to hear of the progress towards the October demonstration.
Have you installed eCat of approximately 10kW in the car?
A 10 kW unit for cars or home would seem to be an excellent idea.
regards,
Greg Leonard
PS A Fiat 500e has a 42 kWh battery and a range of 199 miles. If it covers that distance at 50 mph, it would take about 4 hrs to deplete the battery – ie at a rate of about 10kW
Brokeeper:
The Ecat should be combined to reach theoretically any power and it can be disconnected from a system and reconnected to another system,
Warm Regards,
A.R.
Dear Dr Rossi
Heading to Prague towards the end of the year to head office and would love to time it with the Ecat test (hint hint)
Dear Andrea,
Because not all EV’s are equal, I’m assuming a range of E-Cat EV packages will match each model’s power requirements for unlimited travel milage. Correct?
With that in mind, could the number of E-Cats be provided not just to keep the battery levels full but provide enough E-Cat power to provide only maximum milage ranges per model?
For instance, let’s say for a maximum day’s travel between 600–800-mile distances for most people, including rest stops with recharging time, say increments every 200-300 miles, could this not only reduce the number of E-Cats required but also the cost of the EV package?
In lieu of the latest information and the above restrictions, wouldn’t the dual purpose with domestic needs between travels more closely match the lower requirements of most homes, thus increasing the likelihood of being purchased as more affordable for both power requirements?
Thanks for bringing the E-Cat journey to an apex. Very exciting!
With much respect,
Brokeeper
Ruedi:
Thank you for the information,
Warm Regards,
A.R.
Dear Dr. Rossi,
you will going to test the ecat in an EV.
In Germany there is the olive-green party who want that every house&flat will be heated with expensive heat pumps. Because of that heat pumps already increased in prices about 50%, there is a lack of installers.
Will you also make a demonstration how the ecat can operate with an electric heater? This would be an exit for people who can’t afford such expensive gimmickry like 20-30 thousand Euro for heat pumps. The market would be very big.
Best regards
Ruedi
Gerard McEk:
1- yes
2- yes
3- yes
Warm Regards,
A.R.
Italo R.:
Thank you for your suggestions,
Warm Regards,
A.R.
Domenico Canino:
I agree, and thank you for your kind support,
Warm Regards,
A.R.
Steven Nicholes Karels:
Thank you for the information,
Warm Regards,
A.R.
Stephen:
We’ll see,
Warm Regards,
A.R.
@Maico
Very important set of questions stimulating important answers. Good job,
Daniel
Maico,
A brilliant and concise set of questions. Well done. Steve
Maico:
1- yes, but we will make a 14 hours uninterrupted video
2- yes
3- yes
4- no, it will last 14 hours, because after the 12 hours with the Ecat, we will disconnect the Ecat and will proceed for a couple of hours more without the Ecat, to show that the battery of the EV was still full at the end of the 12 hours
5- yes
6- yes
7- yes
8- yes
9- yes
10- yes
11- yes
12- yes, because of the weight of the Ecat System
13 – yes and at the end of the race an expert of that specific EV will be allowed to inspect the battery of the EV to certify that no manipulation has been done
14- yes
14a- yes
14b- yes
14c- yes, he will be very welcome
Warm Regards
A.R.
Dear Dr. Rossi.
Lately the blog has been making suggestions of various kinds on the October demonstration, some constructive/proactive others undoubtedly esoteric and therefore not very useful for an effective demo.
Hoping I’m not asking too much, I’d like to try to clarify things a bit.
Since I am the first to have a bit of confusion in my head, I would like to try to summarize what I have understood up to now in order to have your confirmations/denials on what is reported below.
The questions are deliberately concise and formulated so that you can answer with a Yes or a No.
1) Will the demo be a private event open only to Influencers, newspapers, EV industry experts?
2) The demonstration will be in October in an Italian racetrack Known?
3) Will the demonstration involve 2 EVs (same brand, model and power), one in the “factory” configuration and one with “integrated” inside, your Ecat Module, whose purpose will be to keep the battery charged during the demonstration?
4) Will the demonstration last 12 hours?
5) Does the duration of 12 hours have the purpose of ensuring that the EV with the ecat can travel such a large number of KM as to exceed the WLTP cycle of this type of electric vehicle by at least 3-4 times?
6) Will the original EV run out of charge after a few hours and be forced to stop?
7) Will the EV with Ecat on board after 12 hours of uninterrupted “run” still be charged as its battery has been kept charged by the Ecat itself?
8) Will the whole demonstration be filmed and recorded to be published on the internet in due course?
9) Will both EVs always be visible during the demonstration and won’t they be “blind spots” that could cast doubts on the demonstration itself?
10) Will the state of charge of the batteries of both EVs (SoC) be verified both at the start of the demonstration and at the end of the demonstration?
What is written above is what I think I have understood from the answers given so far (so I would expect all positive answers)
Here instead, if I may I would like to ask some additional questions:
11) Will it be possible to know the weight of both EVs?
12) Will the EV with Ecat on board weigh more?
13) Can you confirm that no modifications have been made to the original Battery of the 2 EVs?
14) If yes, does this mean that the 2 EVs, both the standard one and the one with Ecat, will still contain the original battery installed by the parent company?
If I may I would like to try to suggest something myself:
a) If the demonstration will take place in a well-known racetrack, does it mean that it will be equipped (therefore a race director will be present) to issue official documentation on the number of laps covered by both EVs, the KM traveled and the average speed reached by them? In my opinion, having this documentation will be very important for the results of the demonstration itself.
b) Could some of the participants in the demo ride the standard Mezzo EV so as to be an active part in the demonstration?
c) It would be very important to be able to certify the state of charge of the battery (SoC at the beginning and end of the demonstration) by a third party with a universally recognized software.
I know who could carry out this type of “verification” and if they deem it useful I could “privately” indicate their contact details.
I hope that what is asked below does NOT involve “confidential aspects” that you cannot talk about, and therefore that you will be able to answer at least some of my questions.
Thanks in advance
Regards
Maico
Dear Andrea Rossi
There is clearly a lot of work and investment of resources going in to your up coming demonstration in October.
Once the demo is over will you consider putting the car on tour to further demonstrate it to other parties and organizations? Or will it be a one off demo?
I wish you and your team the best for the demonstration.
Best Regards
Stephen.