Device charging company Anker is moving into Tesla's territory with the launch of the Solix line of home energy products, including a modular Powerwall-like battery storage system, the company announced at an event in New York City. It also introduced a smaller battery aimed at folks living in condos and apartments that can be used with its existing balcony-mounted solar panels.
The modular battery system, set to arrive globally in 2024, will be scalable from 5kWh of power (enough to run an average-sized house for a few hours) up to 180kWh, which could feasibly power a house for nearly a week. It's designed to deliver backup power to both existing and new solar installation, and Anker promises it will "provide high levels of safety and durability, seamlessly transfer to off-grid power and be compatible with home energy equipment such as heat pumps, oil- and gas-powered generators." It will also work with a "forthcoming EV charging solution," the company wrote.
The system will use lithium iron phosphate (LFP) batteries and operate at temperatures ranging from -20C to 55C (-4F to 131F). It's controlled by Anker's power management system and available with an app. Anker has yet to provide the all-important pricing, but said more information will be available "later this year."
By comparison, Tesla's Powerwall 2 units have nearly triple the power (13.5kWh each), cost $11,500 each installed and can be scaled up to 135kWh. Standalone Powerwall installations qualify for a 30 percent residential federal investment tax credit, along with any state incentives.
Anker
Along with the modular battery, Anker unveiled the Solarbank E1600 battery pack as part of an energy storage system for apartments and condos. Set to be sold in Europe, it follows the company's recently launched Solix RS40 balcony solar panel system, and is compatible with "99 percent of the balcony PV products on the market," the company said.
It's modular, available in sizes from 1.6kWh to 3.2kWh (enough for a few hours of power), and works with most micro-inverters including the ones bundled with the RS40 solar panels. Once plugged it into a standard home power socket, it'll absorb any excess energy from the solar panels and feed it back to the home if the grid goes down. Anker promises a "five minute DIY installation," and said it can support 6,000 charging cycles or double the industry average. It can also be controlled via an app.
The new storage products join Anker's existing lineup of batteries (now branded Solix as well), like the 767 PowerHouse 2.05kWh designed for campers and outdoor use, and charged with an optional 200W solar panel. Anker now joins companies like Ecoflow (with its modular 3.6kWh-25kWh Delta Pro battery) and others in the burgeoning home energy storage market.
This article originally appeared on Engadget at https://www.engadget.com/ankers-new-solix-home-energy-storage-includes-a-modular-solar-battery-system-085432144.html?src=rss
Ford isn't the only electric automaker switching to Tesla's North American Charging Standard — General Motors says it's making the change, too. CEO Mary Barra announced the move during a Twitter Spaces chat with Tesla CEO Elon Musk on Thursday, stating that its electric vehicles will make the NACS open-source connector standard in all GM EVs in 2025.
As part of the collaboration, all GM EVs will gain access to 12,000 Tesla Superchargers in 2024. Drivers of existing GM EVs won't have to upgrade their vehicles to use Tesla's chargers, but will need to use an adapter to make their vehicle compatible. Likewise, GM says it will be developing an adapter that will allow future NACS-enabled EVs to charge its existing network of CSS-capable fast charging stations.
That backwards compatible charger could prove important. Tesla's willingness to open up its charging system to non-Tesla vehicles was originally announced alongside a $7.5 billion Biden administration initiative to expand EV charger availability in the US — but that plan heavily indexes on building out CCS chargers.
"This collaboration is a key part of our strategy and an important next step in quickly expanding access to fast chargers for our customers," Barra said in GM's statement on the partnership. "Our vision of the all-electric future means producing millions of world-class EVs across categories and price points, while creating an ecosystem that will accelerate mass EV adoption."
This article originally appeared on Engadget at https://www.engadget.com/gm-ev-owners-will-gain-access-to-tesla-superchargers-in-2024-002123436.html?src=rss
Japan and JAXA, the country’s space administration, have spent decades trying to make it possible to beam solar energy from space. In 2015, the nation made a breakthrough when JAXA scientists successfully beamed 1.8 kilowatts of power, enough energy to power an electric kettle, more than 50 meters to a wireless receiver. Now, Japan is poised to bring the technology one step closer to reality.
Nikkei reports a Japanese public-private partnership will attempt to beam solar energy from space as early as 2025. The project, led by Naoki Shinohara, a Kyoto University professor who has been working on space-based solar energy since 2009, will attempt to deploy a series of small satellites in orbit. Those will then try to beam the solar energy the arrays collect to ground-based receiving stations hundreds of miles away.
Using orbital solar panels and microwaves to send energy to Earth was first proposed in 1968. Since then, a few countries, including China and the US, have spent time and money pursuing the idea. The technology is appealing because orbital solar arrays represent a potentially unlimited renewable energy supply. In space, solar panels can collect energy no matter the time of day, and by using microwaves to beam the power they produce, clouds aren’t a concern either. However, even if Japan successfully deploys a set of orbital solar arrays, the tech would still be closer to science fiction than fact. That’s because producing an array that can generate 1 gigawatt of power – or about the output of one nuclear reactor – would cost about $7 billion with currently available technologies.
This article originally appeared on Engadget at https://www.engadget.com/japan-will-try-to-beam-solar-power-from-space-by-2025-214338244.html?src=rss
Apple has set the dates for WWDC 2023, which will run between June 5th and June 9th. It's still an online-only affair, but there will be a "special experience" at Apple Park on the 5th for developers and students.
While we expect to see software-centric upgrades, with iOS, macOS and the rest, this could also be when Apple finally debuts its mixed-reality headset. Rumors suggest it could be called Reality Pro or Reality One, and it’s believed to be a standalone device with an M2 chip, dual 4K displays, advanced body tracking and controller-free input. It could be a pricey piece of hardware, even by Apple’s standards, with some reports suggesting it’ll cost $3,000.
– Mat Smith
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Sony has unveiled its latest, and by far greatest vlogging camera to date: The full-frame ZV-E1. Equipped with the same backside-illuminated (BSI) 12-megapixel sensor as one of the company’s flagship cameras, the A7S III, it promises excellent low-light performance and 4K video at up to 120p. The $2,200 price tag also makes it enticing for vloggers as it offers features found on the $3,500 A7S III, thanks to a full-frame sensor. Crucially, for people like me obsessed with the older ZV-1 vlogging camera, it uses the same Z-batteries as larger Sony models, meaning more video capture without having to keep it plugged in or swapping out batteries. It goes on pre-order tomorrow, with shipping set to start in early April.
An open letter signed by tech leaders and prominent AI researchers has called for AI labs and companies to "immediately pause" their work. Signatories like Steve Wozniak and Elon Musk agree risks warrant a minimum six-month break from producing technology beyond GPT-4 to allow people to adjust and ensure they are benefiting everyone. The letter adds that care and forethought are necessary to ensure the safety of AI systems, and that may not be happening. Companies are racing to build complex chat systems that utilize the technology. Microsoft recently confirmed that its revamped Bing search engine has been powered by the GPT-4 model for over seven weeks, while Google also debuted Bard, its own generative AI system powered by LaMDA.
Natural gas is still the largest electricity source, however.
The US Energy Information Administration (EIA) has determined that renewable power generation overtook coal in 2022, with 4,090 million megawatt-hours coming from solar, wind, hydroelectric, biomass and geothermal technology. The shift came through increased renewable capacity and coal's years-long decline. Wind was the dominant source of clean electricity, with the capacity jumping from 133 gigawatts in 2021 to 141 gigawatts a year later. However, natural gas still remains the top power source, with a 39 percent share.
The Lamborghini Revuelto, which translates to “scrambled,” can reach 6.2 miles from a full charge. That is likely not enough juice to get you to Costco and back, but this is a hybrid vehicle not exactly intended for all-electric usage. With that said, the combustion engine charges the rather minuscule 3.8kWh battery on its own in just six minutes. If you’re waiting on an all-electric Lamborghini, the company still plans to introduce one by 2030.
This article originally appeared on Engadget at https://www.engadget.com/the-morning-after-will-we-see-apples-mixed-reality-headset-at-wwdc-2023-111530966.html?src=rss
Renewables are already producing more energy than fossil fuels in Europe, and now the US is approaching that milestone. The US Energy Information Administration (EIA) has determined that renewable power generation overtook coal in 2022, with 4,090 million megawatt-hours coming from solar, wind, hydroelectric, biomass and geothermal technology. These green sources leapt past nuclear in 2021, but widened the gap last year. They have about 21 percent share combined.
The shift came through the combination of increasing renewable capacity and coal's years-long decline. Wind was the dominant source of clean electricity, with the capacity jumping from 133 gigawatts in 2021 to 141 gigawatts a year later. Hydro was second, followed by utility-level solar, biomass and geothermal. Coal dropped to 20 percent share due to both the closure of some plants and the reduced use of others. Nuclear has remained relatively steady, but the shutdown of Michigan's Palisades powerplant saw it dip to 19 percent.
It might not surprise you to hear which states dominated certain renewable energy sources. Sunny California was the leader in solar power generation with 26 percent of the output, while Texas had a similar slice of wind generation. Texas also has the largest shares of coal and natural gas, although its lead in those areas is only slight.
Renewables weren't the top power source in 2022 — that distinction went to natural gas, which claimed a 39 percent share. However, it's evident that clean tech has a firm foothold in the US despite attempts to undermine it through regulation. We'd expect the trends to continue, too. President Biden's administration has heavily promoted renewable electricity, including the approval of the first large offshore wind farm in the country, while the EIA expects coal use to shrink to 17 percent. Natural gas may retain a comfortable lead, but it now has a new chief rival.
This article originally appeared on Engadget at https://www.engadget.com/renewable-power-generation-overtook-coal-in-the-us-last-year-200907783.html?src=rss
Hydrogen holds promise for zero-emissions aviation, via either fuel-cell electric motors or jet engines that burn H2 directly. Now, Universal Hydrogen has announced that it completed a 15-minute test flight in a 40-seat Dash-8 commuter plane using a fuel-cell hydrogen engine. The company called the flight "historic" and said it is "committed to being North America’s first zero-emission airline."
With a fuel cell from Plug Power and electric motor built by magniX, the power plant is the largest ever to take to the sky. However, it was only installed on the left side of the aircraft, while a standard Pratt & Whitney turboprop engine was fitted to the right wing for "safety of flight," the company said. It supplied the engines with emissions-free "green" hydrogen (made via electrolysis from renewable power sources), connected via its own modules that keep the highly volatile gas in liquid form for up to 100 hours.
Universal Hydrogen
The Dash-8 was highly modified to accommodate the engine, 30kg (66 pounds) of liquid hydrogen and two racks of electronics and sensors. While the turbine engine was mainly used for takeoff, pilots were able to cruise mostly on hydrogen power during the second circuit. The flight attained a height of 3,500 feet.
Though it had some yaw due to the imbalance in power, "the airplane handled beautifully, and the noise and vibrations from the fuel cell powertrain are significantly lower than from the conventional turbine engine," said chief pilot (and former US Air Force test pilot) Alex Kroll. The company received FAA approval for the flight just weeks ago.
The British/American firm ZeroAvia flew with a similar configuration on its twin-engine, 19-seat Dornier 228 plane earlier this year. Airbus recently announced that it's building a fuel cell that could power a 100-seat aircraft around 1,150 miles, and Rolls-Royce recently completed tests of a jet engine converted to run directly on hydrogen fuel.
Potential problems still abound, though. Hydrogen has about a quarter the energy density of regular jet A fuel, so it's only good for short hops. And as I've detailed in an explainer, there's very little hydrogen fuel infrastructure, it's tricky to work with and extremely explosive. Still, Universal Hydrogen is confident it can beat the odds. "Our business model resolves the chicken-and-egg problem between hydrogen airplanes and hydrogen infrastructure by developing both in parallel and with a uniquely low-cost approach," said CEO and co-founder Paul Eremenko.
This article originally appeared on Engadget at https://www.engadget.com/a-dash-8-commuter-plane-flew-for-15-minutes-with-a-hydrogen-fuel-cell-engine-060607763.html?src=rss
Tesla's production capacities are in store for a significant growth spurt, CEO Elon Musk told the crowd assembled at the company's Austin, Texas Gigafactory for Investor Day 2023 — and AI will apparently be the magic bullet that gets them there. It's all part of what Musk is calling Master Plan part 3.
This is indeed Musk's third such Master Plan, the first two coming in 2006 and 2016, respectively. These have served as a roadmap for the company's growth and development over the past 17 years as Tesla has grown from neophyte startup to the world's leading EV automaker. "There is a clear path to a sustainable energy Earth and it does not require destroying natural habitats," Musk said during the keynote address.
"You could support a civilization much bigger than Earth [currently does]. Much more than the 8 billion humans could actually be supported sustainably on Earth and I'm just often shocked and surprised by how few people realize this," he continued.
Main Tesla subjects will be scaling to extreme size, which is needed to shift humanity away from fossil fuels, and AI.
But I will also Include sections about SpaceX, Tesla and The Boring Company.
The Master Plan aims to establish a sustainable energy economy by developing 240 terraWatt hours (TWH) of energy storage and 30 TWH of renewable power generation, which would require an estimated $10 trillion investment, roughly 10 percent of the global GDP. Musk notes, however, that figure is less than half of what we spend currently on internal combustion economy. In all, he anticipates we'd need less than 0.2 percent of the world's land area to create the necessary solar and wind generation capacity.
"All cars will go to fully electric and autonomous," Musk declared, arguing once again that ICE vehicles will soon be viewed in the same disdain as the horse and buggy. He also teased potential plans to electrify aircraft and ships. "As we improve the energy density of batteries, you’ll see all transportation go fully electric, with the exception of rockets,” he said. No further details as to when or how that might be accomplished were shared.
“A sustainable energy economy is within reach and we should accelerate it,” Drew Baglino, Tesla's SVP of Powertrain and Energy Engineering, added.
Developing...
This article originally appeared on Engadget at https://www.engadget.com/elon-musk-lays-out-his-vision-for-teslas-future-at-the-companys-investor-day-2023-215737642.html?src=rss
Engine knock, wherein fuel ignites unevenly along the cylinder wall resulting in damaging percussive shockwaves, is an issue that automakers have struggled to mitigate since the days of the Model T. The industry's initial attempts to solve the problem — namely tetraethyl lead — were, in hindsight, a huge mistake, having endumbened and stupefied an entire generation of Americans with their neurotoxic byproducts.
Dr. Vaclav Smil, Professor Emeritus at the University of Manitoba in Winnipeg, examines the short-sighted economic reasoning that lead to leaded gas rather than a nationwide network of ethanol stations in his new book Invention and Innovation: A Brief History of Hype and Failure. Lead gas is far from the only presumed advance to go over like a lead balloon. Invention and Innovation is packed with tales of humanity's best-intentioned, most ill-conceived and generally half-cocked ideas — from airships and hyperloops to DDT and CFCs.
Just seven years later Henry Ford began to sell his Model T, the first mass-produced affordable and durable passenger car, and in 1911 Charles Kettering, who later played a key role in developing leaded gasoline, designed the first practical electric starter, which obviated dangerous hand cranking. And although hard-topped roads were still in short supply even in the eastern part of the US, their construction began to accelerate, with the country’s paved highway length more than doubling between 1905 and 1920. No less important, decades of crude oil discoveries accompanied by advances in refining provided the liquid fuels needed for the expansion of the new transportation, and in 1913 Standard Oil of Indiana introduced William Burton’s thermal cracking of crude oil, the process that increased gasoline yield while reducing the share of volatile compounds that make up the bulk of natural gasolines.
But having more affordable and more reliable cars, more paved roads, and a dependable supply of appropriate fuel still left a problem inherent in the combustion cycle used by car engines: the propensity to violent knocking (pinging). In a perfectly operating gasoline engine, gas combustion is initiated solely by a timed spark at the top of the combustion chamber and the resulting flame front moves uniformly across the cylinder volume. Knocking is caused by spontaneous ignitions (small explosions, mini-detonations) taking place in the remaining gases before they are reached by the flame front initiated by sparking. Knocking creates high pressures (up to 18 MPa, or nearly up to 180 times the normal atmospheric level), and the resulting shock waves, traveling at speeds greater than sound, vibrate the combustion chamber walls and produce the telling sounds of a knocking, malfunctioning engine.
Knocking sounds alarming at any speed, but when an engine operates at a high load it can be very destructive. Severe knocking can cause brutal irreparable engine damage, including cylinder head erosion, broken piston rings, and melted pistons; and any knocking reduces an engine’s efficiency and releases more pollutants; in particular, it results in higher nitrogen oxide emissions. The capacity to resist knocking— that is, fuel’s stability— is based on the pressure at which fuel will spontaneously ignite and has been universally measured in octane numbers, which are usually displayed by filling stations in bold black numbers on a yellow background.
Octane (C8H18) is one of the alkanes (hydrocarbons with the general formula CnH2n + 2) that form anywhere between 10 to 40 percent of light crude oils, and one of its isomers (compounds with the same number of carbon and hydrogen atoms but with a different molecular structure), 2,2,4-trimethypentane (iso-octane), was taken as the maximum (100 percent) on the octane rating scale because the compound completely prevents any knocking. The higher the octane rating of gasoline, the more resistant the fuel is to knocking, and engines can operate more efficiently with higher compression ratios. North American refiners now offer three octane grades, regular gasoline (87), midgrade fuel (89), and premium fuel mixes (91– 93).
During the first two decades of the twentieth century, the earliest phase of automotive expansion, there were three options to minimize or eliminate destructive knocking. The first one was to keep the compression ratios of internal combustion engines relatively low, below 4.3:1: Ford’s best-selling Model T, rolled out in 1908, had a compression ratio of 3.98:1. The second one was to develop smaller but more efficient engines running on better fuel, and the third one was to use additives that would prevent the uncontrolled ignition. Keeping compression ratios low meant wasting fuel, and the reduced engine efficiency was of a particular concern during the years of rapid post–World War I economic expansion as rising car ownership of more powerful and more spacious cars led to concerns about the long-term adequacy of domestic crude oil supplies and the growing dependence on imports. Consequently, additives offered the easiest way out: they would allow using lower-quality fuel in more powerful engines operating more efficiently with higher compression ratios.
During the first two decades of the twentieth century there was considerable interest in ethanol (ethyl alcohol, C2H6O or CH3CH2OH), both as a car fuel and as a gasoline additive. Numerous tests proved that engines using pure ethanol would never knock, and ethanol blends with kerosene and gasoline were tried in Europe and in the US. Ethanol’s well-known proponents included Alexander Graham Bell, Elihu Thomson, and Henry Ford (although Ford did not, as many sources erroneously claim, design the Model T to run on ethanol or to be a dual-fuel vehicle; it was to be fueled by gasoline); Charles Kettering considered it to be the fuel of the future.
But three disadvantages complicated ethanol’s large-scale adoption: it was more expensive than gasoline, it was not available in volumes sufficient to meet the rising demand for automotive fuel, and increasing its supply, even only if it were used as the dominant additive, would have claimed significant shares of crop production. At that time there were no affordable, direct ways to produce the fuel on a large scale from abundant cellulosic waste such as wood or straw: cellulose had first to be hydrolyzed by sulfuric acid and the resulting sugars were then fermented. That is why the fuel ethanol was made mostly from the same food crops that were used to make (in much smaller volumes) alcohol for drinking and medicinal and industrial uses.
The search for a new, effective additive began in 1916 in Charles Kettering’s Dayton Research Laboratories with Thomas Midgley, a young (born in 1889) mechanical engineer, in charge of this effort. In July 1918 a report prepared in collaboration with the US Army and the US Bureau of Mines listed ethyl alcohol, benzene, and a cyclohexane as the compounds that did not produce any knocking in high-compression engines. In 1919, when Kettering was hired by GM to head its new research division, he defined the challenge as one of averting a looming fuel shortage: the US domestic crude oil supply was expected to be gone in fifteen years, and “if we could successfully raise the compression of our motors . . . we could double the mileage and thereby lengthen this period to 30 years.” Kettering saw two routes toward that goal, by using a high-volume additive (ethanol or, as tests showed, fuel with 40 percent benzene that eliminated any knocking) or a low-percentage alternative, akin to but better than the 1 percent iodine solution that was accidentally discovered in 1919 to have the same effect.
In early 1921 Kettering learned about Victor Lehner’s synthesis of selenium oxychloride at the University of Wisconsin. Tests showed it to be a highly effective but, as expected, also a highly corrosive anti-knocking compound, but they led directly to considering compounds of other elements in group 16 of the periodic table: both diethyl selenide and diethyl telluride showed even better anti-knocking properties, but the latter compound was poisonous when inhaled or absorbed through skin and had a powerful garlicky smell. Tetraethyl tin was the next compound found to be modestly effective, and on December 9, 1921, a solution of 1 percent tetraethyl lead (TEL) — (C2H5)4 Pb — produced no knock in the test engine, and soon was found to be effective even when added in concentrations as low as 0.04 percent by volume.
TEL was originally synthesized in Germany by Karl Jacob Löwig in 1853 and had no previous commercial use. In January 1922, DuPont and Standard Oil of New Jersey were contracted to produce TEL, and by February 1923 the new fuel (with the additive mixed into the gasoline at pumps by means of simple devices called ethylizers) became available to the public in a small number of filling stations. Even as the commitment to TEL was going ahead, Midgley and Kettering conceded that “unquestionably alcohol is the fuel of the future,” and estimates showed that a 20 percent blend of ethanol and gasoline needed in 1920 could be supplied by using only about 9 percent of the country’s grain and sugar crops while providing an additional market for US farmers. And during the interwar period many European and some tropical countries used blends of 10– 25 percent ethanol (made from surplus food crops and paper mill wastes) and gasoline, admittedly for relatively small markets as the pre–World War II ownership of family cars in Europe was only a fraction of the US mean.
Other known alternatives included vapor-phase cracked refinery liquids, benzene blends, and gasoline from naphthenic crudes (containing little or no wax). Why did GM, well aware of these realities, decide not only to pursue just the TEL route but also to claim (despite its own correct understanding) that there were no available alternatives: “So far as we know at the present time, tetraethyl lead is the only material available which can bring about these results”? Several factors help to explain the choice. The ethanol route would have required a mass-scale development of a new industry dedicated to an automotive fuel additive that could not be controlled by GM. Moreover, as already noted, the preferable option, producing ethanol from cellulosic waste (crop residues, wood), rather than from food crops, was too expensive to be practical. In fact, the large-scale production of cellulosic ethanol by new enzymatic conversions, promised to be of epoch-making importance in the twenty-first century, has failed its expectations, and by 2020 high-volume US production of ethanol (used as an anti-knocking additive) continued to be based on fermenting corn: in 2020 it claimed almost exactly one-third of the country’s corn harvest.
Energy generated from solar and wind power reportedly overtook natural gas in the European Union (EU) for the first time last year. The data comes from UK clean-energy think tank Ember (via Bloomberg), which projects the gap to grow.
Solar and wind energy rose to an all-time high of 22 percent of the EU’s 2022 electricity use. Meanwhile, Ember projects fossil-fuel generation to drop by 20 percent this year — with gas falling the fastest.
The shifts stem largely from reducing reliance on gas and coal after Russia invaded Ukraine. President Vladimir Putin ordered the cutoff of natural gas exports to the EU as retaliation for Western sanctions. Ember says the resulting high costs helped lower energy demand by around eight percent in Q4 2022 compared to the same quarter the previous year.
“There is now a focus on rapidly cutting gas demand — at the same time as phasing out coal,’’ the report said. “This means a massive scale-up in clean energy is on its way.” It expects nuclear power to remain flat in 2023, with a planned phase-out of German nuclear reactors canceling out a ramp-up from France. However, it projects hydropower to rise by around 40 terawatt-hours this year following a severe drought in 2022.
Scientists have just crossed one of the most important thresholds in the quest for fusion energy. A team at Lawrence Livermore National Laboratory has created the first known fusion reaction with a net energy gain — that is, it produced more energy than it consumed and ignited. The researchers achieved the feat on December 5th, when they used 192 lasers at the National Ignition Facility to blast a cylinder containing frozen hydrogen surrounded by diamond.
The reaction, which generated a flurry of X-rays, struck a fuel pellet of deuterium and tritium with 2.05 megajoules of energy. That, in turn, led to a wave of neutron particles and 3.15 megajoules of output. That gain was 'only' equivalent to about 1.5lbs of TNT, but that was enough to meet the criteria for fusion ignition.
The development has been a long time coming. The National Ignition Facility started work in 2009, but it wasn't until 2014 that the installation's laser-based fusion technology produced a meaningful volume of energy. Progress accelerated in the past year, however. Lawrence Livermore generated a much larger amount of energy last August, equivalent to 70 percent of that from the lasers. An attempt in September generated 1.2 megajoules using the 2.05-megajoule blast.
The lab and the Energy Department are quick to caution that "many" advancements are still necessary before fusion reactors are practical enough to power homes. During a presentation, scientists said they needed to improve the number of reactions per minute, simplify the process and otherwise make it easily repeatable. And of course, they need to improve scaling — a reactor would have to power enough households to justify its existence.
The Energy Department is in the midst of rebooting a coordinated fusion power effort, however. During the event, officials also noted that a functional plant wasn't as far off as you might think. While they didn't commit to a timeframe, they said it was less than the 50 or 60 years they might have predicted in the past. You might see the first commercial fusion reactor in your lifetime, to put it another way.
The technology could be vital to limiting global warming and otherwise fighting climate change. While renewable energy sources like solar and wind power are more eco-friendly than coal, they don't always meet demand and can require large amounts of land. Solar also isn't as effective in regions where sunlight can be limited. Sufficiently powerful fusion reactors could achieve the dream of clean powerplants that have enough capacity to serve large populations without the radioactive waste of nuclear facilities.
