(Is that what happened with the Tesla car fires?
What actually burns with an EV fire?
... and, why does putting water on it cause problems?)
Wow, some genuinely good questions, and he gets a thumbs-down for it. Figures.
I assume you are asking about battery fires and not this latest outlet fire, as they are unrelated.
A battery can ignite if it is shorted (internally or externally). When ignited the electrolyte burns at a very high temperature, with a great risk of igniting its neighbor and causing a chain reaction. The Tesla battery fires started when mechanical damage to the battery pack caused shorting of one or more cells.
The Tesla battery pack is divided into 16 sections, essentially acting as a firewall. It's my understanding that in all 3 cases of Tesla battery fires, the fire did not spread into the undamaged sections.
Surprisingly, there is no official practice for putting out Li-Ion fires. The consensus method is to flood it with water to transfer enough heat out of the battery pack so that the temperature cannot sustain combustion. From what I have read, you cannot put the fire out with CO2, Argon, or chemicals.
(No, you can't blame the charger when the wall socket was underrated.)
You can't blame the drier, either. Unless it was plugged into the same socket at the same time.
Tesla needs to better publicize their sales to GM. I think most investors missed this fact completely.
Let me see if I understand the disagreement. From the Reuters article: "The most probable cause of this fire is a high resistance connection at the wall socket or the Universal Mobile Connector from the Tesla charging system" which was plugged into a 240-volt wall socket, the report said.
Tesla's response: "There was a fire at the wall socket where the Model S was plugged in, but the car itself was not part of the fire. The cable was fine on the vehicle side; the damage was on the wall side."
What am I missing? What was misleading? Would the fire have occurred by itself and it was just coincidental that a car was plugged in?
Amen to that, JM. It's always a huge concern when plugging a high current appliance into older wiring. To convince yourself, just feel the temperature of the plug when you unplug a hair dryer or tea kettle. Now imagine leaving it running for 12 hours. I really wish the EV industry would highlight this danger more. In my opinion, all EV plug-ins should be on a new, dedicated circuit. Fortunately this is true by default for most Tesla owners because a 110V outlet is simply inadequate for the large battery pack.
This spring, I'll be adding a workshop onto my garage. When I do, I'll take the opportunity to add a 14-50 outlet so that I'll be EV-ready.
I have to agree with Easy and JM. Since you always leave home with a full tank, charging time is only an issue on road trips. And most people, after driving 3 hours, don't mind a 30 minute break. Sure, there will be situations where a 30 minute charge is inconvenient, but the same can be said for gas fill-ups, too.
I also understand that a complete high-power recharging infrastructure does not exist yet, but it's being built as we watch.
(there will be no remission)
Yes there will be. According to CARB: "Staff is proposing to remove battery exchange from qualifying under the fast refueling definition, starting in 2015 model year."
5 minutes is the critical metric because it would qualify for fast refueling ZEV credits. At the very least, simply by mentioning it, they may be able to forestall CARB's pending remission of the credit.
Regarding the "recharging furnace", charging efficiency is typically 85%, so only only 90 kW of power will be dissipated as heat.
Telsa will not be able to sell in China without manufacturing in China, typically through a joint venture with a Chinese company.
I think the most telling thing was the advice that he got from fellow Muskovites in the comment section. The consensus was that if he was stupid enough to buy a MS60, he deserves to freeze! Only an idiot would buy a MS60.
As I recall, they have committed to building a factory in Albuquerque first. The Texas plant will be used for building pickups.
(The power electronics in a modern hybrid certainly are new. What has Saleen done with them? Anything? Do they even know what IGBT is?)
Fortunately, engineers at Saleen do not need to design a power inverter, or any of the other electronics. All of the electronics needed for EV's are available from major automotive suppliers. Check out conti-online or the Delphi website. There has been a ton of money spent on EV component development, just waiting for that battery breakthrough. As I said, when the battery breakthrough occurs, the industry will change to EV propulsion overnight.