The New Edison Nickel Battery.
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This Long-promised Accumulator is Installed on a New-model 10-cwt. Detroit Van which is being Introduced into England.
Fulfilling a promise of some two months' standing, a representative of this journal recently went down to 41, Great Portland Street, W., where are situated the temporary London offices of J. F. 3Ionnot, the sole concessionnaire in Europe for the Edison storage battery, the latest embodiment of which is to be introduced to England through the medium of the Detroit electric van.
Extensive premises are shortly to be secured in the vicinity of Bond Street, where the Detroit productions and the Edison batteries will be exhibited in suitable framing, with Mr. IV. H. L. Watson in charge as sales manager.
The First Electric Van.
When our representative arrived at Great Portland Street, he was informed that the demonstration van was at the premises of the Pall Mall and St. James's Electric Lighting Co., Ltd., where the batteries were being charged.
As will be seen from the photographs reproduced herewith, the van is of a design which in outline conforms more to European ideas of design than to American. The vehicle, which, complete, but without any parcels or goods, weighs 28 cwt., is intended to carry a 10 cwt. load, in addition to the driver ; it has been built by the Anderson Electric Car Co., of Detroit, Mich.
It's So Simple.
One motor only is fitted, and that is an Elwell-Parker, of the four-pole series-wound type, and the drive is transmitted to the rear wheels by two Renold chains, of 1 in. pitch. Solid rubber tires are fitted on both rear and front wheels. The control is so simple that the necessary knowledge can be acquired by a novice in a few moments. At the right-hand bottom corner of the clash is a two-way switch, with notches for driving, neutral, and charging positions. The main-control handle, is situated over the steering-wheel, and operates a shaft concentric to the steering column. and this shaft is connected to a drum type of controller. The reverse is effected by means of a small pull-up toggle lever, fixed above the main-control lever, and this operates a change-over switch in series with the controller. An amperehour meter on the dash shows the charge contained in the batteries. and this is the only instrument which need be wa.1 ched by the driver either when driving or charging up.
Two brakes, of the internal-ex panding drum type, are fitted on the vehicle, and these are foot-operated and are situated on the countershaft and on the back axle respectively. There are five forward and five reverse speed positions of the controller ; the top speed can be definitely limited, so rendering it impossible for the driver to indulge in excessive and dangerous speeds.
A Short Run in the Van.
On the completion of the charging, a short run was taken through the City and West End. The battery of 60 cells has a capacity of 160 ampere-hours. The ease of control and rapid acceleration, togethsr with the quietness and smoothness of running, created a favourable impression on our observer. After a trip along several main thoroughfares, the van was run along Queen's Road to the well-known testing spot, St. John's Hill, Kensington, where the gradient is in places 1 in 7. The van and its load took this hill several times on the fourth speed.
It was unfortunately impossible for a representative of THE COMMERCIAL MOTOR to be present on the previous day when the van made a trip to Guildford and back, but he was supplied with figures which make interesting reading, and which, if verified by further experience, are likely to be of more than ordinary interest to users of petrol vehicles. The double journey, running into, roundly, 60 miles, was made with one charge of the batteries, and the running record for this, we are told, was as follows :—
Distance travelled ... 58.7 m.
Amp. hour Reading ... 161.0 Amp. hour per mile ... 2.74 Output W.H. per mile 189.0 The Latest Edison Construction.
The construction of the battery is such that it is claimed that it may be charged at any time without danger or loss, and irrespective of the amount of energy contained in the cell. It is stated that 180 amp. can be put into the battery for 30 mm. without any danger. The cell presents some novel constructional features, as will be seen from the illustrations which we are enabled to publish. The plates are built up from special units. The positive consists of strong perforated nickelplated steel tubes, which increase in number as the capacity of the cell is increased ; these tubes are filled with alternate layers of nickel hydroxide and pure metallic nickel. The tubes are further strengthened by steel bands forced over them. The negative plate consists of a cold-rolled nickel-plated steel grid. which is constructed to hold rectangular perforated pockets built up of nickelled steel, and filled with powdered iron oxide. A small proportion of mercury is also embodied m order to assist the conduction.
Steel Containers.
Insulation, when the plates are placed in the cell, is provided by means of narrow strips of hard rubber, which arc placed between and at the bottom of the plates, and also by sheets of hard ebonite. The container itself is made of coldrolled sheet steel, welded at the seams, and the walls are externally corrugated in order to give the greatest possible constructional strength. The posts to which the + plates and — plates are connected are of exact pre determined length, and have tapered ends, which enable the assembled plates, together with their insulating pieces, to be firmly secured in the container. Great attention has been paid to this important point, the inventor, of course, realizing that vile] ation is so destructive an agent to an accumulator. Rubber washers and bushings are fitted to all terminals.
Dropped 2,000,000 Times.
Extensive tests have been carried out to ascertain the amount of jolting and vibration the cells would stand. On one occasion a battery of the 4A type was allowed to fall 2,000,000 times from a height of i in. on to a hard wood block. At the completion of the test the cell was examined and found to be in perfect electrical condition.
The Electrolyte.
The electrolyte used consists of a 21 per cent. solution of potash in distilled water, together with a small percentage of lithia. No acid whatever is used, clean distilled water alone being necessary when refilling the battery ; the importance of this improvement can hardly be over-estimated. The precautions which usually have to be taken to avoid acid splashings are now unnecessary.
Space and Weights.
It is admitted by the makers that la the early days of its use, the new Edison cell is not so efficient in its output as a lead-type battery of equal nominal capacity. It is claimed, however, that the new cell increases its efficiency with use, and the makers guarantee that at the end of three years the battery will give an output equalling 90 per cent, of its original discharge. A saving in weight of about 35 per cent. is effected. We are given to understand that any deterioration is very slow. No amount of vibration or over-charging throws down the active material contained in the plates, and under no conditions can the plates be removed from the cell, the cover being sealed in position.
Space is an important consideration in motor-driven vehicles, and the Edison battery, say the makers, takes up considerably less room than the old-type battery of equal power. Over-charging, it is stated, does nothing more than evaporate the distilled water and waste the current ; the plates are uninjured. We are also informed that the cell may be fully discharged, and left standing for any length of time, without harm resulting : it can then be recharged without any special attention being given.
General Conclusions.
We need hardly point out to our readers that so far as actual, usage on English roads is concerned, the battery is entirely without reputation. At the same time, it must be admitted that for several years past the Detroit vehicles fitted with the Edison cells, have been in constant use in the U.S.A. Several big electric-lighting companies are willing to supply current for the charging of batteries at id. per unit, and one important company will even supply current at id. per unit. In America progressive lighting companies are erecting charging posts in the streets, to which any driver of an electric vehicle can connect his lorry during the time of loading and unloading. This means that the lorry need never be placed out of action during working hours through the battery's being run out. When and if electrical engineers grasp the fact that there is a good market for current supply under these conditions, it can hardly be ,loiihted that nosts for the stionlY of current to van-batteries would be erected in many parts of this country. There are nearly 9000 battery vehicles in America already.