Green Car Congress

Nikkei: Japan gov’t to ease rules for building hydrogen stations in June, offer subsidies

2012-05-27T06:15:00-07:00

The Nikkei reports that the Japan government will ease regulations on the construction of hydrogen stations for fuel cell cars in June, in addition to offering subsidies to companies involved in a plan to set up 100 such sites throughout the country by 2015.

The government will revise a ministerial ordinance in the High Pressure Gas Safety Act to facilitate the construction of hydrogen stations in residential areas and commercial districts. Under the current regulations, hydrogen stations can only be built in industrial areas.

Thirteen companies, including three major automakers and a number of oil and gas firms, plan to set up 100 hydrogen stations in such cities as Tokyo, Osaka, Nagoya and Fukuoka by 2015. Nagoya-based Toho Gas Co. and other companies will build pilot hydrogen stations in three locations, including the city of Toyota, Aichi Prefecture, by the end of the current fiscal year. The government will subsidize these projects to help defray construction costs.

The Industry Ministry says that construction of a hydrogen station costs about ¥600 million (US$7.5 million), compared to ¥70-100 million (US$879K–US$1.3 million) for a conventional gasoline station. Authorities hope to bring overall construction costs for hydrogen stations down to approximately ¥200 million (US$2.5 million) per facility.

EU awards €4M for project on doped carbon nanostructures as metal-free catalysts

2012-05-27T05:30:00-07:00

The EU has awarded €4 million (US$5 million) to a new research project that will develop doped carbon nanostructures to replace precious metals needed in catalysis: FREECATS - Doped carbon nanostructures as metal-free catalysts.

FREECATS has chosen to focus on three applications where metal-free catalysts can replace metal-based catalysts: fuel cell technology; the production of light olefins; and water purification.

The research is intended to help make the production of chemicals and global commodities greener, while enabling the European process industry to keep a competitive edge. Nine European research institutions and technology enterprises are working on FREECATS, coordinated by the Norwegian University of Science and Technology (NTNU).

Professor Magnus Rønning from the Catalysis group at the university’s Department of Chemical Engineering is leading the effort, which started on 1 April 2012 and will last for three years.

Metal-free materials with catalysis properties that are equally as good as precious metals do not exist naturally, so FREECATS is aimed at developing new materials. Using nanotechnology, with atoms as building blocks, we can build carbon structures capable of binding or transforming substances in desired ways.
—Magnus Rønning

Mitsui O.S.K. Lines vessel demonstrates ocean-going diesel particulate filter

2012-05-27T04:58:00-07:00

Mitsui O.S.K. Lines has started a demonstration test of the Diesel Particulate Filter (DPF) system installed on the diesel engine used for power generation on an MOL Group-operated ocean-going vessel. This is the first application of the self-cleaning DPF on an ocean-going ship.

The test is scheduled for about one year (operating time: about 4,000 hours) to verify the system’s PM collection performance. After that, its durability will be assessed. The test started in November 2011, and the DPF system has already operated smoothly for over 500 hours.

With research support from Nippon Kaiji Kyokai (ClassNK), MOL and Akasaka Diesels Ltd. have jointly developed a DPF system for marine diesel engines, which run on C heavy oil. The initiative is part of ClassNK’s program to support joint research and development with industry and academia. MOL conducted a DPF demonstration test in 2010 using the main engine of a ferry serving coastal areas in Japan.

This system incorporates a filter that relies on silicon carbide ceramic fibers. The filter collects particulate matter (PM) when exhaust gas goes through it. It can collect more than 80% of PM produced by the engine, significantly reducing black smoke emissions. It is also a self-cleaning system that automatically combusts and eliminates PM buildup in the filter. This allows for continual operation without clogging of the filter, and requires no maintenance by seafarers.

OptaSense signs global agreement with Shell to deploy fiber monitoring for hydraulic fracturing operations

2012-05-27T04:00:00-07:00

OptaSense, a QinetiQ company, has signed a Global Commercialization and Framework Agreement with Shell that sets out the basis on which Shell businesses can contract with OptaSense directly to use its unique Distributed Acoustic Sensing (DAS) system. The initial service to be provided under the agreement is a commercial hydraulic fracture monitoring service.

The OptaSense Distributed Acoustic Sensing system provides a new window on in-well treatments. The hydraulic fracture monitoring service provides real-time monitoring of fracture fluid injection locations and provides an estimate of the volume of water and proppant uptake at these locations. With real-time monitoring of the operation at the treatment zone, operators are able to optimize the hydraulic fracturing process in a safe, reliable and repeatable way.

Conventional monitoring technologies are unable to survive the fracturing process whereas OptaSense is a breakthrough technology that has been developed in collaboration with Shell and can monitor the fracturing process by listening to a fibre optic cable attached to the well itself.

Optasense can monitor that the propant fluid that is injected into the borehole gets to the right place, and if not, modify the process straight away.

Commercial services have now commenced in the United States and Canada with hydraulic fracture monitoring underway in tight sands and shale gas wells. These services are expected to be extended into new territories in the near future. The hydraulic fracture monitoring services were developed in collaboration with Shell as part of a global research and development agreement announced in 2010.

EcoCAR 2 Year One Winner: Mississippi State University

2012-05-26T08:08:54-07:00

EcoCAR 2: Plugging In to the Future named Mississippi State University, with its series-parallel plug-in hybrid electric vehicle design, the Year One winner at the EcoCAR 2012 Competition in Los Angeles. The 15 universities competing in EcoCAR 2 gathered for six days of judged competition for $100,000 in prize money.

EcoCAR 2—which follows the competition series EcoCAR: The NeXt Challenge—is a three-year competition sponsored by the US Department of Energy (DOE), General Motors (GM) and 25 other government and industry leaders to give students the opportunity to gain real-world automotive engineering experience while striving to improve the energy efficiency of a 2013 Chevrolet Malibu.

Year One of the competition series emphasized engineering design though modeling and simulation to select and virtually test their plug-in hybrid electric vehicle architecture. Teams also started developing their hybrid control strategy using hardware-in-the-loop (HIL) simulation tools and designing major vehicle subsystems, including hybrid powertrain, energy storage, and high-voltage electrical systems.

Throughout the competition events in Los Angeles, EcoCAR 2 teams put their designs to the test, giving presentations to industry and government professionals based on their mechanical, electrical, control and HIL strategies, project initiation approval, outreach and business plans, and trade show display.

The Mississippi State University team produced top tier design reports, won Best Facilities Inspection, Best Final Technical Report, Best Project Initiation Approval Presentation, Best Trade Show Evaluation, and Best Controls Presentation categories. The university started competing nine years ago and has since taken first place three times previously.

The second place team is The Ohio State, and University of Waterloo took third place overall.

Now that their vehicle architectures are finalized, the 15 teams also received the keys to the GM-donated 2013 Chevrolet Malibu they will spend the next two years rebuilding, testing and refining.

Sponsors, which have contributed a total of $745 million in software, hardware and cash donations, include: General Motors; US Department of Energy; Natural Resources Canada; MathWorks; California Air Resources Board; Clean Cities; dSPACE, Inc.; A123 Systems, Inc.; Freescale; AVL Powertrain Engineering, Inc.; National Science Foundation; ETAS; Snap-On Tools; Magna E-Car Systems; Magna Powertrain; Robert Bosch, LLC; FleetCarma; Siemens PLM Software; CD-adapco; Ventor CANtech, Inc.; GKN; Blackberry; QNX; Woodward; Delphi Foundation; Caterpillar and Women in the Winner’s Circle.

DOE to fund up to $12M in FY 2012 for work on innovative biosynthetic pathways for transformational improvements in biofuels production

2012-05-26T05:30:00-07:00

The US Department of Energy (DOE) is soliciting (DE-FOA-0000719) research projects for up approximately $12 million in awards in FY 2012 for work on biosynthetic pathways for advanced biofuels to demonstrate transformational, not incremental, improvements in yield and productivity.

Synthetic biology technologies hold promise for addressing critical barriers in the biological and chemical production of important advanced biofuels and products, notes the DOE, including such barriers as product inhibition, tolerance to inhibitors, process robustness in the face of complex pretreatment processes and low yields, and productivity of conversion processes. The FOA invites the R&D community to apply these newer techniques to enhance and enable the development in biological or hybrid systems for producing advanced biofuels and high energy impact bio-based products. The focus of the FOA is in two topic areas:

Intermediate Production. Innovative synthetic biological approaches to the cost-effective fractionation of lignocellulosic biomass, both terrestrial and aquatic, into processable components such as fermentable sugars, modified lignin suitable for conversion to higher value materials, and oligomeric sugar fractions or biopolymers that are more easily converted to monomers for further processing.
Intermediate Transformations. Innovative synthetic biological approaches to the cost-effective and high yield conversion of processable component fractions into advanced biofuels and high-energy impact bioproducts.

The desired outcome is to improve the current performance metrics for lignocellulosic processing. DOE expects applications for the funding to target “transformational changes” in the way biomass is currently processed and converted into fuels and chemicals. For purposes of this FOA, the term “transformational” refers to a process that is significantly or markedly changed for the better (as opposed to small or incremental improvements).

More particularly, the Office of the Biomass Program has published its multi-year program plan (MYPP) which contains many of the performance metrics that must be achieved to allow biomass to be a resource for the production of fuels and chemicals. This FOA seeks applications that exceed the performance benchmarks found in the Biomass Program’s MYPP.

For example, says the DOE, research in obtaining clean lignocellulosic sugars has usually seen incremental changes in costs, on the order of pennies per pound. Becoming totally competitive with existing sugar costs would be “transformational.” Similarly, the road to achieving high productivities and yields for fermentations producing cellulosic ethanol has historically seen only incremental improvements. Applications responsive to the FOA would be those that propose a process for circumventing traditional approaches in converting lignocellulosic biomass to fuels. For example, a technology or approach that greatly reduces the cycle time in developing appropriate fermentative organisms could represent a “transformational change.”

Consolidated bioprocessing for advanced biofuels could be considered a transformative technology. While this approach has been implemented for cellulosic ethanol, its use for producing other advanced biofuels has not been demonstrated along with the performance metrics that make it transformational. Simply demonstrating a CBP approach to produce another advanced biofuel would not be considered as meaningful as developing a CBP approach that significantly increases yields and productivity.

Representative targets for the target areas could be:

For Topic Area 1, Intermediate Production, a potential desired outcome could be the demonstrated production of clean monomeric sugars (C₆ and C₅) at a cost of approximately $0.12-$0.20 per pound.

Other potential desired outcomes could be production of clean streams of biopolymers suitable for further processing with simple chemical or biological processes that reduce energy intensity by a factor of 10. Use of synthetic biology to achieve meaningful manipulation of ruminant type anaerobic systems to isolate components suitable for processing into advanced biofuels with yields comparable to bioreactor production (1-5 g/L/h or higher) could also be a target metric.
For Topic Area 2, Intermediate Transformations, a potential high impact outcome could be the increase in fermentative productivity of bioconversions from 1-2 g/L/h to 5-10 g/L/h for new conversion processes (including hybrid chemical and biological processes) to produce advanced biofuels. Another desirable outcome could be the reduction in process energy for product production, separation, and purification by a factor of 10 from current energy requirements. Another potentially useful outcome for any proposed immobilized cell bioreactors systems could be to improve the cell density from 109 cells/mL to values that increase productivity by large factors such as 5 or 10.

Maximum Federal funding for an individual award made under this FOA is $2.5 million; minimum Federal amount for an individual award is $500,000. DOE anticipates making 4-8 awards under this announcement, depending on the amount of each award.

Univ of Delhi team uses Ru/C catalyst for one-pot conversion of biomass to DMF; EMF as another promising biofuel

2012-05-26T05:08:00-07:00

Researchers at the University of Delhi (India) report the one-pot conversion of lignocellulosic and algal biomass into 2,5-dimethylfuran (DMF) using a multicomponent catalytic system comprising [DMA]⁺[CH₃SO₃]⁻ (DMA=N,N-dimethylacetamide), Ru/C, and formic acid.

A paper on their work is published in the journal ChemSusChem.

The synthesis of DMF from all substrates was carried out under mild reaction conditions; the reaction progressed via 5-hydroxyemthylfurfural (HMF) in the first step followed by hydrogenation and hydrogenolysis of HMF with the Ru/C catalyst and formic acid as a hydrogen source.

This report discloses the effectiveness of the Ru/C catalyst for the first time for DMF synthesis from inexpensive and readily abundant biomass sources, which gives a maximum yield of 32% DMF in 1 h. A reaction route involving 5-(formyloxymethyl)furfural (FMF) as an intermediate has been elucidated based on the 1H and 13C NMR spectroscopic data.

Another promising biofuel, 5-ethoxymethylfurfural (EMF), was also synthesized with high selectivity from polymeric carbohydrate-rich biomass substrates by using a Brønsted acidic ionic liquid catalyst, that is [DMA]⁺[CH₃SO₃]⁻, by etherification of HMF in ethanol.
—De et al.

Resources

Sudipta De, Saikat Dutta, Basudeb Saha (2012) One-Pot Conversions of Lignocellulosic and Algal Biomass into Liquid Fuels. ChemSusChem doi: 10.1002/cssc.201200031

Petrobras: drilling in new deepwater pre-salt block indicates 700M barrels oil, 3T cubic meters gas

2012-05-26T04:31:00-07:00

Petrobras announced the development of the exploration of block BM-C-33, south of the Campos basin. The drilling of the well 1-REPF-12D-RJS, where the discovery of a new hydrocarbon reservoir in the pre-salt layer was recently announced, indicated estimated recoverable volumes of more than 700 million barrels of oil and 3 trillion cubic meters of gas (equivalent to 545 million barrels) in the block BM-C-33.

The well, Known as Pão de Açúcar, is located 195 km (121 miles) from the cost of Rio de Janeiro state, and was drilled in approximately 2800 meters (9,186 feet) of water depth and encountered a hydrocarbon column of around 500 meters.

These figures confirm the potential of the BM-C-33 block in the Campos basin, including the Seat and Gávea discoveries, in addition to Pão de Açúcar, said Petrobras.

Repsol Sinopec Brasil is the operator, holding a 35% interest, in partnership with Statoil (35%) and Petrobras (30%). The consortium is preparing an evaluation plan to submit to the National Agency of Petroleum, Natural Gas and Biofuel Agency (ANP).

NOAA predicts a near-normal 2012 Atlantic and Eastern Pacific hurricane season, below-normal in Central Pacific

2012-05-26T04:00:00-07:00

Conditions in the atmosphere and the ocean favor a near-normal hurricane season in the Atlantic Basin this season, NOAA forecasts. NOAA’s outlook for the Eastern Pacific basin is for a near-normal hurricane season and the Central Pacific basin is expected to have a below-normal season.

For the entire six-month season, which begins 1 June, NOAA’s Climate Prediction Center says there’s a 70% chance of 9 to 15 named storms (with top winds of 39 mph or higher), of which four to eight will strengthen to a hurricane (with top winds of 74 mph or higher) and of those one to three will become major hurricanes (with top winds of 111 mph or higher, ranking Category 3, 4 or 5).

Based on the period 1981-2010, an average season produces 12 named storms with six hurricanes, including three major hurricanes.

Favoring storm development in 2012 is the continuation of the overall conditions associated with the Atlantic high-activity era that began in 1995, in addition to near-average sea surface temperatures across much of the tropical Atlantic Ocean and Caribbean Sea, known as the Main Development Region. Two factors now in place that can limit storm development, if they persist, are: strong wind shear, which is hostile to hurricane formation in the Main Development Region, and cooler sea surface temperatures in the far eastern Atlantic.

Another potentially competing climate factor would be El Niño if it develops by late summer to early fall. In that case, conditions could be less conducive for hurricane formation and intensification during the peak months (August-October) of the season, possibly shifting the activity toward the lower end of the predicted range.
—Gerry Bell, Ph.D., lead seasonal hurricane forecaster at NOAA’s Climate Prediction Center

NOAA this season is introducing enhancements to two of the computer models available to hurricane forecasters—the Hurricane Weather Research and Forecasting (HWRF) and the Geophysical Fluid Dynamics Laboratory (GFDL) models. The HWRF model has been upgraded with a higher resolution and improved atmospheric physics. This latest version has demonstrated a 20–25% improvement in track forecasts and a 15% improvement in intensity forecasts relative to the previous version while also showing improvement in the representation of storm structure and size. Improvements to the GFDL model for 2012 include physics upgrades that are expected to reduce or eliminate a high bias in the model's intensity forecasts.

The seasonal outlook does not predict how many storms will hit land. Forecasts for individual storms and their impacts are provided by NOAA’s National Hurricane Center, which continuously monitors the tropics for storm development and tracking throughout the season using an array of tools including satellites, advance computer modeling, hurricane hunter aircraft, and land- and ocean-based observations sources such as radars and buoys.

NOAA will issue an updated seasonal outlook for the Atlantic hurricane season in early August, just prior to the historical peak of the season.

Opel opens up Astra OPC CAN bus data to iPhone app

2012-05-25T10:14:28-07:00

Opel is making preselected data from the CAN bus (Controller Area Network) directly available on an iPhone where it can be displayed or analyzed further. The CAN bus is the central system that unifies and connects all the electronic control units in the vehicle.

iPhone users can now download the OPC PowerApp from the AppStore for €0.79, enabling them to access to CAN bus data. This application has its world debut in the Astra OPC, which is powered by a 2.0-liter direct-injection turbo gasoline engine, with 206 kW/280 hp output and maximum torque of 400 N·m.

Up to sixty different data, including engine boost pressure, throttle position, lateral acceleration or engine torque, are readily available in real-time on the iPhone. Data can also be stored and later compared with friends. A lap-time recorder connected to GPS data appeals to racing fans, for example those who use the Nürburgring track and want to analyze and improve their performances on the Nordschleife stretch.

In this way, braking points and section speeds can be analyzed. However, in addition the G-forces can be measured inside specific bends.

To use the OPC PowerApp, customers order a smart phone controller for installation behind the interior panels. It can be installed ex-works or retrofitted on request by Opel dealerships. The module is directly connected to the CAN bus of the vehicle and transmits its data with a frequency of 30 Hertz to the iPhone. An optionally available FlexDock iPhone cradle can also be installed to offer even better access and visibility of the PowerApp data.

Seven different display modes complete with the OPC logo and colors are available to the user including an analog instrument; a G-force meter; a digital display; an over/under-steer indicator; a bar chart; a line graph; and a map. The OPC PowerApp works on iPhones (starting at the third generation), iPad 2 and iPod Touch and will also be available for Android systems by early 2013.

NEMA creates new EVSE working groups to address key gaps in EV standards

2012-05-25T09:04:36-07:00

The National Electrical Manufacturers Association’s (NEMA) Electric Vehicle Supply Equipment/Systems Section created two new working groups to develop standards that focus on network roaming for a public charging station and communication of electric vehicle (EV) metering data.

The Section created the working groups to address several gaps in EV charging standards identified in the ANSI Electric Vehicle Standardization Roadmap.

To address gaps in network roaming, the Section organized a working group to develop a standard that permits EV drivers to universally locate and reserve a public charging spot; supports roaming that allows charging services from a provider other than the EV user’s home charger; and addresses offline access control at charging station.

To address gaps related to communication aspects of EV meters, a second working group will develop a standard that will communicate metering data from the end user to the vehicle.

ACEA, CLEPA AND EURELECTRIC promote single standard for charging plug-in vehicles; EURELECTRIC not keen on fast charging

2012-05-25T09:00:41-07:00

The European Automobile Manufacturers Association (ACEA), the European Association of Automotive Suppliers (CLEPA) and the Union of the Electricity Industry (EURELECTRIC)—the association representing the common interests of the electricity industry at the pan-European level—have jointly agreed on the need for a single harmonized plug system (connector types/modes and communication) for the recharging of electric vehicles on both the vehicle and the infrastructure sides.

ACEA has updated its position paper to cover recent developments (earlier post, earlier post), and CLEPA is now co-signatory of the paper. EURELECTRIC has recently issued its own paper reflecting the same position.

European car manufacturers (ACEA) recommend installing Type2/Type Combo inlet/connector, as of 2017, for charging electric vehicles. For EURELECTRIC it is important that Europe decides to adopt a single connector, but it does not have a preference on the specific type as it does not influence the distribution of the electricity. EURELECTRIC takes note that different infrastructural choices are being made across Europe. This situation needs to be resolved now before it endangers further market deployment.

In response to customer requirements, a high-power charging option has to be offered. This charging option should, however, not be promoted as the main way to charge electric vehicles. Instead, EURELECTRIC believes that the bulk of the charging can be done through low-power charging when the vehicles are plugged into the grid every time they are parked.
—“Facilitating e-mobility: EURELECTRIC views on charging infrastructure”

Concerning the connector types/modes and communication, ACEA agrees on following key principles and recommendations:

ACEA suggests Type 2/Type 2 Combo to be used in the EU as a standard for AC/DC charging both on the vehicle and public charging side as long as it meets required national safety requirements. (Phase 2 starting in 2017 for all new vehicle types on vehicle side.)
The joint envelope profile. Source: ACEA. Click to enlarge.
Standardization of the joint “envelope” profile paves the wave to a real global solution. Having in mind different operational conditions (namely from the side of grid and electricity power in grids), a simple single solution cannot work between US and EU. The joint “envelope” profile facilitates the exchange of Combo 1/Combo 2 solutions and will lead to significant simplification of charging mechanisms for consumers and cost reductions for the industry.
No direct communication between vehicle and grid (i.e., communication without EV supply equipment, EVSE) is foreseen for the moment.
Preference PLC communication between EV and EVSE shall be ISO/IEC 15 118 compliant.
If in the future communication between EV directly to the grid will be established, it shall follow an international standard (to be defined, but it should be compliant at least with ISO/IE C 15118).
International standards ISO/ IEC 15 118 and IEC 61851-23/-24 shall cover the needs of communication for most modes of charging.
As for the communication technology, ACEA decided to concentrate all efforts on of IEEE 1901 Profile Green PHY on CPLT/PE.
For the wireless communication, industry decided to select a PLC technology for the communication, wireless solutions should be developed in the future or for the moment will represent additional company specific extensions and business cases.

ACEA’s rationale is:

With plug-ins already entering the market, there is no possibility to have unified vehicle inlets for the moment. But having in mind the need to have standardized solution, European manufactures are committed to accept one “envelope” solution for vehicle inlet once it is set by legislation or standard (with sufficient lead time).
The proposed Type 2/Type 2 Combo provides background for unified solution for different AC and DC charging powers and enables compatibility among solutions.
Both for the vehicle inlet and public infrastructure side, Type 2/Type 2 Combo is the only solution for the moment in Europe that can combine standard AC and fast AC and DC charging in short future.
Type 2 fulfills all safety requirements of ISO/IEC and can be equipped with shutters as well.
From the perspective of automotive industry, Type 2/Type 2 Combo, is the only solution that can be used both on vehicle and public infrastructure side and is ready for all kinds of charging and can ensure interoperability EU-wide. Type 2 Combo provides an opportunity for a global solution and fits to the proposed “envelope” profile as well.
The proposed “envelope” profile creates a solution that streamlines EU and US charging systems. Type 2 is also open for future development and global harmonization of charging standards.

To ensure clear communication, ACEA is stressing the use of common language with following terminology:

For high-power AC or DC public charging, EURELECTRIC notes that two technologies are available: DC off-board charging (e.g., CHAdeMO) or AC onboard charging. CHAdeMO DC off-board charging is more common today, due to the introduction of the first generation of Japanese electric cars on the European automotive market. However, CHAdeMO is not internationally standardized, and European automotive manufacturers have expressed their intention to launch a passenger car with an on-board charger which would be compatible with a high-power range AC supply arrangement.

The combined charging system with the Combo connector being promoted by the European automakers can potentially deliver high-power charging of up to 100 kW in future. The Combo connector is currently under development and going through the IEC standardization process. It is expected to be available on the market by end 2012 depending on the progress made in standardization.

The future infrastructural solution for DC charging remains very uncertain: only CHAdeMO installations are available for the moment, but the European car manufacturers’ expressed preference for the Combo charging solution has left the future infrastructure solution open. Indeed, the technological choice between on- or off-board chargers will be determined by what suits the vehicles on the market and the relative cost of both systems for the infrastructure provider.

For the electricity industry, it does not matter much whether the conversion from AC to DC is done on- or off-board. In any case, high-power charging is likely to be a premium-priced service (peak demand pricing) for the electric vehicle driver, the use of which should be encouraged only when charging time is critical, i.e. in the middle of a journey. In such cases, limiting or interrupting charging for load management purposes (except for emergencies) is unlikely to be acceptable to electric vehicle customers. For the electricity industry, the limited possibilities of load management therefore make high-power charging less attractive.
—“Facilitating e-mobility: EURELECTRIC views on charging infrastructure”

The associations stress that these issues need to be solved urgently, before the rolling-out of the infrastructure starts in different European Member States on a wider scale.

The associations jointly and strongly urge the relevant European Institutions, and in particular the European Commission, to take appropriate measures to ensure the implementation of a single solution for the charging of electrically-chargeable vehicles in Europe, in line with the European industry proposal.

Standardization provides predictability to investors; it enables economies of scale, reduces costs for all stakeholders and is essential in increasing user acceptance. All relevant industries want to provide a simple and cross-border operational solution for European citizens, the organizations said.

Recommendations for mass-market deployment. Source: EURELECTRIC. Click to enlarge.

Fuel-cell hybrid buses in regular service in Switzerland

2012-05-25T07:30:29-07:00

PostAuto Schweiz AG has become the first company in Switzerland to deploy fuel-cell technology for public road transport. Since the end of 2011, five Mercedes-Benz Citaro FuelCELL Hybrid models have been serving on routes in and around Brugg (in the canton of Aargau) as PostAuto vehicles. Over the next five years, PostAuto will test the fuel-cell drive, using clean hydrogen as fuel.

The dense network of routes operated by PostAuto around Brugg is suited to the test in terms of both topography and routing, with a mixture of city traffic, country roads and village streets. The routes will be operated by the PostAuto company Voegtlin-Meyer AG, which will also service and refuel the five fuel-cell post vehicles at its garage location.

Aargau Canton is supporting the fuel-cell bus project with a subsidy of 1.5 million Swiss francs (US$1.6 million) from the Swisslos lottery fund. PostAuto expects to save some 2,000 tonnes of CO₂ during the five-year test phase.

Compared with the fuel-cell omnibuses that were tested from 2003 on as part of the CUTE and HyFLEET:CUTE projects, the new Citaro FuelCELL Hybrid offers a number of innovations: hybridization with energy recovery and storage in lithium-ion batteries; powerful electric motors fitted in the wheel hubs with a continuous output of 120 kW; electrified PTO units and more advanced fuel cells.

These cells will have an extended service life of at least five years, or 12,000 operating hours. The fuel-cell stacks in the new Citaro FuelCELL Hybrid are identical to those used in the Mercedes-Benz B-Class FCELL with fuel-cell drive.

As in the earlier fuel-cell buses, the two stacks are installed on the vehicle’s roof. A new addition is lithium-ion batteries, which store energy that is recovered during braking. With the electric power from this pack, the new Citaro FuelCELL Hybrid is able to run for a number of kilometers on battery power alone. The concept behind the new FuelCELL bus essentially corresponds to that of the Mercedes-Benz BlueTec hybrid buses. However, these derive their electric power from a diesel generator, whereas in the new FuelCELL buses the fuel cells generate the electricity for the drive motors.

The improved fuel-cell components and the hybridization with lithium-ion batteries result in a reduction in hydrogen consumption of almost 50% for the new Citaro FuelCELL Hybrid compared with the previous generation. As a result, it has been possible to reduce the number of tanks from the total of nine on board the fuel-cell buses deployed in earlier trials to seven on the current vehicles, holding 35 kg of hydrogen in all. The operating range of the fuel-cell bus is more than 250 kilometers (155 miles).

The EU-funded CHIC (Clean Hydrogen in European Cities) project will permit the integration of 26 fuel-cell buses into daily regular services in five European cities.

The project is based on a gradual introduction of hydrogen-powered fuel-cell buses, and aims to set up bus fleets with fuel-cell vehicles, along with the necessary infrastructure. With the CHIC project, Daimler Buses is following up on two previous successful projects, CUTE and HyFLEET:CUTE, launched by the European Union, which ran from 2003 to 2009. A total of 36 Mercedes-Benz Citaros with second-generation fuel-cell drives have already proven their worth at twelve transport operators on three continents, with more than 140,000 operating hours and a total distance travelled of over 2.2 million kilometers (1.4 million miles).

WSU researchers developing nanoneedle tin anode material for Li-ion batteries

2012-05-25T06:46:05-07:00

Nanoneedles. Source: WSU. Click to enlarge.

Researchers at Washington State University (WSU), led by Dr. Grant Norton, professor in the School of Mechanical and Materials Engineering, are developing a nanoneedle tin (Sn) anode material for Li-ion batteries. Elemental Sn is attractive as a high-performance anode material because of its high theoretical specific capacity (992 mAh g^-1) and high operating voltage along with the absence of solvent intercalation.

However, similar to silicon, tin experiences huge volumetric expansion/shrinkage on cycling, causing severe mechanical disintegration (such as cracking and pulverization) and hence shortened cycle life. A number of research groups are working on methods to prevent such life-limiting mechanical problems, such as the use of tin nanopillars layered between graphene sheets. (Earlier post.)

Norton and postdoctoral researcher Uttara Sahaym developed their novel nanoneedle material a little over a year ago while working on a project to mitigate tin whiskers—a problem in microelectronics because of short-circuiting.

Norton and his group decided to see if they could control the growth of tin whiskers, instead of trying to get rid of them. They applied the work to developing a tin-based anode for batteries.

The researchers developed a method for growing tin nanoneedles directly onto copper foil using a standard electroplating process that is commonly used in industry.

With support from the WSU College of Engineering and Architecture’s Emerging Technology Fund, which is funded by private donations, the researchers have started building and testing the batteries.

According to Dr. Norton, capacity and performance information for the new material is not yet publicly available. For its battery development work, the team is currently using Li for the cathode and LiPF₆ for the electrolyte. Norton adds that while it is unlikely that this will be the final device pairing, it is what the team is using for cell testing.

BMW updates 7 Series; completely new powertrain for ActiveHybrid 7

2012-05-25T03:30:00-07:00

The new BMW ActiveHybrid 7. Click to enlarge.

BMW is updating its flagship BMW 7 Series for 2013 with significant powertrain upgrades in the 740i/Li and 750i/Li models—including BMW’s 8-speed Steptronic automatic transmission; and xDrive, BMW’s intelligent all-wheel drive system, now available for the 740Li—as well as a completely new powertrain for the ActiveHybrid 7. The new 2013 7 Series arrives in US BMW center showrooms in late summer 2012, expect for the ActiveHybrid 7, which arrives in early fall.

The updated BMW ActiveHybrid 7 features BMW’s 3.0-liter TwinPower Turbo inline 6-cylinder engine combined with full-hybrid power for lower fuel consumption and emissions, as well as innovative auxiliary functions. In this application, the engine is the same 315 hp (235 kW) version as in the new BMW 740Li and replaces the V8 engine previously used in the ActiveHybrid 7.

Other hybrid components include a 55 hp (41 kW) synchronous electric motor, hybrid-spec 8-speed Steptronic automatic transmission, a lithium-ion high-performance battery and power electronics which run the intelligent energy management.

With combined output of 349 hp (260 kW) and peak torque of 367 lb-ft (498 N·m), the new BMW ActiveHybrid 7 accelerates from 0 to 60 mph in about 5.5 seconds (preliminary). At the same time, it delivers significantly improved fuel efficiency. US EPA numbers are not yet available. However, in the EU test cycle the new ActiveHybrid 7 yields efficiency gains of 14% over the new 740Li which itself sees an improvement over its predecessor.

The electric motor provides an extra 155 lb-ft (210 N·m) of torque through the boost function if the driver should need a quick sprint or to call on strong mid-range acceleration, when passing or merging for example. ECO PRO mode, with coasting function and proactive analysis, prepares the drive system in advance for upcoming situations on the road. Brake Energy Regeneration and the Hybrid Start-Stop system also work together to maximize overall efficiency.

The 2013 BMW ActiveHybrid 7 can also run purely on electric power. If the hybrid battery has sufficient charge and the driver goes easy on the accelerator, the car can cover a distance of up to 2.5 miles (4 km) in all-electric mode, with a top speed of 37 mph (60 km/h).

The BMW ActiveHybrid 7 features a coasting mode which completely shuts off the combustion engine when coasting, allowing the ActiveHybrid 7 to glide along emissions-free. Intelligent energy management allows the ActiveHybrid 7 to analyze the driving situation ahead in order to prime the hybrid drive components for maximum efficiency. This is accomplished by integrating the power electronics with the navigation system.

Based on data, such as route topography, speed limits or traffic levels, the vehicle can be prepared in advance and the available energy deployed as efficiently as possible. For instance, a longer downhill stretch can be used to recharge the hybrid battery so that the ActiveHybrid 7 can be driven on purely electric power through a residential area on the “home stretch”.

The new ActiveHybrid 7 will be available in the US as a long-wheelbase model only.

Other powertrains. While the 760Li, with its 6.0-liter Twin Turbo V12, remains the pinnacle in the BMW 7 Series line, both inline-6 cylinder 740i/Li and V8-powered 750i/Li models receive significant enhancements, designed to deliver both better performance and greater efficiency. Every 7 Series model now features an intelligent 8-speed Steptronic automatic transmission that offers significantly reduced fuel consumption and emissions. Auto Start-Stop, Brake Energy Regeneration and the second-generation Driving Dynamics Control with ECO PRO mode offer additional potential for fuel-saving.

The 2013 BMW 740i/Li now feature BMW’s latest 3.0-liter TwinPower Turbo inline 6-cylinder (N55). Compared to the previous model, this new engine combines a single twin-scroll turbocharger, High-Precision Direct Injection and Valvetronic, BMW’s throttle-less intake system. This engine again uses Double-Vanos infinitely variable camshaft timing.

The 740i/Li use a high-output version of this engine delivering 315 hp and 330 lb-ft (447 N·m) of torque for power on par with the previous model. US EPA mileage estimates are not yet available. However, in the EU test cycle, fuel consumption was reduced by about 20%. Another significant option for customers in the US is the availability of xDrive, BMW’s intelligent all-wheel drive system, for the 2013 BMW 740Li.

The 2013 BMW 750i/Li also receive upgrades to their powertrain that enhance performance while improving efficiency. The 4.4-liter TwinPower Turbo V8 has been updated with Valvetronic. It works in concert with High-Precision Direct Injection and twin turbochargers, nestled on top of the engine, to deliver 445 hp (332 kW), a 45 hp increase over its predecessor, and 480 lb-ft (651 N·m) of torque, an increase of 30 lb-ft.

Acceleration from 0-60 mpg is 4.7 seconds (preliminary), while consuming significantly less fuel. US EPA mileage estimates are not yet available. However, in the EU test cycle, fuel consumption was reduced by 25%.

Auto Start-Stop, Brake Energy Regeneration, ECO PRO mode. All new BMW 7 Series models come equipped with Auto Start-Stop which can cut fuel consumption by up to 6% as well as Brake Energy Regeneration. Generally the battery is only recharged when the driver is off the throttle, for example, when coasting or under braking. Driving Dynamics Control in the new 7 now includes ECO PRO mode which modifies the powertrain management as well as the programming of the heating and air conditioning, heated seats and exterior mirror heating to operate with optimum efficiency. It also offers tips for an efficient driving style. Taken together, ECO PRO can reduce fuel consumption by as much as 20%.

Driving Dynamics Control allows the driver to tailor accelerator response characteristics, engine response, power steering characteristics, and the Dynamic Stability Control thresholds. The Servotronic function, Integral Active Steering, automatic transmission and Dynamic Damper Control are also integrated into the system.

Using the rocker switch on the center console, drivers can choose between ECO PRO, COMFORT+, COMFORT, SPORT and SPORT+ modes. Each mode activates different settings for the relevant powertrain and chassis components. The distinction between each of the modes is more perceptible than before.

The addition of ECO PRO mode helps the BMW 7 Series driver maintain an efficient driving style. It does so by changing the accelerator mapping so that the same pedal travel delivers less power than in the standard mode. The control strategy for the automatic transmission is also modified to upshift sooner and downshift later, while intelligent energy and climate management reduces power consumption as well as the energy consumption of electrical systems such as heated mirrors and seats.

To facilitate the most efficient driving possible, ECO PRO provides tips and incentives on how to develop a more efficient driving style for the situation at hand. Special displays in the instrument cluster let the driver know how well they are doing by indicating how much the driving range is being extended and by showing a history of their fuel consumption. In ECO PRO mode, average fuel consumption can be reduced by up to 20%.

The ECO PRO mode in the new BMW 7 Series includes the new coasting mode, which is designed to decouple the engine when coasting at speeds between 30 – 100 mph (48 – 161 km/h). In coasting mode, the engine in the new 7 Series freewheels on deceleration with no engine braking effect thereby reducing fuel consumption. Through proactive driving, the kinetic energy built up by the vehicle can be harnessed to achieve fuel savings of as much as five percent. The coasting function is shown graphically in the information display and can be switched off if desired.

The 7 Series is the first car to feature an electronically controlled damping system whose shock absorbers are adjusted individually at each wheel based on the condition of the road surface and the driving style.

Each wheel’s compression and rebound settings are adjusted continuously and independently from one another. For example, a stiff chassis setting can be combined with comfortable responses to unevenness in the road surface. The shock absorber settings can be preset by the driver using the Driving Dynamics Control switch.

Active Roll Stabilization, which standard on the 760Li and optional on other models, reduces body roll in high-speed corners and under sudden changes in direction. Sensors calculate the amount of body roll which is quickly counteracted by rotary actuators in the front and rear anti-roll bars. This system allows drivers to thread the car through corners with even greater agility and precision.

Integral Active Steering is available for rear-wheel drive BMW 7 Series models, which combines the Active Steering system for the front wheels with rear wheel steering. The steering angle and power assistance are controlled at both the front and the rear with the help of electric motors. The optimized system control unit processes information on wheel rotation speeds, steering wheel movement, yaw rate and lateral acceleration to ensure optimum steering behavior for the driving situation at hand. Integral Active Steering also works with a variable steering ratio on the front wheels, which makes parking and maneuvering easier and enables impressive precision at higher speeds.

All BMW 7 Series models are now equipped with self-leveling rear air suspension, which keeps the car riding at a constant height no matter what kind of driving conditions it encounters and regardless of the loads on board. This automatic self-leveling suspension responds to any change in load by adjusting the suspension at the relevant wheel. This means that only small interventions are required in response to spring movements caused by road imperfections and cornering lean. This feature was previously available only on long wheelbase models in the US.

3D nav system. The latest-generation navigation system in the 7 Series features a revised design and operating system. The user interface includes revised graphics and now comprises 3D elements, while the entire architecture of the individual menus is now presented in virtual, three dimensional spaces. Its 1.3 GHz processor and dedicated 3D graphics card, bring new levels of animation and dynamic transitions.

New function bars are superimposed on the map as an extension of the original map bar and open up additional options. This allows for Real Time Traffic Information (RTTI) or weather updates to be superimposed, points-of-interest to be displayed, or the map to be quickly switched from top view to perspective view.

The latest-generation navigation system features a full speech recognition function and optimized voice control system to complete the portfolio of office functions offered by BMW ConnectedDrive as BMW. The full speech recognition system now includes the dictation function which gives drivers the opportunity to dictate text freely and compose short text-based messages simply by saying what they wish to write. Just a few seconds after dictation has been completed, the transcribed text appears in the display and can be read out if desired. Drivers also have a number of simple-to-use, speech-based editing tools available to them for putting the final touches to e-mails and SMS messages easily and, most importantly, safely. The multilingual system can recognize six languages including English and Spanish.

The navigation system now allows additional menu functions to be called up through simplified voice commands. The system is able to recognize contact data irrespective of the format in which it is stored, and thus independently of first name and surname order. Additional submenu functions can now be activated or actions specified by speech input—from adjusting the radio and entering a destination to changing the route criteria. Voice control is becoming even easier to use.

European Council and Parliament agree to limit sulfur content of marine fuels to 0.5% for all ships by 2020

2012-05-25T03:00:00-07:00

European governments have agreed on legislation to limit the maximum sulfur content of marine fuels to 0.5% (5,000 ppm) for all ships from 2020, down from currently 3.5% for cargo vessels and 1.5% for passenger ships.

The European Committee of Permanent Representatives endorsed the compromise agreed between the Council and the European Parliament regarding the directive amending directive 1999/32/EC as regards the sulfur content of marine fuels.

Emissions from shipping due to the combustion of marine fuels with a high sulfur content contribute to air pollution in the form of sulfur dioxide and particulate matter, which harm human health and contribute to acidification. The directive aims to reduce these emissions considerably.

The text as it stands now was negotiated in informal “trilogue” meetings between the Council—represented by the Danish presidency—the European Parliament and the European Commission.

The key elements of the agreement are:

In line with the Annex VI of the MARPOL Convention, the limits for the sulfur content of marine fuels used in designated SO₂ Emission Control Areas (SECAs) will be 1% until 31 December 2014 and 0.1% as from 1 January 2015.

The IMO standard of 0.5 % for sulfur limits outside SECAs will be mandatory in EU waters by 2020. This will also be valid for passenger ships operating outside SECAs to which the current regime of 1.5 % applies until that date. A general cap does not allow the use of marine fuels with a sulfur content of more than 3.5 % by mass within member states territory, with the exception of fuels used by vessels with alternative exhaust gas cleaning systems, the so-called scrubbers, operating in closed mode. According to the compromise, member states should endeavor to ensure the availability of the required marine fuels.
Aid for investment costs. Since the costs of new requirements to reduce sulfur emissions could have negative effects on the competitiveness of the industry and could produce a modal shift from sea to land, member states may provide support to operators in accordance with the applicable state aid rules if such aid measures are deemed to be compatible with the treaty. Furthermore, the Commission should make full use of financial instruments that are already in place and promote the development and testing of alternative technologies to reduce emissions from ships.
As part of the effective, proportionate and dissuasive penalties to be set by member states in implementing the directive, possible fines should at least be equivalent of the benefits deriving from the infringements to the provisions of the directive.
In relation to reporting and review, the Commission should, based on the implementation of the directive, draw up a report by December 2013 and consider in this context the potential for reducing air pollution by ships. In the review of the Commission’s air quality policy scheduled for 2013, the Commission will consider all possibilities how to reduce air pollution, including in the territorial seas of member states.

EU ministers and lawmakers will need to approve the agreement later in the year.

Google’s technology campaign for autonomous driving

2012-05-25T02:50:00-07:00

by Bill Cooke

Search engine giant Google is looking for partners within in the auto industry to help launch one of the most significant applications of artificial technology over the next several years, the self-driving car.

In a keynote address to the SAE 2012 World Congress on 25 April 2012, Anthony Levandowski, Business Lead for Google’s Self Driving Car Project provided an overview of Google’s autonomous vehicle program and requested that the auto industry partner with Google on the implementation. (Levandowski joined Google in 2007 to launch StreetView—Google Maps with Street View lets you explore places around the world through 360-degree street-level imagery.)

We’re not perfect; the technology is nowhere near ready. We want to set expectations low but we want to encourage dialogue on how we want to move the technology forward.
—Anthony Levandowski

“For some, driving is a distraction.”

—Allen Taub, former GM VP, Global R&D

Levandowski shared that 32,788 people were killed in the US last year in auto accidents and 90% of those accidents were related to human error. Multi-tasking while driving is only increasing to the extent that people view driving as the distraction. Twenty percent of the food consumed in America is eaten in cars. Google believes that a future state with having computers drive cars can “remove a gigantic chunk” of the US fatalities.

Approximately 1.5 million people/year are killed in auto accidents globally. Google is involved because the company has a strong technical legacy and the company likes to take on problems where the “solutions have a high impact on humanity that involve challenging technical problems”.

In addition to the safety impact, Google believes your brain should be able to engage in activities other than driving.

It is a bug, not a feature, that you need to drive all of the time…What if I gave you a pill that allows you to get 10% longer life without any side effects …given how much time we spend in a car, a self driving car is that pill.
—Anthony Levandowski

Prior to working for Google, many of the engineers were veterans of the 2004 and 2005 DARPA Grand Challenge that featured vehicles executing a route across an off road area. Many of these engineers also participated in the 2007 DARPA Urban Challenge which involved vehicles operating in an urban environment with defined routes but various fixed and moving hazards.

In 2009, Levandowski used an autonomous vehicle to deliver a pizza through the streets of San Francisco. It is interesting to note that in the interest of safety, and perhaps publicity, the pizza delivery vehicle was accompanied by an escort involving eight police cruisers and eight police motorcycles.

“In God we trust, everyone else brings data”

—Google design philosophy

Here’s the high-level approach to Google’s autonomous technology. When the vehicle is initialized and given a destination, it uses GPS to determine its position within 5-10 centimeters. It than uses Google’s mapping functions to overlay a model of the world and to create a route similar to an automotive GPS system. It uses a laser scanner, camera and radar to create a 3D model of the world around it and uses software to identify, categorize and track fixed and moving objects. It combines data from the GPS system and the real world measurements to create a path for the vehicle. The software has the ability to “anticipate” an open path but in general “the vehicle is more polite than you or I” according to Mr. Levandowski. The system focuses on defensive driving—“we don’t try to correct other people’s mistakes”—and it won’t rapidly accelerate to avoid being rear ended.

One of the advantages of the system is that it is backward compatible with existing infrastructure; it doesn’t require special markers in the road or transponders on other vehicles.

System performance isn’t limited to human reaction times. “We measure thousand of parameters during the vehicle development and one of the most significant data points is ‘time to collision’ (TTC).” TTC measures how quickly a collision is going to occur if no evasive actions are taken. In situations with a short TTC (less than 7.5 seconds) the robotic system is “dramatically better than a human.”

The vehicle is lightning fast through obstacle courses; “… over a closed course where a one minute lap time is considered excellent the robotic system can beat a professional driver by two to three seconds.”

Steve gets a taco and the hour-long commute. Google shared two examples of the development vehicle in use. The first one involved Steve, who is blind, and in 2012 got into a car and drove down to a local store to get a taco. This represented more of a future state since although the vehicle was capable of executing the actions to get Steve to and from the taco shop, there are still significant legal issues to be worked out before blind people can routinely drive cars autonomously. Google is interested in “Not only how we treat the ‘best’ but those that need our technology the most”.

The second example was a Google employee who lived in Berkeley, CA and commuted to Mountain View. The employee’s commute is approximately one hour each way and along that commute 45 minutes was in autonomous mode and 15 minutes was in driver mode with eight driver/autonomous transitions along the way. Per Google policy, employees weren’t allowed to text or do other highly distracting activities in autonomous mode but the employee really appreciated the ability to “concentrate on other things and make the mental transition between home and work” during autonomous mode.

The vehicle is capable of doing the entire commute autonomously but the team has decided to focus their efforts on improving highway performance. Google’s fleet of converted Priuses have travelled more than 250,000 miles in autonomous mode and Google believes they’ll need to covered closer to one million miles before the technology can be released onto the market.

From an energy standpoint, autonomous driving is more efficient since the vehicle is “hypermiling the entire time … and imagine if your vehicle knows the stop light ahead is going to be red before you get there …”

“The real danger is the failure of our imagination.”

—Anthony Levandowski

Nevada and Florida (AB 511 and CS/HB 1207) have approved legislation that provides the legislative intent to safely develop the operation of motor vehicles with autonomous technology on the public roads of their respective states but doesn’t give authorization to deploy the vehicles until the technical and legal issues are better understood. The California state Senate has approved a similar measure (SB 1298).

The bill content varies by state but both states require a human to be in the vehicle during operation.

In Florida’s case, the legislation was approved by the Governor on 13 April 2012 and directs the State’s Department of Highway Safety for Motor Vehicles to prepare a report for the legislature on the safe operation of autonomous vehicles no later than 12 February 2014.

Nevada defines “Artificial intelligence” to mean the use of computers and related equipment to enable a machine to duplicate or mimic the behavior of human beings” and “autonomous vehicles” to mean a motor vehicle that uses artificial intelligence, sensors and global positioning system coordinates to drive itself without the active intervention of a human operator”.

Although the legal language is still very preliminary, Google hopes that ultimate legal responsibility and liability for the vehicle will stay with the owner but “as any third-grader will tell you, if the robot makes a mistake, it’s the robot’s fault”.

Failure modes and orange barrels. Google’s autonomous vehicles still have areas where they want to improve. Construction zones and joggers provide special challenges. Google is enthusiastically looking for worst case samples of each situation to develop their software. Levandowski showed a video of a narrow, winding CA road full of runners which they use for software development.

Google understands that there is always the risk of system failure and is especially concerned about a failure of a key sensor. There is going to be redundancy among the sensors but for some situations they want the driver to be able to take over in such a situation but they realize it can’t be instantaneous. They’re working on the appropriate window but they expect it to be on the order of 10-20 seconds.

“There are as many views on this technology as there are car brands,”

—Anthony Levandowski

“Google doesn’t want to make cars” and is looking for partners to deploy the technology, Levandowski said. In addition to working with state legislators and NHSTA on policy and regulation they’ve also been in talk with insurance companies. Google believes they’ll be able to provide evidence that “actuaries can use to reduce insurance rates” to apply to vehicles while they’re being operated in autonomous mode.

Google has talked to various original equipment manufacturers (OEM) individually about the technology with various responses; Google has also been talking to the Auto Alliance—an industry wide group.

To accelerate the deployment of the technology, Google is exploring retrofitting existing vehicles. To prevent opposition from the OEM’s legal departments about third-party modifications, the Florida legislation explores provisions to protect the original equipment manufacturer from lawsuits if a third party converts their vehicle into autonomous drive.

Levandowski believes strongly in implementing the technology quickly: “the most important thing a computer can do over the next ten years is drive a car” and start reducing the 32,788 traffic fatalities a year in the US.

Clean Republic selects AllCell to supply Li-ion e-bike battery with 40-mile range

2012-05-25T02:00:00-07:00

Clean Republic, one of the largest retailers of electric bike conversion kits in the US and owner of the Hill Topper and ProPack brands, selected AllCell Technologies to supply US made lithium-ion batteries. AllCell’s batteries are protected by the company’s proprietary thermal management system (earlier post), which limits maximum battery temperature and protects against overheating, leading to an improvement in cycle life.

The new battery was jointly developed by Clean Republic and AllCell, and provides riders with a 40-mile drive range, a significant increase from Clean Republic’s existing 10-mile and 20-mile battery options.

The key to the improved battery size, weight (6 pounds /2.7 kg), and performance is AllCell’s patented phase change material (PCM) thermal management system. The PCM surrounds each lithium-ion cell in the battery pack, where it absorbs and conducts heat away from the cells as they heat up. This simple and effective technology requires no energy to operate and can double the cycle life of the battery pack, according to AllCell.

US Senate Armed Services Committee produces markup limiting DoD purchase of biofuels and prohibiting construction of biorefineries

2012-05-25T01:00:00-07:00

The US Senate Committee on Armed Services completed its markup of the National Defense Authorization Act (NDAA) for Fiscal Year (FY) 2013. The bill emerging from the Senate committee authorizes $631.4 billion for national defense programs. The bill authorizes $498.0 million more than the President’s request for the base budget of DOD and $301.0 million less than was requested for OCO ( overseas contingency operations, which funds the war in Afghanistan). The bill authorizes $431.0 million less than the requested level of funding for national security programs of the DOE.

Among the many provisions of the markup are (a) a provision that would prohibit the use of funds authorized to be appropriated to the Department of Defense (DoD) in FY 2013 from being obligated or spent for the production or sole purchase of an alternative fuel if the cost exceeds the cost of traditional fossil fuels used for the same purpose, except for continued testing purposes; and (b) a provision prohibiting the construction of a biofuels refinery or any other facility or infrastructure used to refine biofuels unless the requirement is specifically authorized by law.

The DoD authorization legislation must now be debated on the Senate floor and ultimately conferenced with the House version.

The votes in the Armed Services Committee on both provisions were narrow: 13-12. In favor were Senators Webb, Manchin, McCain, Inhofe, Sessions, Chambliss, Wicker, Brown, Portman, Ayotte, Graham, Cornyn, and Vitter. Opposed were Senators Levin, Lieberman, Reed, Akaka, Nelson, McCaskill, Udall, Hagan, Begich, Shaheen, Gillibrand, and Blumenthal.

Novozymes, the leading producer of enzymes that turn biomass into biofuels, called the Senate committee’s decision to block DoD’s use of domestically-made renewable energy to power its vehicles a “lost opportunity.”

If you look at the support for energy programs in the farm bill, we know the Senate understands the huge impact renewable fuels are having. Fueled by private investment, they are adding to America’s mix of domestic energy, reducing prices for consumers and freeing us of foreign influence. Today’s vote, however, was a lost opportunity. Biofuels are reducing costs for US consumers more than a dollar a gallon—and we should let that innovation do the same for our military. We look forward to working with our allies in the Senate and helping the military achieve its cost-reduction and transportation goals.
—Adam Monroe, President of Novozymes North America

Oak Ridge researcher developing autonomous intelligent engines capable of real-time calibration based on driver behavior

2012-05-24T12:10:40-07:00

Improvement in fuel consumption (red line) from one of the case models using the POD learning model. Source: Malikopoulos 2010. Click to enlarge.

Dr. Andreas Malikopoulos at Oak Ridge National Laboratory is leading an effort to enable an automobile engine to function as an autonomous intelligent system capable of learning and realizing its optimal calibration in real-time under different conditions while the driver is driving. (Calibration is defined as the procedure required to optimize one or more engine performance indices—such as fuel economy, emissions, or engine power—with respect to the engine controllable variables.)

Equipped with this capability, an engine should be able personalize its calibration for each driver—i.e., progressively to perceive a driver’s unique driving style and then to optimize one or more engine performance indices for that style. Malikopoulos has run a number of simulation studies (using the enDYNA high fidelity simulation model) showing up to 10% fuel economy improvement using his proposed method compared to a standard baseline engine.

The ultimate goal, he says, is to exploit fully existing propulsion technologies in terms of fuel economy and pollutant emissions. His body of work on on the underlying the theory and algorithms for this this extends back several years to his 2008 doctoral thesis at the University of Michigan (subsequently published as a book: Real-time, self-learning identification and stochastic optimal control of advanced powertrain systems).

Malikopoulos has recently begun a DOE-funded project on developing autonomous intelligent plug-in hybrid electric vehicles (PHEVs); he presented an early update at the recent DOE 2012 Annual Merit Review meetings in Washington, DC. The objective of this project is to use the control algorithms to operate a PHEV at an instantaneous equilibrium operating point, assuring maximization of the efficiency of the PHEV at each instant of time.

Background. Current approaches to engine optimization and control generally establish static correlations between the variables and steady-state operating points or specific driving conditions (e.g., vehicle speed profiles for highway and city driving). These correlations are incorporated into the engine’s electronic control unit (ECU). However, notes Malikopoulos, this method seldom guarantees optimal engine operation for common driving habits such as stop-and-go driving, rapid acceleration, or rapid braking—i.e., transient operation.

Malikopoulos’ underlying hypothesis is that transient engine operation can be addressed by estimating the sequences of engine operating point transitions designated by the driver, and then deriving the values of the controllable variables for these sequences.

Malikopoulos treats the engine as a controlled stochastic system and the engine operation as a Markov decision process. The problem of engine calibration is thus reformulated as a sequential decision-making problem under uncertainty.

Engines are streamlined syntheses of complex physical processes determining a convoluted dynamic system. They are operated with reference to engine operating points and the values of various engine controllable variables. At each operating point, these values highly influence engine performance criteria, e.g., fuel economy, emissions, or acceleration. This influence becomes more important at engine operating point transitions designated partly by the driver’s driving style and partly by the engine controllable variables. Consequently, the engine is a system whose behavior is not completely foreseeable, and its future evolution (operating point transitions) depends on the driver’s driving style.

Transient operation constitutes the largest segment of engine operation over a driving cycle compared with the steady-state one...the optimal values of the controllable variables corresponding to steady-state operating points cannot capture efficiently the transient engine operation.

Engine operation is described in terms of its operating points, and the evaluation of performance indices is a function of various controllable variables. Here, the engine performance indices are treated as random functions, the engine is treated as a controlled stochastic system, and the engine operation is treated as a stochastic process. Engine calibration is thus reformulated as a sequential decision-making problem under uncertainty. The goal is to select values of the controllable variables for each engine operating point in real time that optimize the random functions (engine performance indices).

The Markov decision process (MDP) provides the mathematical framework for modeling sequential decision-making problems under uncertainty; it comprises (a) a decision maker (controller), (b) states (engine operating points), (c) control actions (engine controllable variables), (d) a transition probability matrix (driver), (e) a transition cost (or reward) matrix (engine performance criteria), and (f) an optimization criterion (e.g., maximizing fuel economy, minimizing pollutant emissions, and maximizing engine acceleration).
—Malikopoulos et al. (2010)

To validate the Predictive Optimal Decision-making (POD) computational learning model, Malikopoulos and his colleagues have modeled various case studies including:

Gasoline engine with respect to spark ignition angle over aggressive acceleration profiles.
Diesel engine with respect to injection timing over an acceleration and deceleration profile.
Diesel engine with respect to injection timing and VGT over a segment of the FTP-75 driving cycle.

Resources

Malikopoulos, Andreas A. Real-time, self-learning identification and stochastic optimal control of advanced powertrain systems; ProQuest, UMI Dissertation Publishing (September 2, 2011)
Malikopoulos, Andreas A., Papalambros, Panos Y. and Assanis, Dennis N. (2010) Online Identification and Stochastic Control for Autonomous Internal Combustion Engines. J. Dyn. Sys., Meas., Control 132, 024504 doi: 10.1115/1.4000819
Malikopoulos, A.A. (2012) Autonomous Intelligent Plug-In Hybrid Electric Vehicles (PHEVs) (DOE AMR VSS092)
Malikopoulos, A.A., Charalambous, C.D. and Tzortzis, I., “Dual Constrained Optimization of Markov Chains Subject to Total Variation Distance Uncertainty,” Proceedings of the 51th IEEE Conference on Decision and Control and European Control Conference, Maui, Hawaii, December 10-13, 2012. (in review)

BMW Group expands activities in China

2012-05-24T09:44:24-07:00

BMW AG and its joint venture partner, Brilliance China Automotive Holdings Ltd., have opened their second plant in Shenyang, increasing capacity in China to 200,000 vehicles. BMW will invest an additional €500 million (US$630 million) in local sites to prepare for further growth, raising total capacity to 300,000 units per year over the medium-term.

Due to our flexible production structure we will be able to produce up to 400,000 vehicles depending on market development.
—Norbert Reithofer, Chairman of the Board of Management of BMW AG

This brings the two partners’ total investment in Chinese locations to around €1.5 billion (US$1.9 billion) since 2009, the year the company announced it would build a second plant.

BMW AG has been producing BMW 3 Series and 5 Series models for the Chinese market with its long-standing joint venture partner, Brilliance, in Shenyang since 2003. The opening of the second vehicle plant in China will expand the range of locally-produced models to include the BMW X1. Production of the long-wheelbase version of the BMW 3 Series will also begin in Tiexi over the coming weeks.

China is one of the BMW Group’s top three markets worldwide and offers tremendous potential for growth, especially in the premium segment.
—Norbert Reithofer

The two partners have also begun producing 2.0 liter four-cylinder gasoline engines at a third location in Shenyang. The engine plant has an initial capacity of 200,000 engines, which will increase in line with the expansion of the two automobile plants. The launch of engine production will allow the joint venture’s two production locations in Dadong and Tiexi to be supplied locally.

Last year, the BMW Group sold 233,630 vehicles in China—an increase of 37.7%. The BMW Group retail network expanded from 210 to 290 dealerships over the course of 2011.

IEA: Global CO2 emissions up by 1.0 Gt (3.2%) in 2011 to record high

2012-05-24T09:37:15-07:00

Global CO₂ emissions from fossil-fuel combustion reached a record high of 31.6 gigatonnes (Gt) in 2011, according to preliminary estimates from the International Energy Agency (IEA). This represents an increase of 1.0 Gt on 2010, or 3.2%. Coal accounted for 45% of total energy-related CO₂ emissions in 2011, followed by oil (35%) and natural gas (20%).

The “450 Scenario” of the IEA’s World Energy Outlook 2011, which sets out an energy pathway consistent with a 50% chance of limiting the increase in the average global temperature to 2 °C, requires CO₂ emissions to peak at 32.6 Gt no later than 2017, i.e. just 1.0 Gt above 2011 levels.

The 450 Scenario sees a decoupling of CO₂ emissions from global GDP, but much still needs to be done to reach that goal as the rate of growth in CO₂ emissions in 2011 exceeded that of global GDP, the IEA noted.

The new data provide further evidence that the door to a 2 °C trajectory is about to close.
—IEA Chief Economist Fatih Birol

In 2011, a 6.1% increase in CO₂ emissions in countries outside the OECD was only partly offset by a 0.6% reduction in emissions inside the OECD. China made the largest contribution to the global increase, with its emissions rising by 720 million tonnes (Mt), or 9.3%, primarily due to higher coal consumption. However, China’s carbon intensity—the amount of CO₂ emitted per unit of GDP—fell by 15% between 2005 and 2011. Had these gains not been made, China’s CO₂ emissions in 2011 would have been higher by 1.5 Gt, the IEA said.

India’s emissions rose by 140 Mt, or 8.7%, moving it ahead of Russia to become the fourth largest emitter behind China, the United States, and the European Union. Despite these increases, per-capita CO₂ emissions in China and India still remain just 63% and 15% of the OECD average respectively.

CO₂ emissions in the United States in 2011 fell by 92 Mt, or 1.7%, primarily due to ongoing switching from coal to natural gas in power generation and an exceptionally mild winter, which reduced the demand for space heating. US emissions have now fallen by 430 Mt (7.7%) since 2006, the largest reduction of all countries or regions.

This development has arisen from lower oil use in the transport sector (linked to efficiency improvements, higher oil prices and the economic downturn which has cut vehicle miles travelled) and a substantial shift from coal to gas in the power sector. CO₂ emissions in the EU in 2011 were lower by 69 Mt, or 1.9%, as sluggish economic growth cut industrial production and a relatively warm winter reduced heating needs. By contrast, Japan’s emissions increased by 28 Mt, or 2.4%, as a result of a substantial increase in the use of fossil fuels in power generation post-Fukushima.

Orbital to supply FlexDI spark-ignited heavy fuel engines to AAI in $4.7M contract

2012-05-24T08:39:05-07:00

Orbital’s air-assisted direct injection can deliver similar droplet sizes for all size fuels. Spray shape is not affected by fuel type. Source: Orbital. Click to enlarge.

Australia-based Orbital Engine has been contracted to supply spark-ignited heavy fuel engines for use in AAI Unmanned Aircraft Systems’ (AAI) Aerosonde Small Unmanned Aircraft System (SUAS). AAI, an operating unit of Textron Systems, a Textron Inc. company, recently won military contracts from the US Navy and Special Operations Command to provide SUAS fee-for-service operations utilizing the newest configuration of its Aerosonde SUAS.

This new engine and system uses Orbital’s FlexDI Engine Management system (earlier post) to enable spark ignition operation of heavy fuels such as JP5 (naval operations) and JP8 (land-based operations) satisfying a US Department of Defense initiative to eliminate gasoline fuels for safety and logistic reasons—the “one fuel” policy.

...spark ignition heavy fuel engines can retain the desirable features of the gasoline engine in terms of power/weight and packaging size, and operate on a wider range of fuels than the traditional compression engine.
—Cathcart et al. (2005)

Orbital direct injection system schematic. Source: Orbital. Click to enlarge.

Orbital’s Air Assist direction injection technology uses compressed air to atomize the fuel. This assists spark ignition of heavy fuels via injection attributes such as low penetration; very small droplet size; oxygen enrichment around the droplets to assist combustion initiation; and ability to control the air/fuel ratio profile of the injected fuel and air charge.

The small but powerful engine package has been designed to be lightweight, with size, weight and fuel efficiency being key factors to provide the required range and payload capability for this aircraft. One key advantage of the Orbital technology is extended range; the improved fuel efficiency can increase the range on a typical mission by 40% over current technology, or can allow AAI to increase the payload.

Orbital is contracted to supply engines up to a value of approximately $4.7 million throughout 2012.

Orbital’s FlexDI technology has been proven in more than 650,000 engine applications in the recreation, marine, motorcycle consumer markets.

Resources

Geoffrey Cathcart, Gavin Dickson, Steven Ahern (2005) The Application of Air-Assist Direct Injection for Spark-ignited Heavy Fuel 2-Stroke and 4-Stroke Engines. (SAE 2005-32-0065)

Aviation and clean technology leaders launch Midwest Aviation Sustainable Biofuels Initiative

2012-05-24T03:00:00-07:00

United Airlines, Boeing, Honeywell’s UOP, the Chicago Department of Aviation and the Clean Energy Trust today have formed the Midwest Aviation Sustainable Biofuels Initiative (MASBI), designed to advance aviation biofuel development in a 12-state region holding significant promise for biomass feedstock, technology development, job creation and sustainable commercialization.

MASBI will deliver a comprehensive evaluation of the region’s biofuel potential and a plan to support regional and national needs in a responsible manner.

Initially, MASBI will evaluate Midwest feedstock options, commercialization requirements and opportunities, logistics and infrastructure needs, and regional policy measures. After this actionable roadmap is developed, the goal is for MASBI participants across the biofuel value chain to execute recommendations that will enable the development and commercialization of aviation biofuels.
—James Rekoske, vice president and general manager for Renewable Energy and Chemicals at Honeywell’s UOP

MASBI’s Advisory Council will include national leaders in advanced biofuels, such as the US Department of Agriculture, US Department of the Navy, other Federal agencies, non-governmental organizations and academic institutions.

With the Midwest’s strong agricultural, financial and academic institutions, and large aviation industry presence, MASBI Steering Committee members view the region as critical for biofuel development. Airlines operating in the Midwest transport more than 234 million passengers and consume nearly three billion gallons of jet fuel annually.

MASBI invites a diverse set of stakeholders, including airlines, fuel producers, feedstock growers, logistics providers and investors to add their knowledge and expertise to the effort.

Enova developing next-generation electric drive system “ACUMEN” by reaching out for emerging technologies from other sources

2012-05-24T02:00:00-07:00

Enova, a developer of proprietary hybrid electric and all-electric drive systems and drive system components for the commercial vehicle market, has begun development of its next-generation drive system, code-named ACUMEN. With the completion of its OMNI drive system (earlier post), Enova is now looking to further optimize its ability to interface with all worldwide EV and HEV systems, including those powered by natural gas.

Enova previously announced its new OMNI drive system which combines the 170 kW OMNI Inverter with a new 10 kW OMNI Charger with an entire range of AC induction and permanent magnet motors. While OMNI was developed in-house, with the ACUMEN system, Enova is looking to evaluate and utilize technologies that are emerging worldwide.

Enova believes that recent reluctance in the industry to deploy large volumes of EVs validates the need for groups to compliment each other’s technologies to drive the industry.

The industry is at a position where we are trying to get enough critical mass to move forward, yet there remains extreme caution and a lack of urgency in regards to larger volume EV deployments. Enova’s aggressive approach towards forging worldwide partnerships should further strengthen our ability to control distribution channels and move past the caution that currently exists.
—Mike Staran, Enova’s President and CEO

The ACUMEN components are intended to feature a significantly smaller package, improved efficiencies and reduced weight, while achieving close to double the power density of older generation designs and competitors’ products. The new ACUMEN-Series system will be power-source agnostic—including natural gas—and will offer increased application flexibility and ease of integration.

With all-digital control and plug-and-play connectivity, Enova intends to design ACUMEN to be compatible with all vehicle drive systems and motors so that it can be configured for HEV, PHEV and EV applications.

As a result of its initiative to develop ACUMEN using the industry’s most advanced technologies, Enova recently hosted EV France, a consortium of top French automotive manufacturers including Renault, Peugeot and Volvo Truck, suppliers, clusters and research laboratories working in the field of hybrid and hybrid electric vehicles, advanced batteries and infrastructure support. Enova met with EV France representatives at its headquarters in Torrance, California to explore research, commercial and partnership opportunities.

France has the second largest auto market in the EU with more than 2.2 million cars sold in 2011; more EVs were sold in France in 2011 than in any other country in Europe. Germany has the largest automotive market in Europe and after France, the second largest EV market. Enova has also met with a similar group from Germany and will continue to mature these opportunities in its expansion into the European markets. In the UK, the third largest EU EV market, Enova already supplies both Smith Electric Vehicles as well as Optare, who just announced the launch of the Solo SR EV’s trials in Poundbury.

BP agrees to add more than $400M in pollution controls at Whiting Refinery and pay $8M Clean Air Act penalty

2012-05-24T02:00:00-07:00

The US Environmental Protection Agency (EPA) and the US Department of Justice (DOJ) announced that BP North America Inc. has agreed to pay an $8 million penalty and invest more than $400 million to install advanced pollution controls and cut emissions from BP’s petroleum refinery in Whiting, Ind. (Earlier post.)

When fully implemented, the agreement is expected to reduce harmful air pollution that can cause respiratory problems such as asthma and are significant contributors to acid rain, smog and haze, by more than 4,000 tons per year.

In this case, BP North America has not lived up to all of its obligations under an earlier settlement agreement and has committed new violations of the Clean Air Act at its Whiting refinery in Indiana. This settlement secures a significant penalty, requires state-of-the-art controls, and is a fair and just resolution that will address BP’s violations. We will continue to hold BP accountable and ensure that it complies with the nation’s environmental laws.
—Ignacia S. Moreno, Assistant Attorney General for the Environment and Natural Resources Division of the DOJ

The complaint alleges violations of Clean Air Act (CAA) requirements at the Whiting refinery in connection with construction and expansion of the Whiting Refinery, as well as violations of a 2001 consent decree with the company that covered all of BP’s refineries and was entered into as part of EPA’s Petroleum Refinery Initiative.

The new settlement will lead to the installation of innovative pollution controls on the largest sources of emissions at the Whiting refinery, including extensive new controls on the refinery’s flaring devices. The more waste gases sent to a flare, and the less efficient the flare is when burning those gases, the more pollution that will occur. Under the settlement, BP will install new equipment that will limit the amount of waste gas sent to flaring devices in the first place, as well as implement innovative controls to ensure proper combustion efficiency for any gases that are burned in a flaring device.

The requirements, similar to those included in a recent settlement with Marathon Petroleum Corp., are part of EPA’s national effort to reduce emissions from flares at refineries, petrochemical and chemical plants.

In addition to the controls on the refinery’s flares, the settlement will also result in reduced emissions by imposing some of the lowest emission limits in refinery settlements to date, enhancing controls on wastewater containing benzene and providing for an enhanced leak detection and repair program. The settlement also requires the Whiting refinery to spend $9.5 million on projects at the refinery to reduce the emissions of greenhouse gases.

BP will perform a supplemental environmental project in which they will install, operate and maintain a $2-million fence line emission monitoring system at the Whiting refinery and will make the data collected available to the public by posting the information on a publicly-accessible website. Fence-line monitors will continuously monitor benzene, toluene, pentane, hexane, sulfur dioxide, hydrogen sulfide and all compounds containing reduced sulfur.

The Whiting Refinery has a refining capacity of approximately 405,000 barrels per day, and is the 6_th largest refinery in the United States.

The state of Indiana, the Sierra Club, Save the Dunes, the Natural Resources Defense Council, the Hoosier Environmental Council, the Environmental Law and Policy Center, the Environmental Integrity Project, Susan Eleuterio and Tom Tsourlis also joined in this settlement.

The consent decree is subject to a 30-day public comment period and final court approval.

US Army and Air Force planning to develop 1GW of renewable energy on installations by 2025

2012-05-24T01:30:00-07:00

The US Army and Air Force are planning to develop 1 billion watts of renewable energy on their installations by 2025. The plan marks the latest milestone in a multi-year endeavor to find ways to make the military more energy efficient, said Katherine Hammack, the assistant secretary of the Army for installations, energy and environment, and Terry Yonkers, the assistant secretary of the Air Force for installations, environment and logistics.

Energy security drives the initiatives, Hammack said, adding that increased usage of renewable energy on military installations would enable them to operate even if local power grids go down.

The Army Corps of Engineers will work with the two services to assess land and resources and to determine energy transmission capabilities, Hammack said.

As the technology develops, she said, renewable energy steps will include the installation of solar paneling on military base buildings and vehicle garages, and dual-usage of the panels as land buffers.

Biofuels will be a behind-the-scenes game changer for the Air Force, according to Yonkers, who lauded the seminal research of alternative fuels at Wright-Patterson Air Force Base, Ohio.

Private sector financing will be the linchpin of the services’ energy endeavors through power purchase agreements, enhanced use leasing, energy savings performance contracts and utility energy savings contracts, Yonkers said. New sources of clean energy will vary among installations, he said, and will include solar, wind, biomass and geothermal developments.

The Army will host the Army-Air Force Energy Forum 12 July in Arlington, Va.

Skylark Restaurants in Japan to offer free EV recharging at 900 locations

2012-05-24T01:00:00-07:00

Integrity Exports. The Skylark restaurant group in Japan plans to offer free EV public recharging at their 900 locations around Japan, with no obligation to be a customer of the restaurant.

Initially, the chargers will be standard “slow” chargers, but if you combine a meal with a bit of shopping, you could end up with a quarter to a third of a “tank” for free. Skylark will be gradually supplementing these with fast chargers as well, so customers will be able to get a full charge while they eat.

Theoretically you could tour the entire country paying nothing for your travel and eating cheap at Skylark’s restaurants. Of course, all this is in the future, as they are currently working on 9 “Gusto” restaurants—one each in Kanagawa, Saitama, Kyoto, Nara and Shiga, but this will increase to a third of their locations in the next five years.

...Of course, these will all be in addition to the charging points springing up around Japan in car dealerships (right now 25% of Mitsubishi dealers—about 180 dealerships—have chargers up and running), convenience stores (the big players like Lawson, Family Mart and Circle K together have 51 installations) and other locations.
—Stephen Munday, Integrity Exports

New exhaust sleeving provides customizable flexible design for increased emissions performance

2012-05-24T00:01:00-07:00

Federal-Mogul Corporation has enhanced its line of Thermflex exhaust insulating sleeves. The optimized design can now be tailored to fit any combination of exhaust pipe and tube geometries, helping to increase efficiency of a vehicle’s exhaust system, while protecting sensitive nearby vehicle components. Additionally, the unique flexible manufacturing process produces an exhaust sleeve that is application-specific, eliminating the need for custom tooling.

Federal-Mogul’s Thermflex insulating sleeve traps heat within the exhaust system, allowing for greater efficiency of the emissions control systems. The Thermflex product line is constructed with basalt yarns, designed to withstand temperatures up to 750 °C, which reduces the radiation of heat to nearby components, many of which are sensitive to high temperatures.

The Thermflex design allows for the sleeve diameter to expand up to 1.5 times and can accommodate flanges and bends, common on exhaust system components. The construction can also include vents to strategically direct heat away from adjacent components.

Federal-Mogul uses proprietary computerized knitting technology that allows for rapid prototyping of Thermflex sleeves, improving speed to production and eliminating tooling costs. Once the prototype design has been validated, it can be instantly transferred into production at a Federal-Mogul’s Systems Protection manufacturing facility.

Federal-Mogul believes its Thermflex sleeves are the only exhaust insulators in the marketplace to offer customized design options that accommodate packaging constraints.

Nissan to begin production of e-NV200 electric LCV in FY 2013 at Barcelona

2012-05-23T15:32:09-07:00

Nissan will begin production of its e-NV200 battery-electric compact van (earlier post) into production at its Barcelona plant in FY 2013, which will become the sole producer of the EV. The new model will be based on the existing NV200 currently produced at the plant.

e-NV200 will become Nissan’s second all-electric vehicle (EV) following the LEAF. The new model, which represents a €100 million investment by Nissan in Spain, is expected to create around 700 new jobs at the plant and throughout its local supplier base.

Nissan says that the addition of the e-NV200 to the Barcelona production slate highlights the growing competitiveness of Nissan’s Spanish industrial operations. Nissan last week allocated a new medium duty truck to the Avila Plant in central Spain.

The current NV200 line up has already sold around 100,000 units, and has been chosen as the next-generation New York City Taxi of Tomorrow. Currently, evaluations of prototype NV200-based electric vehicles are being carried out in Europe. Trials will continue in coming months.