Green Car Congress

EPA Reports Fifth Consecutive Annual Increase in US New Vehicle Fuel Economy; Up 9% Since 2004, Back to Levels of Early 1980s

2009-11-20T11:17:21-08:00

Adjusted CO₂ emissions and adjusted fuel economy by model year. Source: EPA. Click to enlarge.

For the fifth consecutive year, the US Environmental Protection Agency (EPA) is reporting an increase in new vehicle fuel efficiency with a corresponding decrease in average carbon dioxide emissions for new US cars and light duty trucks. This marks the first time that data for CO₂ emissions are included in the annual report, Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975 through 2009.

For 2008, the last year for which EPA has final data from automakers, the average fuel economy value was 21.0 mpg US (11.2 L/100km). EPA projects a small improvement in 2009, based on pre-model year sales estimates provided to EPA by automakers, to 21.1 mpg (11.1 L/100km). The projected fleetwide average real world MY2009 light-duty vehicle CO₂ emissions level is 422 grams per mile (g/mi); the fleetwide average MY2008 value is 424 g/mi.

Characteristics of light-duty vehicles for four select model years. Source: EPA

The report confirms that average CO₂ emissions have decreased and fuel economy has increased each year beginning in 2005. Average CO₂ emissions have decreased by 39 grams per mile, or 8%, and average fuel economy has increased by 1.8 mpg, or 9%, since 2004. This positive trend beginning in 2005 reverses a long period of increasing CO₂ emissions and decreasing fuel economy from 1987 through 2004, and returns CO₂ emissions and fuel economy to levels of the early 1980s.

Other findings in the report include:

Light trucks, which include SUVs, vans, and pickup trucks, have accounted for about 50% of the US light-duty vehicle market since MY2002. After two decades of constant growth, light truck market share has been relatively stable from 2002 through 2009. The MY2009 light truck market share is projected to be 49%, based on pre-model year production projections by automakers.
Automotive engineers are constantly developing more advanced and efficient vehicle technologies. From 1987 through 2004, on a fleetwide basis, this technology innovation was utilized exclusively to support market-driven attributes other than CO₂ emissions and fuel economy, such as vehicle weight (which supports vehicle content and features), performance, and utility. Beginning in MY2005, technology has been used to increase both fuel economy (which has reduced CO₂ emissions) and performance, while keeping vehicle weight relatively constant.
Seven of the nine highest-selling marketing groups increased fuel economy (which also reduced CO₂ emissions) from MY2007 to MY2008. Preliminary values suggest that four of the nine marketing groups will increase fuel economy (thereby reducing CO₂ emissions) in MY2009, and one marketing group will maintain constant levels, based on projected production provided to EPA by automakers prior to the start of the model year. Actual MY2009 values will likely be different than the preliminary MY2009 values reported.
Preliminary MY2009 values suggest that Honda will continue to have the lowest fleetwide CO₂ emissions (and highest fuel economy), followed closely by Hyundai-Kia and Toyota. Chrysler is projected to have the highest MY2009 CO₂ emissions, reversing most of its gains from the previous year. Ford is projected to show the largest CO₂ reductions, with its projected MY2009 CO₂ emissions being 37 g/mi lower than MY2007 and 25 g/mi lower than MY2008. Ford and General Motors are the two marketing groups that showed improvement in MY2008 and are projected to do so again in MY2009.
Hybrids are projected to have 1.8% share of MY2009 sales, diesels 0.5%.

The latest CO₂ emissions and fuel economy values reflect EPA’s best estimates of real world CO₂ emissions and fuel economy performance. They are consistent with the fuel economy estimates that EPA provides on new vehicle window stickers and in the Fuel Economy Guide. These real world fuel economy values are about 20% lower, on average, than those used for compliance with the corporate average fuel economy program under DOT.

Resources

Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975 Through 2009

Delft Researchers Create New Metabolic Pathway in Yeast to Boost Ethanol Yield from Biomass Waste

2009-11-20T10:15:16-08:00

Researchers from Delft University of Technology have engineered the yeast Saccharomyces cerevisiae to increase ethanol yield from biomass waste by eliminating production of glycerol (glycerol production is essential to reoxidize NADH produced in biosynthetic processes), reoxidizing NADH instead by the reduction of acetic acid to ethanol. A paper on their work was published online 13 November in the journal Applied and Environmental Microbiology.

Significant amounts of acetic acid are released upon hydrolysis of lignocellulosic biomass—a pre-treatment for fermentation—and, in fact, acetic acid is studied as an inhibitor of yeast metabolism in lignocellulosic hydrolysates, the authors note. This new metabolic engineering strategy is thus a triple win, says principal researcher Jack Pronk: “no glycerol formation, higher ethanol yields and consumption of toxic acetate”.

Researchers have estimated that up to 4% of the sugar feedstock in typical industrial ethanol processes is converted into glycerol. Several other metabolic engineering strategies have been explored to reduce or eliminate glycerol production in anaerobic cultures of S. cerevisiae with lower or no success.

The goal of the present study is to investigate whether the engineering of a linear pathway for the NADH dependent reduction of acetic acid to ethanol can replace glycerol formation as a redox sink in anaerobic, glucose-grown cultures of S. cerevisiae and thus provides a stoichiometric basis for elimination of glycerol production during industrial ethanol production.

The S. cerevisiae genome already contains genes encoding acetyl-Coenzyme A synthetase and NAD⁺-dependent alcohol dehydrogenases. To complete the linear pathway for acetic acid reduction, we expressed an NAD⁺-dependent, acetylating acetaldehyde dehydrogenase from Escherichia coli into a gpd1Δ gpd2Δ strain of S. cerevisiae.
—Medina et al.

The researchers found that they were indeed able to reduce the glycerol yield to zero, while the apparent ethanol yield on glucose has increased to 62 C-mol%, representing a theoretical 18% increase relative to the ethanol yield of the reference strain grown on glucose as the sole carbon source.

While their work provides a proof of principle that, stochiometrically, the role of glycerol as a redox sink for anaerobic growth of S. cerevisiae can be fully replaced by a linear pathway for NADH-dependent reduction of acetate to ethanol, the authors note that several issues remain to be addressed before industrial implementation would be possible:

Growth and product formation in the engineered strain were significantly slower than in the reference strain, due to a number of possible factors.
Glycerol, which protects yeast cells at high extracellular osmolarity, is likely to be relevant in industrial fermentations with high initial sugar concentrations. Analysis needs to be done to analyze osmotic stress in anaerobic cultures unable to produce glycerol. “Such research should, ultimately, address the question whether robust industrial yeast strains can be constructed that do not produce glycerol.”

The Delft yeast researchers, who applied for a patent on their invention, hope to intensively collaborate with industrial partners to accelerate its industrial implementation.

Resources

Guadalupe Medina et al. (2009) Elimination of glycerol production in anaerobic cultures of Saccharomyces cerevisiae engineered for use of acetic acid as electron acceptor. Applied and Environmental Microbiology doi: 10.1128/AEM.01772-09 10.1128/AEM.01772-09

Valero to Permanently Close 210,000 bpd Delaware City Refinery

2009-11-20T07:27:56-08:00

Valero Energy Corporation intends to permanently shut down its Delaware City, Delaware refinery due to financial losses caused by very poor economic conditions, significant capital spending requirements and high operating costs.

Valero Delaware City Refinery. Click to enlarge.

The Valero Delaware City Refinery, acquired in the purchase of Premcor in 2005, was commissioned in 1956 with a throughput capacity of 140,000 barrels per day (bpd). The refinery has undergone several revamps and expansion projects to increase the total capacity to its current rate of 210,000 bpd, and is designed to process heavy, high-sulfur crude oil.

The plant has a 1,800-tons-per-day petroleum-coke gasification unit and 180-megawatt co-generation power plant. The refinery’s petroleum coke production was sold to third parties or is gasified to fuel the co-generation facility, which is designed to supply electricity and steam to the refinery.

It processed 180,000 bpd of low-cost heavy-sour and high-acid crude oil, producing conventional and reformulated gasoline, low-sulfur diesel, home-heating oil and ultra-low-sulfur diesel.

Valero notified refinery employees today of the impending shutdown, and will immediately begin negotiations with the refinery’s unions regarding the effects of the plant closure and the employees’ severance packages. A safe and orderly shutdown of the refinery will commence immediately.

We have spent the last year diligently trying to avoid this situation, and I have worked closely with Gov. Markell in an effort to find a different outcome. Earlier this fall, we shut down the gasifier and coking operations in an attempt to improve reliability and financial performance, but the refinery’s profitability did not improve enough. Additionally, we have sought a buyer for the refinery, but feasible opportunities have not materialized. At this point, we have exhausted all viable options.
—Valero Chairman and CEO Bill Klesse

In the fourth quarter of 2009, the company expects to report a pre-tax charge of approximately $1.7 billion to $1.8 billion, or $2.00 to $2.15 per share after taxes, related primarily to asset impairment, employee severance and other shutdown costs. The company estimates the cash portion of the pre-tax charge will be in the range of $125 million to $150 million. The current and historical financial results of the affected operations will be shown as discontinued operations in the company’s financial statements.

The company estimates the shutdown will reduce pre-tax operating expenses by approximately $450 million, including $125 million of non-cash costs, in 2010 and will reduce capital spending and turnaround costs by approximately $200 million through 2010. In addition, the company expects to receive after-tax cash flows in 2010 in the range of $600 million to $700 million from inventory sales assuming current prices and other cash benefits from discontinued operations.

Novozymes and Inbicon Sign Agreement for Further Enzyme and Process Development

2009-11-20T06:25:20-08:00

Inbicon and Novozymes have signed an agreement to further develop and optimize the process and the enzymes for converting wheat straw to ethanol and byproducts (biopellets and molasses). Novozymes already provides enzymes to Inbicon’s new bio-refinery that opened its doors earlier this week. (Earlier post.)

Under the agreement, the two companies will further develop and optimize the process and the enzymes to reduce the enzyme consumption and the total costs to further advance the technology for a global commercialization.

According to Niels Henriksen, CEO of Inbicon, the challenge is to bring biofuel to the market at a low enough cost.

Biofuel based on plant residue offers a reduction in CO₂ emissions of up to 90% compared to oil-based fuel, according to Novozymes.

Researchers Find Particles From Car Brakes Harm Lung Cells

2009-11-20T04:01:00-08:00

Particles released by car brake pads have been shown to harm lung cells in vitro. Researchers writing in BioMed Central’s open access journal Particle and Fibre Toxicology found that heavy braking, as in an emergency stop, caused the most damage, but normal breaking and even close proximity to a disengaged brake resulted in potentially dangerous cellular stress.

Barbara Rothen-Rutishauser and Peter Gehr from the University of Bern, Switzerland, and Michael Riediker from the Institute for Work and Health, Lausanne, Switzerland, worked with a team of researchers to study the effects of brake particles on cultured lung cells placed in a chamber close to the axle of a car.

They said, “Brake wear contributes up to 20% of total traffic emissions, but the health effects of brake particles remain largely unstudied. We’ve found that the metals in brake wear particles can damage junctions between cells by a mechanism involving oxidative stress”.

The team’s analysis revealed that brake wear particles contain considerable amounts of iron, copper and organic carbon. Exposure to these pollutants caused increased signs of oxidative stress and inflammation in the cells, and hard braking caused most exposure. Some exposure still occurred even when the brakes were not being applied, presumably due to residual brake particles coming off the turning axle and the braking system.

A direct comparison to other (model) particles known to cause these stress effects in vitro was not done, so comparative statements cannot yet be made. The researchers hope that future studies will be able to determine exactly which components are involved in each cell-stress pathway.

According to Rothen-Rutishauser and Riediker, “Just as for exhaust particles, efforts to diminish brake particle emissions will lead to an improved ambient air quality and so could provide better protection of human health”.

Resources

Michael Gasser, Michael Riediker, Loretta Mueller, Alain Perrenoud, Fabian Blank, Peter Gehr and Barbara Rothen-Rutishauser (2009) Toxic effects of brake wear particles on epithelial lung cells in vitro. Particle and Fibre Toxicology (in press)

Study Concludes That Class 8 Truck Fuel Consumption Could Be Reduced By Up to 50% By 2017 Using Existing and Emerging Technologies; Current Payback Requirements Could Forestall Implementation

2009-11-20T03:00:00-08:00

A new study released today by the Northeast States Center for a Clean Air Future (NESCCAF) and the International Council on Clean Transportation (ICCT) found that fuel consumption of Class 8 trucks and the resultant greenhouse gas (GHG) emissions can be reduced up to 50% with the adoption of current and developing technologies and new operational measures by 2017.

However, the study also concluded that given the current short payback period for investment demanded by the trucking industry, a number of the technologies that could enable such savings would not be adopted, absent regulation or a longer payback period.

Transportation sources accounted for approximately 40% of all GHG emissions in the US in 2006; medium- and heavy-duty vehicles (above 8,500 gross vehicle weight rating) represent about 22% of the transportation emissions, up from 15 percent in 1990, according to the EPA. Trucks therefore are an important place to look for energy savings and climate change mitigation in the transportation sector.

Among medium- and heavy-trucks, Class 8 trucks are the largest CO₂ emitters and fuel users, consuming two-thirds of all truck fuel, or 1.57 million barrels per day. Current fuel economy for Class 8 trucks is estimated by the US Department of Energy at 6.0 mpg and projected to rise modestly to 6.8 mpg by 2025 (EIA, 2009). Substantial improvements could be made to truck efficiency through a variety of existing and emerging technologies, including engine improvements, transmission enhancements, better aerodynamics and changes in systems and logistics.

This study finds that fuel consumption for new tractor-trailers could be lowered by 20 percent starting in 2012 and as much as 50 percent beginning in 2017, while providing net savings for the owner based on lifetime fuel savings paying for the incremental vehicle, operation, and maintenance costs.

The project was directed by an steering committee comprising representatives from major truck and powertrain manufacturers, government agencies, trucking fleets, and fuel economy and heavy-duty experts from non-profit organizations. The core of the analysis consisted of a series of modeled simulations.

Once the baseline truck and engine was determined (Volvo D13 (2010 emissions), Kenworth T600, 10-speed manual transmission), two simulation models were used to allow the evaluation of various packages: GT-POWER for engine cycle simulation and RAPTOR to model the vehicle, including the transmission and driveline. Southwest Research Institute (SwRI) was engaged to perform the vehicle and engine simulation modeling

For the test cycle, SwRI modified the California Heavy-Duty Diesel Truck Drive Cycle by increasing the portion of high-speed driving to reflect longer average travel distances nationwide; increased speed by 8% to reflect current long-haul operating speeds; and added two segments with positive and negative grade (1% and 3%). The results are specific to long-haul trucks.

However, substantial reductions in heavy-truck greenhouse gas emissions can be achieved. The NESCCAF-ICCT study shows that by 2017 with the introduction of technologies in development or currently in production as much as 40% of fuel consumption and greenhouse gas emissions from heavy trucks hauling freight can be reduced. If vehicle weight and length are also increased, the savings can reach 50%.

A total of 32 technologies and operational measures were identified and considered for inclusion. The technologies examined fell into five primary categories:

off-the-shelf aerodynamic improvement technologies;
off-the-shelf drivetrain technologies;
emerging drivetrain technologies;
emerging aerodynamic improvement technologies; and
operational measures.

SwRI did not consider technologies that are not currently in production or for which a design specification is not available in the literature; as a result there is likely additional potential for reduction with more advanced technologies yet to be as developed.

After initial screening, SwRI assembled a series of 14 technology packages for modeling. The net cost analysis assumed an average price of $2.50 per gallon of diesel fuel, and assumed that the annual mileage declines as the vehicle ages.

The study found that eight building block technologies considered (SmartWay 2007 (SW1); Advanced SmartWay (SW2); Parallel hybrid-electric powertrain (HEV); Mechanical turbocompound; Electric Turbocompound; Variable Valve Actuation (VVA); Bottoming cycle; and Advanced EGR) delivered a range of potential reductions ranging from the very modest to up to almost 28% for a host of aerodynamic, friction and rolling resistance technologies called Advanced Smartway. Combined, these existing and emerging technologies are capable of improving the baseline fuel consumption up to 50%.

Despite the wide range in costs, the report notes, most of these technologies pay for themselves in the first few years of ownership with the exception of the hybrid electric powertrain.

With aggressive introduction of these technologies and operational measures into the US truck fleet, this study found that by 2030 an estimated 8 billion gallons of diesel fuel and 97 million tons of the CO₂ could be saved annually, with lesser reductions being achieved as soon as 2012. This would be equivalent to removing 2 million cars from the road for one year. This is also equivalent to the amount of CO₂ emitted from 20 coal-fired power plants in a year.

Cumulative CO₂ emissions avoided between now and 2030 would equal approximately 1.1 billion metric tons, or the equivalent of removing 20 million cars from the road for one year.

Over a three year period and with a diesel fuel price of $2.50 per gallon, this study found that five of the technology packages would result in a net cost savings to the truck owner, taking into account both incremental technology costs and fuel savings.

The analysis shows that most of the technology combinations that provide the greatest reductions would not be adopted into the fleet assuming a three-year payback requirement. This indicates that given the short payback period demanded by the trucking industry, a number of these technologies will not be adopted into the US fleet absent regulation. With a longer payback period of 15 years estimated lifetime net savings are between $30,000 and $42,000 for owners of vehicles achieving CO₂ and fuel consumption reductions of up to 50 percent.

Resources

Reducing Heavy-Duty Long Haul Combination Truck Fuel Consumption and CO₂ Emissions

Total Signs Research Agreement with MIT to Develop New Stationary Batteries for Solar Power; Smaller-Scale Version of All-Liquid Metal Battery Work Supported by ARPA-E

2009-11-20T03:00:00-08:00

Total has signed a research agreement with the Massachusetts Institute of Technology (MIT) to develop new stationary batteries that are designed to enable the storage of solar power. This agreement valued at $4 million over five years is part of the MIT Energy Initiative (MITEI), which Total joined as a member in November 2008.

The batteries are envisioned to be smaller-scale versions of the utility-scale batteries being developed by Donald Sadoway, John F. Elliott Professor of Materials Chemistry at MIT, which recently received a $6.9-million award from the Department of Energy’s ARPA-E. (Earlier post.)

The ARPA-E award is supported the development of the liquid metal grid-scale battery for low-cost, large scale storage of electrical energy. This new class of batteries could enable continuous power supply from renewable energy sources, such as wind and solar and a more stable, reliable grid.

The Total-MIT research project is primarily focused on development of a low-cost, long-life battery suited to store the power generated by solar panels. The ability to store power is a major challenge and an essential ingredient for the scale up and widespread deployment of affordable solar power.

Sadoway’s basic principle is to place three layers of liquid inside a container: two different metal alloys, and one layer of a salt. The three materials are chosen so that they have different densities that allow them to separate naturally into three distinct layers, with the salt in the middle separating the two metal layers.

The energy is stored in the liquid metals that want to react with one another but can do so only by transferring ions across the electrolyte, which results in the flow of electric current out of the battery. When the battery is being charged, some ions migrate through the insulating salt layer to collect at one of the terminals. Then, when the power is being drained from the battery, those ions migrate back through the salt and collect at the opposite terminal.

The whole device is kept at a high temperature, around 700 °Celsius, so that the layers remain molten. In the small devices being tested in the lab, maintaining this temperature requires an outside heater, but Sadoway says that in the full-scale version, the electrical current being pumped into, or out of, the battery will be sufficient to maintain that temperature without any outside heat source.

Sadoway’s all-liquid metal battery is based on low-cost, domestically available liquid metals. The initial prototype used antimony on the bottom, an electrolyte such as sodium sulfide in the middle, and magnesium at the top. The researchers have since switched. The team is now testing a number of different variations of the exact composition of the materials in the three layers, and of the design of the overall device.

While some previous battery technologies have used one liquid-metal component, this is the first design for an all-liquid battery system, Sadoway says.

Resources

TR10: Liquid Battery (MIT Tech Review, March/April 2009)

Silicon Valley Power Uses 3Ms ACCR to Raise Transmission Capacity Without Tower Construction

2009-11-20T02:51:00-08:00

Silicon Valley Power (SVP), the Santa Clara, CA, municipal electric utility, has selected the light-weight 3M Aluminum Conductor Composite Reinforced (3M ACCR) to boost transmission capacity on an existing line without having to enlarge the towers or the right of way. This is SVP’s second installation of ACCR.

3M ACCR. Click to enlarge.

SVP completed installation of the conductor on a 60 kV line along a three-mile city corridor, nearly doubling the power line’s power flow capacity from 850 amperes to more than 1,550 amperes without new construction in a residential and commercial area of the city.

Introduced commercially in 2004 following four years of field testing in a variety of environments, 3M ACCR is in commercial use by utilities throughout the US and in Brazil, Canada, India and China. It also recently launched in the UK. Its primary application is for transmission upgrades in either densely developed or environmentally sensitive areas, where new tower construction would be costly, disruptive and time-consuming.

The high-capacity aluminum matrix conductor can carry twice the current of conventional steel-core conductors of the same diameter without larger towers, even across long spans. Its low sag, strength and durability result from the core, which is composed of aluminum oxide (alumina) fibers embedded in high-purity aluminum. The constituent materials are chemically compatible with one another and can withstand high temperatures without adverse chemical reactions or any appreciable loss in strength. The conductor is also highly resistant to corrosion and has the durability typically associated with all-aluminum conductors.

3M ACCR was developed with the support of the US Department of Energy, which tested the conductor at Oak Ridge National Laboratory, and with early contributions by the Defense Advanced Research Projects Agency (DARPA). The ORNL tests demonstrated the conductor’s integrity after exposure to temperatures even higher than the rated continuous operating temperature of 210 °C.

(A hat-tip to Fred!)

Resources

Uses and Test Results on High Temperature Low Sag ACCR Conductors

Inauguration Ceremony for Inbicon Biomass Biorefinery in Denmark

2009-11-20T01:16:00-08:00

Denmark’s Prince Joachim inaugurated the Inbicon biomass biorefinery in Kalundborg, Denmark, where ethanol will be produced from straw. In addition to bioethanol, the plant will also produce lignin biopellets and C₅ molasses. The biopellets can be used as fuel at CPH plants, and the C₅ molasses can be used for animal feed. Inbicon is a subsidiary of DONG Energy.

The Kalundborg facility will work on scaling up the process to commercial volumes. Annual production is targeting 5.4 million liters (1.4 million gallons US) of ethanol, 8,250 tonnes of fuel pellets, and 11,100 tonnes of animal feed.

The Inbicon plant uses enzymes from Novozymes and from Genencor (Danisco) in its pre-treatment.

In June, Statoil in Denmark signed a contract for the first 5 million liters of cellulosic ethanol from Inbicon.

Assisted by the Partnership for Biofuels, Inbicon, Novozymes, Danisco and Statoil have joined forces to deliver ethanol produced at the Kalundborg plant to power half the official fleet at the COP15 climate conference this December. The cars will be supplied by Volvo from their existing FlexiFuel Vehicle range.

EPA, CARB certify Volvo Trucks North America’s Near-Zero Emissions Diesel Engines for 2010

2009-11-20T00:46:00-08:00

Volvo Trucks North America’s D11 and D13 engines have been certified by the US Environmental Protection Agency and the California Air Resources Board as meeting upcoming 2010 diesel emissions standards, the most stringent in the world.

Volvo is the first truck manufacturer to have its heavy-duty diesel engines certified for 2010 by both EPA and CARB. These engines have been fully certified to meet EPA’s stringent standards without the use of emissions credits.

Volvo Trucks’ emissions technology for EPA2010 does more than cut emissions of nitrogen oxides (NO_x) and particulate matter (PM) to near-zero levels. Using selective catalytic reduction (SCR) to reduce NO_x, Volvo improved fuel economy and reduced emissions of CO₂. SCR also helps eliminate active regenerations of the diesel particulate filter (DPF), which saves additional fuel.

All heavy-duty diesel truck engines produced after 1 January 2010 must meet the new standards.

Continental AG Opens Asia HQ and RD Center in Shanghai

2009-11-20T00:35:00-08:00

The international automotive supplier Continental AG has opened its new Asia Headquarters and R&D Center in Shanghai’s Yangpu district, China. The Center aims to provide increased localization and advanced technical support to customers in the Chinese market.

Continental Automotive Tech Center Jiading, the other technical center in Shanghai, focuses on vehicle application development and systems testing, covering electronic brake systems, hydraulic brake systems, and engine management and system control. The total capital investment in both sites amounts to approximately €60 million (US$90 million).

Continental’s new Asia Headquarters and R&D Center, which was completed this September, will be a great contributor to the expansion of our local R&D talent pool, a surge in our local R&D competence and the optimization of our competitiveness. We estimate that a minimum of 25% of our global sales will be achieved in Asia by 2013. Moreover, our approach also reflects the automotive industry’s concentration on so-called ‘affordable cars’. We are intensifying our localization strategy to develop specific products and solutions for the Asian and Chinese markets with focus on ‘affordable cars’, while maintaining our position as a leader in advanced technology and innovation here in China and worldwide.
—Jay Kunkel, President Asia and Member of the Automotive Management Board of Continental

California ARB Revamps Website Ranking Vehicles According to Emission Characteristics

2009-11-19T15:50:06-08:00

The California Air Resources Board unveiled its revamped website, Driveclean.ca.gov, which helps consumers choose the least polluting cars on the market. The new website, using information collected for vehicle certification in California, offers a practical system that ranks vehicles according to their emission characteristics and provides tools to compare models.

The ARB has made efforts recently to simplify state and federal vehicle-emission classifications to aid car-buyers. Last year, California adopted a regulation requiring auto manufacturers to affix the Environmental Performance Label to showroom models indicating the vehicle’s smog and greenhouse gas emissions. The simply illustrated graphic has two rankings, from one to ten, that depict vehicle emissions. The higher the score, the less polluting it is.

Driveclean.ca.gov puts these same rankings in an online format making them practical for web research. The web site provides information about clean car technology and guides users to consider the emissions of the models they are evaluating.

In addition, consumers will find information on available incentives being offered by various federal, state and local governments, and private corporations and businesses. ARB is preparing for its own new incentive program, the Zero-Emission and Plug-In Hybrid Light-Duty Vehicle Rebate Project, slated to begin the first quarter of 2010. Incentives will range between $1,500 and $5,000 for qualifying clean technology vehicles, such as plug-in hybrids, battery electric vehicles and hydrogen fuel cell vehicles.

ZeaChem Begins Construction of Cellulosic Biorefinery; Combined Biochemical and Thermochemical Process to Produce Ethanol

2009-11-19T12:54:47-08:00

ZeaChem Inc. has begun construction of its semi-works scale facility. The facility will have capacity to produce 250,000 gallons of biofuel per year. ZeaChem’s process combines the outputs of two traditional ethanol production pathways (fermentation of sugars and gasification of biomass) into a third catalytically-driven step—hydrogenation—to produce ethanol. (Earlier post.)

In the ZeaChem process, the biomass is chemically fractionated to produce a sugar stream containing both xylose (C₅) and glucose (C₆) sugars, and a lignin residue stream. The sugars are fermented by a carbon-efficient acetogen—Clostridium thermoaceticum, found in termites—to acetic acid without CO₂ as a by-product. (Conventional yeast fermentation creates one molecule of CO2 for every molecule of ethanol.) The acetic acid is converted to an ester which is then be reacted with hydrogen to produce ethanol. The hydrogen is produced by the gasification of the lignin residue to produce syngas.

The front-end fermentation unit scales up production of the naturally occurring acetogen. ZeaChem has successfully produced acetogens at the lab scale for more than 1,000 fermentation trials of sugars as well as hydrolyzate derived from cellulosic biomass.

Hazen Research, an industrial research and development firm, will construct and host the initial process unit and provide infrastructure and operations support. ZeaChem is constructing the semi-works scale biorefinery utilizing skid mounted design, which allows construction of individual process units more quickly in fabrication shops.

The skids act like modular building blocks, each approximately the size of a cargo shipping container, and will be integrated together at the final biorefinery site, proposed in Boardman, Oregon. Key advantages of skid mounted design include the ability to optimize unit operations earlier in the process and the flexibility to bolt on and phase in additional skids as the biorefinery is deployed in stages. These steps significantly reduce the risk of individual process operations and ultimate integration.

ZeaChem intends to scale to a commercial biorefinery upon successful operations at the semi-works scale facility. The core technology of such a facility will come online in 2010.

Russia Moves To Rein In Gas Flaring, Mandating 95% Gas Capture by 2012; Signals About-Face On Climate Change

2009-11-19T12:00:58-08:00

by Jack Rosebro

A view of Russian gas flaring based on satellite observations. Source: US NOAA and the World Bank-led Global Gas Flaring Reduction Partnership. (Video) Click to enlarge.

The Russian government has ordered oil companies to take steps to capture up to 95% of the natural gases associated with petroleum extraction, in a bid to recover the “billions of rubles” worth of natural gas that is emitted into the atmosphere every year via gas flaring, according to the Kremlin.

During his 12 November address to the Russian parliament, President Dmitry Medvedev presented gas flaring as one of the country’s more egregious examples of wasted energy resources. “The government has discussed the issue on many occasions, and has promised to put an end to this disgrace. We really do need to take quick and decisive action, and no objections from the [oil] production companies should be accepted”, Medvedev stated.

Medvedev’s remarks were quickly followed by an executive order from Prime Minister Vladimir Putin, directing oil companies to achieve 95% recapture rate by 2012. Russia has floated a 95% gas flaring target since at least 2007, but wrangling between the Energy and Natural Resources ministries has up to now rendered the target ineffective.

“I published my proposal to reflect on how we can overcome our chronic backwardness... We have not freed ourselves from a primitive economic structure and humiliating dependence on raw materials.”

—President Dmitry Medvedev

Estimates have put flaring losses as high as 75% of all natural gas extracted in Russia, or about 20 billion cubic meters per year. By comparison, Russia’s projected South Stream gas pipeline is estimated by some to have a capacity of around 63 billion cubic meters per year, while the rival US/EU backed Nabucco pipeline is projected to have a maximum capacity of around 31 billion cubic meters per year.

President Medvedev has also indicated a sharp reversal of Russia’s policy on climate change within the past week, replacing the previous policy of relative indifference with proposed cuts of 22 to 25% below a 1990 emissions baseline. Such a target would nevertheless allow an emissions increase above current levels, as Russia’s greenhouse gas emissions have been in decline for twenty years, due in part to the collapse of the country’s inefficient smokestack industries as well as the recent economic decline. It is estimated that Russia’s 2007 greenhouse gas emissions were a full 34% below 1990 levels.

During the Asia Pacific summit in Singapore last week, Medvedev termed climate change as having the potential for “catastrophic consequences”.

Resources

Office of the President of Russia, Kremlin: Presidential Address to the Federal Assembly of the Russian Federation, 12 November 2009
Neftyanikov punished with fines for gas flaring (in Russian), 15 November 2009
US National Oceanic and Atmospheric Administration (NOAA), Global Gas Flaring Reduction Project, World Bank: Gas Flaring Around The World (YouTube video), 28 April 2009

DOE AVTA Completes 1M Miles of Plug-in Hybrid Electric Vehicle Testing

2009-11-19T11:28:57-08:00

PHEVs and demonstration locations. Source: INL. Click to enlarge.

The US Department of Energy (DOE), through its Advanced Vehicle Testing Activity (AVTA) at Idaho National Laboratory (INL), has completed 1 million miles of plug-in hybrid electric vehicle (PHEV) testing.

The AVTA’s testing of PHEVs demonstrates PHEV concepts in real-world usage by using fleet and public drivers. The 1 million test miles and more than 26,000 charging events have been accumulated in on-road operations across the United States and Canada. More than 215 PHEVs, representing 12 different PHEV models—mostly conversions—have made up the PHEV test fleet to date.

PHEV Models Under AVTA Testing
Model	Battery
Hymotion Prius	A123Systems
Hymotion Escape	A123Systems
Ford E85 Escape	Johnson Controls/Saft
EnergyCS Prius	Valence
EnergyCS Prius	Altair Nano
Electrovaya Escape	Electrovaya
Hybrids Plus Escape	Hybrids Plus
Hybrids Plus Escape	K2 Energy Solutions
Hybrids Plus Prius	Hybrids Plus
Manzanita Prius	Lead acid
Hybrids Plus Prius	Thunder Sky
Renault Kangoo	Saft NiCad
All batteries are Li-ion unless otherwise noted.

The PHEV testing benchmarks vehicle performance by quantifying energy consumption, both in terms of gasoline and electricity, in a wide variety of operating conditions in 23 states and Canada. The testing also demonstrates how environmental conditions, such as air temperature and human behavior, influence the performance of PHEV technologies. By evaluating how the vehicles are driven and how they are charged, the AVTA is able to demonstrate vehicle energy consumption results and potential electric grid impacts.

In a recent talk on AVTA for Oregon EV planners, Jim Francfort from INL made the following macro observations from the testing results so far:

Driver behavior, charging frequency, and environmental conditions have significant impacts on electric drive vehicles’ 80-85% energy efficiencies and mpg results.
PHEV drive patterns suggest shorter distances per day driving patterns than previously documented.
PHEV operations often occur with minimal pre-trip charge events – “they run even if not plugged in”.
Non-charging energy use (hotel loads) may be significant.

INL is also a principle participant with eTec and Nissan in coming deployment of deployment of 4,700 battery-electric Nissan Leaf vehicles in 5 greater metropolitan statistical areas. (Earlier post.) The eTec/Nissan project will document more than 70 million miles of electric drive vehicle operations and more than 1.8 million charging events.

AVTA shares its testing results with industry and government research and development groups to aid in technology development and target setting. Information is also made publicly available via presentations and the AVTA Web site to help fleet managers and private consumers make knowledgeable decisions when acquiring advanced technology vehicles.

The AVTA’s PHEV testing effort involves more than 75 testing partners, including electric utilities; city, county, state, federal and provincial governments; universities and colleges; clean air agencies; private companies and other organizations.

As part of the AVTA, INL also collaborates with testing partner Argonne National Laboratory, which performs laboratory dynamometer testing of each PHEV model tested on the road. This testing partnership provides an important link between standard laboratory test results and real-world performance. In addition to Argonne, INL also collaborates with other DOE laboratories by sharing PHEV data analysis and reporting.

The AVTA is conducted by Idaho National Laboratory and the Electric Transportation Engineering Corporation (eTec) for DOE’s Vehicle Technologies Program. The AVTA also tests other electric drive vehicles such as hybrid electric vehicles and neighborhood electric vehicles.

Resources

AVTA PHEV testing
Jim Francfort, INL. Oregon E.V. Road Map - Electric Drive Vehicle (PHEVs) Testing Activities and Results (Nov 2009)

North American Debuts for Mercedes-Benz E350 BlueTEC, F-Cell at LA Auto show

2009-11-19T10:30:56-08:00

The diesel-powered E350 BlueTEC and hydrogen fuel-cell-powered F-Cell will be making their North American debuts at the 2009 Los Angeles Auto Show. Mercedes-Benz will also introduce its first hybrid SUV, the two-mode ML450 HYBRID, to the West Coast.

The E350 BlueTEC (earlier post) is powered by a 3.0-liter V6 diesel with 210 hp (157 kW), 400 lb-ft (542 N·m) of torque and approximately 30% better fuel economy than a comparable gasoline engine. With an AdBlue SCR system, the E350 BlueTEC will be available in all 50 states in Spring 2010.

The new Mercedes-Benz F-Cell (earlier post) will make its North American debut at the LA Show. The F-Cell car has a range of about 240 miles and, running on compressed hydrogen, offers an equivalent fuel mileage of 86.6 city-highway combined miles per gallon. In 2010, 200 production F-Cell cars will be delivered to customers in the US and Europe as part of a special lease program.

Making its West Coast debut at the LA Auto Show, the Mercedes-Benz ML450 HYBRID (earlier post) uses a 3.5-liter V6 gasoline engine and the two-mode hybrid system to produce more than 46% better fuel economy than a comparable V8-powered ML550 model. With both electric motors, the ML450 HYBRID has a total system performance of 335 hp (250 kW) and 381 lb-ft (517 N·m) of torque.

Embraer, GE, Azul and Amyris in Renewable Jet Fuel Evaluation Project

2009-11-19T10:08:43-08:00

Amyris engineers microbes to convert sugar to hydrocarbon fuels. Micrograph of fermentation fluids from production of Amyris Renewable Diesel (Nov 2007). Source: Amyris. Click to enlarge.

Embraer, General Electric, and Amyris Biotechnologies, a synthetic biology company focused on developing renewable hydrocarbon biofuels (earlier post) signed a Memorandum of Understanding to evaluate the technical and sustainability aspects of Amyris’ No Compromise renewable jet fuel. The initiative can culminate in a demo flight, by early 2012, of an Embraer E-Jet using GE engines and belonging to Azul Linhas Aéreas.

This collaboration combines industry leadership in airframe and engine manufacturing, a new and committed airline, and next-generation jet fuel development and production. The goal is to accelerate the introduction of a renewable jet fuel that could significantly lower greenhouse gas (GHG) emissions, and provide a long-term sustainable alternative to petroleum-derived jet fuel.

Amyris applies synthetic biology to alter the metabolic pathways of microorganisms to engineer “living factories” that transform sugar into any one of 50,000 different molecules used in a wide variety of energy, pharmaceutical and chemical applications. Amyris has proven this technology through the delivery of its first successful commercial scale technologies to sanofi-aventis for the production of artemisinin, a low cost anti-malarial drug.

renewable diesel fuel, making it the first time a hydrocarbon-based fuel made from plant-derived resources (earlier post) has been registered for commercial sale. (Earlier post.)

Earlier in 2009, Amyris completed its first successful demonstration drive using Amyris renewable diesel. The US Environmental Protection Agency (EPA) has also officially registered Amyris’s renewable diesel fuel, the first time a hydrocarbon-based fuel made from plant-derived resources. (Earlier post.)

Amyris’ renewable jet fuel is a promising alternative to the conventional petroleum-derived jet fuel. It is made from existing sugar cane feedstock, and is positioned to bring supply security, renewable content, price stability, and significant reductions in GHG emissions to the jet fuel pool.

The new fuel has already undergone previous testing conducted by the US Air Force Research Laboratory, Southwest Research Institute, GE Aviation, and other industry participants.

The Brazilian government (via Financiadora de Estudos e Projetos – FINEP) is already contributing funding to Amyris’ renewable jet fuel development program. Brazil has the world’s largest crop of sugar cane and associated expertise in ethanol production, which constitutes important leverage for developing Amyris renewable jet fuel.

Resources

Amyris presentation at Fifth Annual World Congress on Industrial Biotechnology & Bioprocessing, 2008

Opel Revamping Corsa for 2010; Better Performance, Lower Fuel Consumption and CO2 Emissions

2009-11-19T09:34:16-08:00

The Opel Corsa is receiving a complete re-make for 2010, with major engineering changes, re-vamped powertrain line-up, chassis improvements and steering recalibration to give the Corsa better performance and greater fuel economy as well as comfort, handling and driving dynamics. The Corsa, which accounts for some 30% of Opel/Vauxhall total sales, is available in three-door and five-door variants.

Gasoline engine line-up. The new gasoline engine line-up for the Corsa fully complies with Euro 5 standards. All engines have been re-worked to offer more torque while featuring up to 13% lower fuel consumption and CO₂ emissions. Both the 1.2- and 1.4-liter Twinport variants are each available in two versions with different outputs. Every country selects and offers customers the variants that suit the needs of their region. Some may decide to go for optimal fuel efficiency; other may want to balance it with more performance.

The most popular gasoline powertrains (the 1.0 to 1.4 liter with manual and Easytronic transmissions) now have fuel consumptions between 5.0 and 5.5 L/100 km (47 to 43 mpg US), with maximum CO₂ emissions of 129 g/km.

Performance and efficiency improvements were made possible through a number of technical changes:

A new oil pump optimizes oil pressure and reduces frictions, lowering fuel consumption.
A newly developed double camshaft phaser on the 1.2- and 1.4-liter engines improves the combustion process, allowing increased power and torque.
A new management of the thermostat reduces the engine warm-up phase, further lowering fuel consumption and emissions.
A shift-up indicator in the cluster informs drivers how they can save fuel.

For the 65 hp segment, the entry level 1.0-liter 3-cylinder now develops 48 kW/65 hp and 90 N·m (66 lb-ft). This compares with the previous generation, with 44 kW/60 hp developing 88 N·m. At the same time, fuel consumption and emissions on the new entry level engine have been reduced by 13%, at 5.0 L/100 km and 117 g/km (from 5.6 L/100 km and 134 g/km). This makes the Corsa 1.0 liter the cleanest of all gasoline-powered super-minis, GM Europe says.

At this level of power, Opel also offers a new variant of the 1.2 liter 4-cylinder with 51 kW/70 hp and 115 N·m (85 lb-ft). This is a 5 N·m increase from the previous 59 kW/80 hp variant. Again, fuel consumption and CO₂ emissions measure 5.3 L/100 km (44.4 mpg US) and 124 g/km.

In the 85 hp segment, a new version of the 1.2 liter engine now offers 63 kW/85 hp and 115 N·m (85 lb-ft) of torque. This is compared to 80 hp and 110 N·m on the current Corsa 1.2 liter. At the same time, the new 1.2 liter engine has an 11% reduction in fuel consumption and CO₂ emissions on the manual transmission and a 13% cut with the Easytronic manual automated transmission (5.1 L/100 km (46 mpg US) and 119 g/km CO₂ vs 5.8 L and 137 g).

In the same category, an alternative engine with more torque is also available: A new generation of the 1.4-liter engine with a capacity of 1,398 cc (vs 1,364 cc) due to a 2 mm longer stroke now develops 64 kW/87 hp and 130 N·m (96 lb-ft) of torque. Its fuel consumption and CO₂ emissions, however, do not exceed 5.5 L/100 km and 129 g/km CO₂—another 12% improvement compared to the previous 59 kW/80 hp 1.2 liter with a close ratio manual transmission.

In the 100 hp segment, a second version of the new 1.4-liter engine is also offered with 74 kW/100 hp and 130 N·m of torque, up from the previous generation’s 90 hp and 125 N·m, and with a 12% improvement in fuel consumption and CO₂. With fuel consumption of 5.5 L/100 km (129 g/km CO₂), it provides a top speed of 180 km/h (112 mph), and accelerations from 0 to 100 km/h in 11.9 seconds.

A sporty, top-of-the-line turbo 1.6 liter gasoline engine from the Corsa GSi (110 kW/150 hp) and OPC (141 kW/192 hp) versions also offer a significant improvement in fuel consumption and CO₂ emissions. This is achieved through optimizing the engine calibration for Euro 5 and 95 RON (GSi) or 98 RON (OPC) fuels. The average fuel consumption for both variants is now lowered by 9.5% to 7.3 L/100 km (32 mpg US) with CO₂ emissions at respectively 171 g/km on the GSI and 172 g/km on the OPC.

Transmissions. In many cases, the new gasoline-powered Corsa offers a choice between close and wide transmission ratios. Traditionally, close ratio transmissions are matched to gasoline engines for sportier, higher rpm gear changes, while wide ratio transmissions in diesel vehicles compensate for a narrower rpm bandwidth and provide more economical driving.

Because all gasoline engines have improved their torque values, especially at lower rpm, it has been possible to also match them with wide ratios transmissions. As they now have the choice between transmissions with performance-oriented short- or economy-focused wide ratios, Opel national entities can best adapt their offer to the driving needs and tastes of their customers and the specific tax regulations in their market.

Corsa Gasoline Line-up
Current Corsa		New Corsa - Jan 2010
Engine	Fuel L/100km / CO₂ g/km	Engine	Fuel L/100km / CO₂ g/km
1.0L 60 hp / 88 N·m (CR*)	5.6 / 134	1.0L 65 hp / 90 N·m (CR)	5.0 / 117
		1.2L 70 hp / 115 N·m (WR)	5.3 / 124
1.2L 80 hp / 110 N·m (WR*)	5.8 / 139 (MT) 5.7 / 137 (MTA)	1.2L 85 hp / 115 N·m (WR)	5.3 / 124 (MT) 5.1 / 119 (MTA)
1.2L 80 hp / 110 N·m (CR)	6.1 / 146
		1.4L 87 hp / 130 N·m (WR)	5.3 / 125
		1.4L 87 hp / 130 N·m (CR)	5.5 / 129
1.4L 90 hp / 125 N·m (WR)	5.8 / 139
1.4L 90 hp/125 N·m (CR)	6.1 / 146 (MT) 6.5 / 154 (3d.-AT) 6.6 / 158 (5d.-AT)	1.4L 100 hp/130 N·m (CR)	5.5 / 129 (MT) 5.7 / 134 (3d.-AT) 5.9 / 138 (5d.-AT)
1.6L Turbo 150 hp / 210 N·m	7.9 / 189	1.6L Turbo 150 hp / 210 N·m	7.3 / 171
1.6L Turbo 192 hp / 230 N·m	7.9 / 189	1.6L Turbo 192 hp / 230 N·m	7.3 / 172
WR: Wide Ratio CR: Close Ratio MT/AT: Manual/Automatic Transmission MTA: Easytronic Automated Manual Transmission

Diesel line-up. The top-of-the-line 1.7 CDTI diesel engine in the Corsa range also gains output and torque while reducing fuel consumption. Power increases from 92 kW/125 hp to 96 kW/130 hp while the torque value rises from 280 to 300 N·m (221 lb-ft) at the same engine speed. Emissions fall 9% to 118 g/km CO₂ from 130 g/km CO₂ for the 3-door version. The Corsa 1.7 CDTI now reaches 200 km/h (124 mph) (5 km/h more than the previous generation) and sprints from 0 to 100 km/h in 9.5 seconds (versus 9.9 seconds on the previous generation). Due to its increased torque, it now accelerates from 80 to 120 km/h in 5^th gear in 9.3 seconds (compared with 10.4 seconds previously).

While making it Euro 5 compliant, Opel engineers bettered the performance of the 1.7 CDTI by adding a new turbocharger with an actuator position sensor providing a more precise control of the boost pressure. To reduce fuel consumption, they developed a fuel injection system that improves the combustion process; they also switched to low voltage glow plugs that reduce the load on the generator when the engine warms up. A new, lighter intake manifold also helps the Corsa shed weight and an up-shift indicator assists the driver in adopting an economical driving style.

The new, lowest emitting Corsa ecoFLEX variant is now powered by a 70 kW/95 hp 1.3 CDTI diesel engine boosted by a turbo with a variable geometry. It is packed with 27% more power than the previous generation Corsa ecoFLEX even though fuel consumption and CO₂ emissions are reduced by some 10%. With its 190 N·m (140 lb-ft) of torque available between 1750 and 3250 rpm, this Corsa ecoFLEX needs only 3.7 L/100 km (64 mpg US), releasing just 98 g/km CO₂ as a three-door. The five-door Corsa emits 99 g/km. A particulate filter is standard. An up-shift indicator on the dashboard helps the driver optimize fuel economy.

This version replaces the 1.3 CDTI ecoFLEX (55 kW/75 hp) with 109 g/km CO₂ which was only available in 3-door version.

New Corsa Diesel Lineup
	1.3 CDTI ecoFLEX	1.3 CDTI	1.3 CDTI	1.7 CDTI
Output (kW / hp)	70 / 95	55 / 75	66 / 90	96 / 130
Torque (N·m)	190	170	200	300
Transmission	MT5	MT5	MT6	MT6
Combined cycle fuel consumption (L/100km)	3.7	4.3	4.9	4.5
CO₂ combined (g/km)	98 / 99*	114	129	118 / 119*
* 3-door / 5-door

Steering. Opel has optimized the steering on all Corsa models. The software controls for the Electronic Power Steering (EPS) have been re-tuned and the engineers have installed a new yoke liner in the steering gear for reduced friction. Overall, these measures provide improved feedback and precision with increased on-center feel and stronger return to the middle position after a curve or any input given to the steering for lane changes. Corrective maneuvers result in improved straight-ahead stability.

Iran Khodro Unveils First National Diesel Engine for Passenger Cars

2009-11-19T07:59:13-08:00

Iran Khodro Powertrain Co. (IPCO) unveiled its first national diesel engine for passenger cars.

The unveiling ceremony was concurrent with the first day of the “Sixth International Conference on Internal Combustion Engines” in Tehran, organized by IPCO.

The 60 kW (80 hp) diesel has an average fuel consumption of 5 L/100km (47 mpg US), and, equipped with a diesel particulate filter and new Exhaust Gas Recirculation system, is Euro V compliant. It can be mounted on all of Iran Khodro’s C and D class products. Fuel consumption for the diesel is approximately 30% less and emissions approximately 40% less than gas engines with the same specification, according to the company.

UK Government Soliciting Bids for 30M for Charging Points; New Office for Low Emission Vehicles

2009-11-19T07:19:46-08:00

The UK Government is soliciting bids for £30 million (US$50 million) in funding to support the installation of plug-in vehicle charging points on streets, car parks and in commercial, retail and leisure facilities. This initiative—called Plugged-In Places—will support the development of between three and six electric car cities and regions across the UK which will act as trailblazers for electric car technology. The experiences of these locations will inform the future development of a national charging infrastructure.

Funding will be made available to consortia in England, Scotland, Wales and Northern Ireland made up of local authorities, businesses, electricity distributors and suppliers and other organizations like the Regional Development Agencies (RDAs). The funds will be made available in two phases.

Winning consortia will need to show how their plans fit in with other Government objectives, like improving local air quality, and create local incentives to further encourage the uptake of electric vehicles.

Up to £10 million (US$16.6 million) of the funding is provided from the Department for Business, Innovation and Skills (BIS) and the Department of Energy and Climate Change (DECC), through the Strategic Investment Fund, as announced in the Low Carbon Industrial Strategy in July 2009.

Overall, the Government is investing around £400 million ($665 million) to encourage the development, manufacture and use of next-generation ultra-low carbon vehicles. Delivered by the Office for Low Emission Vehicles, this support is being targeted to create new jobs in a low carbon automotive sector and to cut carbon from UK road transport.

The UK can be a world leader in electric and low carbon cars which is why the Government has already committed around £400 million of support to encourage development and uptake of ultra-low emission vehicles. Our aim is for electric and low carbon cars to be an everyday feature of life on UK’s roads in less than five years. There is still a lot of work to be done, however Plugged-In Places is one very significant step putting us firmly on the path to a low carbon future.
—Transport Secretary Andrew Adonis

The total number and location of charging infrastructure supported by this initiative will depend on local plans and requirements. The intention is that successful applicants will match the Government’s investment.

These plans build on existing measures to support alternative fuels. The UK Government also announced the seven schemes that will benefit from £500,000 (US$831,000) of funding through the Alternative Fuels Infrastructure Grant Program. These schemes will see the provision of 72 electric charging points and four gas refuelling stations in areas across England.

The Office for Low Emission Vehicles. The Office for Low Emission Vehicles (OLEV), which will deliver the Plugged-In Places Infrastructure Framework, is a new cross- Government team, bringing together existing policy and funding streams to drive policy delivery. Located within the Department for Transport, it incorporates policies, people and funding from DfT, BIS and DECC.

OLEV’s priorities will be accelerating the uptake and delivering ultra low carbon vehicles into the UK transport mix, with a focus on the opportunities that this will have for UK business.

US Crude Oil Production Continues at Four-Year Highs

2009-11-19T03:31:00-08:00

US crude oil production for October averaged 5.36 million barrels per day, continuing at levels not seen since 2005, according to the American Petroleum Institute’s (API) Monthly Statistical Report.

Crude production from the Lower 48 states averaged 4.67 million barrels per day, up from both last year and prior months. Even though crude production last October had recovered from precautionary platform shut-ins in the Gulf of Mexico in the face of hurricanes Gustav and Ike last September, output levels then were still lower than this October’s by nearly 15%. Meanwhile, Alaskan output, at 696,000 barrels per day, slipped from last October by 2.8% but rebounded from this summer’s lows of less than 600,000 barrels per day.

The October production figures continue to detail the industry’s success story in the Gulf of Mexico, particularly the deep waters, as well as the way new technologies have helped bring on new production both offshore and onshore.
—API Statistics Manager Ron Planting

On the demand side, gasoline deliveries for October showed their first decline since May, dropping 0.5 percent from last October’s delivery surge that followed hurricane-related supply interruptions of September 2008. However, had deliveries a year ago followed a pattern more in line with historical patterns, API estimates that this year’s gasoline deliveries for October would have shown their fifth year-to-year increase in a row—though perhaps by only about one half of one percent.

Distillate deliveries’ year-to-year declines, which had been moderating in recent months, returned to the double-digit range in October, with an 11.4% drop from a year ago. Even if there had been a more normal delivery pattern last year, this October’s decline still would have likely averaged some 7%, according to API. Economic indicators continue to suggest that demand for diesel-powered freight traffic is down substantially. The Federal Reserve Board’s industrial production index, for example, was flat for October and was still running more than 7% below year-ago levels.

Volvo Upgrades Hybrid System in Prototype Refuse Truck; Small-Scale Series Production Pushed Back to 2012 at the Earliest

2009-11-19T03:07:00-08:00

Updated Volvo hybrid refuse truck in London. Click to enlarge.

After a year and a half of initial field testing, Volvo Trucks is releasing an upgraded hybrid refuse truck (earlier post) with new components and software. The new refuse truck will be tested by Veolia Environmental Services in central London.

The new truck is an upgraded version of the parallel hybrid trucks field-tested in Stockholm and Göteborg, Sweden, over the past eighteen months. It has two separate drivelines, one for diesel and one for electricity, which can be used either separately or together. The refuse truck promises up to 30% lower fuel consumption than a conventional model.

The hybrid system used in the refuse truck is a version of Volvo’s I-SAM (Integrated Starter, Alternator, Motor) parallel hybrid system. The I-SAM system comprises a starter motor, drive motor and alternator fit between the clutch and the I-Shift automatic transmission.

The hybrid uses a Volvo D7 7-liter engine with power output from 300 - 340 hp (224 - 254 kW) and a 600V 3-phase permanent magnet synchronous electric motor with maximum power output of 120 kW and maximum torque of 800 N·m, supported by a 600V Li-ion battery.

The basic concept is the same, but all the components and software have been updated. Development is extremely fast, and the technology in our latest test vehicle is much closer to a production-ready solution.
—Fredrik Bohlin, Business Manager, Hybrids at Volvo Trucks

The new refuse truck has electric power steering, completely new control systems and refined battery management strategies to optimize the battery performance. Loading and refuse compaction are completely electrically powered by means of a plug-in compactor that is charged via the main electricity grid. The battery is also new, with improved reliability and a longer lifespan.

According to Fredrik Bohlin, a small-scale series production of the hybrids will start in 2012 at the earliest, which is somewhat later than the original plan. The delay is related to the global financial crisis that has affected both Volvo’s product development and customers’ investment capacity.

The field tests currently underway have given Volvo Trucks’ engineers important experience, which will be used when developing the new refuse truck. Making two drivelines work together has proved to be a balancing act.

For example, if you want to minimize fuel consumption, you can maximize the use of the electrical power unit. However, this reduces battery life. So to achieve an optimal solution, many different properties must be weighed against each other. It’s all about satisfying high demands for performance, lifespan, fuel consumption and operability.
—Fredrik Bohlin

The initial results from all Volvo hybrid test vehicles show that the prediction of up to 30% less fuel and carbon dioxide emissions has been validated. Renova, a waste and recycling company in Göteborg, is among the customers that have been testing Volvo’s hybrid refuse truck since spring 2008, and they can report an even greater reduction.

The hybrid has met our expectations and our drivers are highly satisfied. The electrical power system provides high torque from start-up, low noise level and emission-free loading and refuse compaction. In terms of fuel consumption and climate impact, our measured results are even better than expected. We’ve achieved reductions of a staggering 35 percent. On a annual basis, the hybrid saves us 5,250 liters of fuel compared to a traditional diesel engine...and we only drive single shifts.
—Lars Thulin, vehicle development manager at Renova

The refuse truck now being delivered to Veolia is not the first Volvo heavy-duty hybrid in London. Six Volvo hybrid buses have been operating on the streets of London since summer 2009.

BMW Two-Mode ActiveHybrid X6 on Sale in US 5 Dec at $89,725 MSRP; 18 mpg US Combined

2009-11-19T00:29:00-08:00

The BMW ActiveHybrid X6 (earlier post) will arrive in US showrooms right on the heels of its North American debut at the Los Angeles International Auto Show. The Sports Active Coupe featuring two-model hybrid technology will be available beginning 5 December 2009 with a base MSRP of $89,725, including destination and handling.

The 2010 BMW ActiveHybrid X6 carries an EPA fuel economy rating of 17 mpg US city, 19 mpg highway, 18 mpg combined (13.8 L/100km city, 12.4 L/100km highway, 13.1 L/100km combined).

In addition to BMW’s interpretation of two-mode hybrid technology, mated to the 4.4-liter twin-turbo V8, the price includes a number of standard features which are optional on the X6 xDrive50i. These include a unique 7-speed automatic transmission, Extended Nappa leather (including the dashboard and center console), 20-inch Aero Wheels with mixed-sized performance tires, Rearview camera with Top View and Head-up display.

POET Reduces Cellulosic Ethanol Production Cost from $4.13 to $2.35/Gallon in First Year of Pilot Operation; <$2.00/Gallon Target for Commercial Start

2009-11-18T12:33:08-08:00

Over the first year of operations of its pilot-scale cellulosic ethanol plant in South Dakota (earlier post), POET has reduced its per gallon production cost from $4.13 to $2.35, exceeding its expectations. Cost reduction came via reductions in energy usage, enzyme costs, raw material requirements and capital expenses. The pilot plant uses corn cobs for feedstock.

The company’s goal is to be below $2 per gallon by the time of the commercial start-up of its Project LIBERTY (Launch of an Integrated Bio-refinery with Eco-sustainable and Renewable Technologies in Y2009) plant, a planned 25 million-gallon-per-year cellulosic ethanol facility in Emmetsburg, Iowa. (Earlier post.)

POET has been working on cellulosic ethanol for close to a decade and there were some days that I wasn’t sure we’d be successful. While we still have some challenges ahead, I can say unequivocably that Project LIBERTY will be commercially viable by the time we start up the plant.
—Jeff Broin, CEO of POET

Broin pointed to several areas of progress in the production process that helped them achieve the overall cost reduction:

Chemical raw materials required in the process have been reduced, resulting in an operating cost savings of $0.20 per gallon.
The energy used in the pretreatment process has been reduced by more than half.
Alternative energy technology has been demonstrated to provide all of the energy for the cellulosic ethanol plant and at least 80% of the adjacent corn-based plant.
Enzyme cost has been cut in half and is expected to decline by start-up of Project LIBERTY.
Through continuous optimization of the process, entire unit operations have been eliminated, reducing overall capital cost by more than 40%.

Dr. Mark Stowers, Senior Vice President of Science and Technology for POET, said that there are some promising areas for future cost reductions in the cellulosic production process.

There are still several opportunities to make the process more efficient, particularly in fermentation. Additionally our enzyme partners have committed to significant additional cost reductions. But significant gains can also be made once we start up the commercial facility and POET uses its 20+ year history in biorefining to drive cost reductions and efficiency improvements in the process.
—Dr. Stowers

Dr. Mark Stowers, Senior Vice President of Science & Technology talks about the cost savings that POET has achieved in cellulosic ethanol production. Source: POET.

POET’s pilot-scale plant has produced approximately 20,000 gallons of cellulosic ethanol since it started producing on November 18, 2008.

POET, the largest ethanol producer in the world, is a leader in biorefining through its efficient, vertically integrated approach to production. The 20-year-old company produces more than 1.54 billion gallons of ethanol annually from 26 production facilities nationwide. POET recently started up a pilot-scale cellulosic ethanol plant, which uses corn cobs as feedstock, and will commercialize the process in Emmetsburg, Iowa.

DOE To Award $104.7M to Establish Research and Testing Facilities for Carbon Fiber Manufacturing, Advanced Batteries, and Net-Zero Energy Building Technology

2009-11-18T11:54:18-08:00

The US Department of Energy (DOE) is awarding $104.7 million in funding from the American Recovery and Reinvestment Act for eight new projects to establish critical research and testing facilities at seven DOE National Laboratories. The projects will support the development and improvement of clean energy and efficiency technologies of strategic national interest.

Specifically, the funding will go toward reducing the production cost of carbon fiber manufacturing, to help in reducing the weight of vehicles; improved efficiency and lower costs for car batteries; and net-zero energy building technologies.

The Department of Energy solicited applications from eligible National Laboratories nationwide. Applications underwent a thorough technical review process. Laboratories selected include:

Oak Ridge National Laboratory (Oak Ridge, TN) will receive $34.7 million for carbon fiber manufacturing and processing to construct the Carbon Fiber Technology Center. The Center will investigate novel manufacturing processes and alternative feedstocks in order to lower the cost of carbon fiber from the current $10-$20 per pound to under $5 per pound.

ORNL will also receive $20.2 million to develop an Integrated Net-Zero Energy Buildings Research Laboratory that includes a commercial building field research platform.
Lawrence Berkeley National Laboratory (Berkeley, CA) will receive $15.9 million to build and operate a National User Facility for Net-Zero Energy Buildings Research that will contain a series of coordinated integration test beds that address key technical challenges for net-zero energy buildings.
National Energy Technology Laboratory (Morgantown, WV) will receive $13.9 million to construct a 35,000 square foot Performance Verification Laboratory to perform nearly 17,000 verifications tests per year on a broad range of residential and commercial appliances.
Argonne National Laboratory (Argonne, IL) will receive $8.8 million to construct three battery research and development facilities: a Battery Prototype Cell Fabrication Facility, a Materials Production Scale-Up Facility, and a Post-Test Analysis Facility.
Idaho National Laboratory (Idaho Falls, ID) will receive $5 million to establish a High Energy Battery Test Facility. The High Energy Battery Test Facility will possess capabilities that will enable development of low cost batteries that meet real world performance requirements.
Sandia National Laboratories (Albuquerque, NM) will receive $4.2 million to modify and enhance its Battery Abuse Testing Laboratory. Abusive testing includes such conditions as over charging, over discharge, short circuits, fire and external heat exposure. The improved battery abuse testing facilities will possess capabilities critical for developing low cost batteries that meet real world performance requirements.
National Renewable Energy Laboratory (Golden, CO) will receive $2 million to establish a Battery Thermal and Life Test Facility. The Battery Thermal and Life Test Facility will enable researchers to develop lower cost, more robust battery thermal management systems and battery designs.

TaxiBot: Ricardo Engineered Robotic Vehicle Concept To Reduce Aircraft Fuel Consumption and Noise on the Ground

2009-11-18T10:29:47-08:00

CAD model of TaxiBot showing aircraft nose wheel and landing gear fully engaged. Click to enlarge.

Taxiing to and from the airport terminal gate and runway is a major source of CO₂ emissions. Aircraft are currently required to use their main propulsion jet engines in a highly inefficient manner for slow speed ground movements; the consequence is greater local air and noise pollution, as well as wasted fuel and hence increased carbon emissions.

Ricardo has successfully engineered and delivered a demonstrator robotic, pilot-controlled towing vehicle known as ‘TaxiBot’ for Israel Aerospace Industries (IAI). The TaxiBot concept is capable of operating with both wide and narrow bodied commercial airliners; it requires no modification to the aircraft, taxiways or runways, and only minor changes to airport infrastructure.

Ricardo has been working for the past 15 months with IAI to develop the Taxibot concept. After an initial feasibility study, Ricardo developed a detailed program for IAI to take the concept to the level of a working demonstrator vehicle with full capability. Ricardo’s involvement in this work included requirements capture, conceptual design and detailed specification design, manufacture and demonstration of the first TaxiBot demonstrator vehicle.

Following the successful build and initial testing of the first vehicle, IAI has now signed a Memorandum of Understanding with Airbus Industries and a Memorandum of Agreement with international ground support equipment provider TLD, covering the next stages of development of the TaxiBot concept.

After further testing and development, Taxibot has the potential to play a significant role in the reduction of fuel costs and emissions. According to IAI and Airbus, Taxiing at airports using aircrafts’ main engines results in a huge consumption of fuel (forecasted to cost around $7 billion by 2012), a large emission of CO₂ (approximately 18 million tonnes per year), and a significant source of foreign object debris damage (costing around $350 million per year).

The first TaxiBot vehicle—a full size, fully operational demonstrator—is based on a Krauss Maffei PTS-1 aircraft towbarless tractor originally owned by Lufthansa LEOS. This donor vehicle has been heavily redesigned, modified and rebuilt by Ricardo to install IAI’s patented and innovative ideas of a turret and energy absorption systems and controls. The key modifications to the base vehicle by Ricardo were the installation of the turret to which the aircraft nose wheel is clamped and that can rotate as the pilot steers the nose wheel; a platform that can tilt and move axially; and chassis extensions to the existing vehicle including an additional axle set, enabling the TaxiBot components to be incorporated. The resulting now six-wheeled vehicle is capable of towing Boeing 747 and Airbus A340 airliners.

The demonstrator vehicle weighs 52 tonnes and is powered by twin, 500 hp (373 kW) V8 diesel engines which operate a complex hydrostatic drive system as well as hydraulic systems handling the 4-wheel steering and aircraft pick-up and clamp actuators. Dual Ricardo ‘R-Cube’ electronic controllers manage the forces applied to the nose landing gear as well as vehicle speed and all the communications with the customer’s electronic systems for navigation, speed setting and control tower integration as well as the operational logic of the vehicle systems and the pilot interface.

TaxiBot has been an interesting program that has brought together leading edge automotive simulation, electronics, control technologies and special vehicle engineering skills to address one of the key environmental challenges facing the aerospace sector. It has set some industry firsts too, including the full dynamic modelling of an aircraft being towed under pilot control (using the ADAMS multibody dynamics and motion analysis software) and the physical demonstration of pilot controlled taxiing using the TaxiBot demonstrator vehicle and test trailer.
—Eric White, Ricardo chief engineer for TaxiBot

The nose wheel of the aircraft enters the vehicle turret and is clamped into position. The turret can rotate freely and hence take steering and braking requests directly from the nose wheel. The flight crew can thus manoeuvre the aircraft without using the main engines. Click to enlarge.

Operation. On engaging with the TaxiBot, the nose wheel of the aircraft enters the vehicle turret and is quickly clamped securely into position. The turret is able to rotate freely and can hence take steering and braking requests directly from the nose wheel in such a way that the pilot should not notice the presence of the tug whilst being towed normally by TaxiBot.

A crucial aspect of the TaxiBot design is that the aircraft brakes slow the aircraft down, not the tug. This, coupled with the management of the nose landing gear forces makes operational towing possible. With the TaxiBot engaged the flight crew can manoeuvre the aircraft around the taxi-ways of the airport, relying solely on auxiliary power units for on-board power and air conditioning needs.

To orchestrate the technology, IAI has developed and provided a “high-level” vehicle controller that will integrate with airport control towers and provide speed target, towing force and other mission data while constantly monitoring geographical position. While the current prototype assumes that an operator is present in the vehicle, the control architecture of the vehicle is already in place to support autonomous tug operation so that in the near future no tug driver would be needed for taxiing.

TaxiBot and Test Trailer. Click to enlarge.

Initial testing. To test the TaxiBot prototype demonstrator vehicle, Ricardo has designed and built, in parallel with the vehicle program, a 100-tonne test trailer equipped with a hydrostatic dynamometer capable of simulating large passenger aircraft tyre drag. The test trailer is designed with a genuine Boeing 747 cockpit and nose landing gear in order to fully replicate the processes both of towing and flight deck control of the tug. This highly flexible test trailer has enabled extensive testing of the prototype TaxiBot vehicle to be carried out by Ricardo at the Dunsfold aerodrome close to London, UK.

Next steps. Following signature of the Memorandum of Understanding between IAI and Airbus Industries on future development of TaxiBot at the 2009 Paris Air Show, and subsequent Memorandum of Agreement with TLD, development tests are continuing to be carried out by Ricardo using the demonstrator TaxiBot vehicle and test trailer at Dunsfold. Once this testing is completed it is planned that the demonstrator vehicle will be shipped to Toulouse airport where the TaxiBot will be used in further tests in February 2010 with an Airbus owned A340-600 airplane weighing approximately 350 tonnes. The Ricardo team on the TaxiBot program will continue to support the development work throughout this next phase based at Toulouse.

CleanFUEL USA Introduces New Liquid Propane Injection System for GM 6.0L Engine

2009-11-18T09:58:56-08:00

CleanFUEL USA, a leading supplier of alternative fuel infrastructure and propane engine systems has introduced its latest Liquid Propane Injection (LPI) system for the General Motors (GM) 6.0-liter engine. The new engine system will be available the first quarter of 2010 and the company is now taking orders to meet the increased demand for greener fleet vehicles, as the Department of Energy (DOE) starts to award stimulus funds this December.

Propane projects were one of the largest beneficiaries of alternative fuel grants given under the 2009 American Recovery and Reinvestment Act (ARRA), securing $33.5 million.

The new 6.0L propane engine system is an OEM replacement for new gasoline powered engines, and is designed to convert light-duty fleets, such as passenger vans, shuttle buses, walk-in vans and utility and service vehicles to operate on propane. CleanFUEL USA’s advanced LPI technology provides the same horsepower, torque and performance as gasoline-powered engines, yet produces fewer greenhouse gas emissions. When the 6.0L is made generally available early next year, it will be the first dedicated, GM light-duty propane engine to be EPA and CARB (California Air Resources Board) certified. Systems are available through CleanFUEL USA Master Dealers and Preferred Installers.

Researchers Demonstrate Quantum-Coupled Thermal to Electric Conversion With Efficiency as High as 40% of Carnot Limit, With Calculated Potential of Up to 90%

2009-11-18T09:53:00-08:00

Basic scheme of the quantum-coupled converter. Shaded boxes indicate electron reservoirs. Arrows represent couplings. Letter U represents the electrostatic interaction while letter V represents the tunneling. Source: Hagelstein, 2007. Click to enlarge.

Researchers from MIT, with colleagues from IISc in Bangalore, India and HiPi Consulting in Maryland have experimentally demonstrated the conversion of heat to electricity using thermal diodes with efficiency as high as 40% of the Carnot Limit. Their calculations find that this new kind of system could theoretically reach as much as 90% of that ceiling.

By contrast, current solid-state thermoelectric devices only achieve about one-tenth of the Carnot Limit, according to MIT Associate Professor Peter Hagelstein, co-author of a paper on the new concept published 13 November in the Journal of Applied Physics.

The scheme is conceptually simple, wrote Hagelstein and graduate student Dennis Wu in the 2007 Progress Report from MIT’s Research Laboratory of Electronics. In the simplest possible implementation, an electron reservoir on the cold side supplies an electron to a lower state. Coupling with the hot side causes the electron to be promoted to an excited state, and then the electron proceeds to a second electron reservoir at elevated potential. An electrical load connected between the two reservoirs can be driven from the current due to the promoted electrons.

Hagelstein says that with present systems it’s possible to efficiently convert heat into electricity, but with very little power. It’s also possible to get high-throughput power from a less efficient, and therefore larger and more expensive system. “It’s a tradeoff. You either get high efficiency or high throughput,” says Hagelstein. But the team found that using their new system, it would be possible to get both at once, he says.

A key to the improved throughput was reducing the separation between the hot surface and the conversion device. A recent paper by MIT professor Gang Chen reported on an analysis showing that heat transfer could take place between very closely spaced surfaces at a rate that is orders of magnitude higher than predicted by theory. The new report takes that finding a step further, showing how the heat can not only be transferred, but converted into electricity so that it can be harnessed.

Thermal to electric energy conversion with thermophotovoltaics relies on radiation emitted by a hot body, which limits the power per unit area to that of a blackbody. Microgap thermophotovoltaics take advantage of evanescent waves to obtain higher throughput, with the power per unit area limited by the internal blackbody, which is n² higher. We propose that even higher power per unit area can be achieved by taking advantage of thermal fluctuations in the near-surface electric fields.

For this, we require a converter that couples to dipoles on the hot side, transferring excitation to promote carriers on the cold side which can be used to drive an electrical load. We analyze the simplest implementation of the scheme, in which excitation transfer occurs between matched quantum dots.

Next, we examine thermal to electric conversion with a lossy dielectric (aluminum oxide) hot-side surface layer. We show that the throughput power per unit active area can exceed the n² blackbody limit with this kind of converter. With the use of small quantum dots, the scheme becomes very efficient theoretically, but will require advances in technology to fabricate.
—Wu et al.

A company called MTPV Corp. (for Micron-gap Thermal Photo-Voltaics), founded by MIT alum Robert DiMatteo is already working on the development of “a new technology closely related to the work described in this paper,” Hagelstein says.

DiMatteo says he hopes eventually to commercialize Hagelstein’s new idea. In the meantime, he says the technology now being developed by his company, which he expects to have on the market next year, could produce a tenfold improvement in throughput power over existing photovoltaic devices, while the further advance described in this new paper could make an additional tenfold or greater improvement possible. The work described in this paper “is potentially a major finding,” he says.

While it may take a few years for the necessary technology for building affordable quantum-dot devices to reach commercialization, Hagelstein says, “there’s no reason, in principle, you couldn’t get another order of magnitude or more” improvement in throughput power, as well as an improvement in efficiency.

There’s a gold mine in waste heat, if you could convert it. A lot of heat is generated to go places, and a lot is lost. If you could recover that, your transportation technology is going to work better.
—Peter Hagelstein

Resources

D. M. Wu, P. L. Hagelstein, P. Chen, K. P. Sinha, and A. Meulenberg (2009) Quantum-coupled single-electron thermal to electric conversion scheme. J. Appl. Phys. 106, 094315; doi: 10.1063/1.3257402
P. L. Hagelstein and Dennis Wu (2007) Thermal to Electric Conversion with a Novel Quantum-Coupled Converter (MIT Research Laboratory of Electronics, Progress Report 2007)

The Linde Group and Algenol Biofuels To Cooperate in CO2 and O2 Management for Biofuel Production from Algae

2009-11-18T07:25:31-08:00

The Linde Group and the US company Algenol Biofuels LLC have agreed to collaborate in a joint development project to identify the optimum management of carbon dioxide (CO₂) and oxygen (O₂) for Algenol’s algae and photobioreactor technology. (Earlier post.)

This cooperation will see the companies join forces to develop cost-efficient technologies that capture, store, transport and supply CO₂ for Algenol’s proprietary process for the production of third-generation (3G) biofuels out of CO₂, salt water and algae, as well as remove oxygen from the photobioreactor.

The research collaboration builds on a process developed by Algenol Biofuels and other partners. This method utilizes algae, CO₂, salt water and sunlight to directly produce 3G bioethanol and other 3G biofuels or biochemicals in photobioreactors.

Linde has a large body of experience in the cost-efficient supply of CO₂ for recycling applications. The OCAP project (organic CO₂ for assimilation by plants) in the Netherlands is an example. Here, Linde supplies more than 500 greenhouses covering a total area of 1,500 hectares with CO₂ transported by pipeline from a refinery. The higher concentrations of CO₂ enable the greenhouse crops to grow much faster. Linde also works with leading energy groups to develop, plan and build pilot facilities for capturing and storing CO₂ from power plant processes.

Volt and Its Battery Pack Converging on Product and Process Validation in February 2010; Fine-Tuning in Preparation for Start of Regular Production in Nov 2010

2009-11-18T07:17:27-08:00

The Volt and its Li-ion battery pack have proceeded in parallel through GM’s development and manufacturing process. Next up is the PPV (product and process validation) stage (Feb-Aug 2010) prior to the start of regular production (SORP) in November 2010.

Both the Chevy Volt extended range electric vehicle and its battery pack are converging on the beginning of the product and process validation (PPV) stage of GM’s development and manufacturing process, scheduled to start in February 2010, according to an online status update given by Andrew Farrah, Volt Vehicle Chief Engineer and Bill Wallace, Engineering Group Manager, Voltec Battery Systems.

Both the vehicle and the pack have undergone some expected tweaking on the run-up to PPV based on the testing to date. On the vehicle side, these have included adjustments to address NVH (noise, vibration and harshness) issues when running in electric mode. On the pack and cell side, GM has made minor adjustments in the chemistry (LG Chem’s Li-ion manganese spinel) in collaboration with LG Chem for improved life. The current cell chemistry for the Volt, now in its fourth generation, is the one that will head into production.

Relative to tweaking [the cell], these are very small adjustments. Remember, this application is not a cell phone, we use this [cell] in a significantly different way. The adjustments are primarily for life. That is one of our largest challenges, but also one of the biggest assets for our battery. We think we’ve done some good things...this will be out production chemistry.
—Bill Wallace

GM’s fleet of 80 pre-production Volts has logged more than 250,000 miles of testing so far, and has undergone hot weather testing in Death Valley, as well as mountain testing at Pike’s Peak and Baker’s Grade. During a briefing on the OnEVLAB in October (earlier post), Tony Posawatz, GM’s Vehicle Line Director for the Volt, noted that some Volts are also heading out overseas for testing under other harsh conditions.

GM Battery Technology Evaluation
In a briefing on Li-ion battery chemistries provided in October, Andrew Leutheuser, GM Lead Battery Systems Engineer said that GM uses a four-phase evaluation process that resulted in the selection of the LG Chem cells for the Volt: Phase 0, pre-screening: more than 155 chemistries evaluated on paper. Phase 1: cell screening: more than 60 chemistries tested in GM Labs. Phase 2: cell qualification (resulting in two). Phase 3: pack qualification (resulting in one).

GM Battery Technology Evaluation

In a briefing on Li-ion battery chemistries provided in October, Andrew Leutheuser, GM Lead Battery Systems Engineer said that GM uses a four-phase evaluation process that resulted in the selection of the LG Chem cells for the Volt:

Phase 0, pre-screening: more than 155 chemistries evaluated on paper.

Phase 1: cell screening: more than 60 chemistries tested in GM Labs.

Phase 2: cell qualification (resulting in two).

Phase 3: pack qualification (resulting in one).

Volt battery development. The cells and packs have hit a number of testing milestones of their own, at the cell, module and pack levels.

More than 50,000 cells have been on test, all without failure, and GM has built more than 300 prototype battery packs. There have been more than 300,000 miles of customer use lab testing to date. Twenty of the 60 Battery Systems Lab pack channels are fully dedicated to Voltec.

The Volt team has access to another 20 channels on a shared basis, and the remaining 20 are for other GM technology programs, Wallace said.

(In a tour of the Battery Lab in October, about 10 the Volt T-packs were visible, showing four different configurations of interfaces and connectors. Asked about the differences, Andrew Leutheuser, Lead Battery Systems Engineer, explained that they reflected generational learnings to optimize pack function over the course of the pre-production process.)

Battery module impact test. Source: GM.

GM’s new Brownstown Battery Assembly Plant, where the production Voltec packs will be made, is installing its production equipment and is currently in process tests developed in the Battery Systems Lab prior to plant launch.

GM has conducted more than 150 tests (abusive and in-use) on the prismatic battery cells themselves, including cell penetration; crush; life cycling; thermal stress; overcharge;and performance characterization.

The battery modules have gone through high dynamic impact testing; static crush; sustained pressure; short circuit; thermal stress; and seal integrity tests.

Result of a 30° forward impact at 65 km/h (40 mph). The orange T is the battery pack (the vehicle is tipped up to expose the bottom), and appears protected from the impact by the vehicle structure. Source: GM. Click to enlarge.

The packs have undergone more than 20 tests, including crash; mechanical vibration (a shaker table); corrosion; thermal cycling and shock; and customer use lifecycle. Vehicle crash testing has shown that the pack is well protected by the vehicle structure.

One learning from the process to date is that the pack internal environment conditions are somewhat different than initially expected. The in-use evaluations, however, have shown that the cells are performing as expected.