May
19

Amp opens first dealership in Cincinnati

Filed under: , ,

Amp, the Ohio-based maker of battery-electric SUVs, has opened its first dealership in Cincinnati and said first deliveries would start by year end.

Amp of Cincinnati opened last week and showed off both its Jeep Grand Cherokee- and Mercedes-Benz ML350-based battery-electric vehicles. The dealership has started taking $5,000 deposits for the SUVs, which Amp says have a single-charge range of as many as 125 miles. Amp said in March that its SUVs qualified for the $7,500 tax credit from the IRS. That month, the company also said it reached an agreement to sell its SUVs in the Caribbean.

The company in January said the Jeep-based Amp would be priced at $57,400, bringing the out of pocket price just under $50,000.

Continue reading Amp opens first dealership in Cincinnati

Amp opens first dealership in Cincinnati originally appeared on AutoblogGreen on Sat, 19 May 2012 16:29:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments

May
19

GM says the Volt has saved a supertanker of gas

Filed under: , , , ,

Chevy Volt

That’s one small step for man, and one less really big barge full of fuel for mankind.

That’s basically what General Motors’ Chevrolet division is saying in its latest effort to pitch the Volt extended-range plug-in as a way for prospective drivers to save both money and the earth.

Chevrolet estimates that Volt drivers have saved more than 2.1 million gallons of gas – or one supertanker – by driving their vehicles in electric mode. Since the model launched in late 2010, Volt drivers, who, on average, use electricity 60 percent of the time and fuel from the car’s on-board generator the rest of the time, have put on 40 million electric-only miles on the car, saving a combined $8 million in unused gasoline the process.

While the Volt fell about 2,300 units short of Chevy’s goal to sell 10,000 units last year, 2012 sales through April tripled from a year earlier to 5,377 units. We anxiously await Nissan’s own claim on how many fleets worth of gas its Leaf drivers have saved…

Continue reading GM says the Volt has saved a supertanker of gas

GM says the Volt has saved a supertanker of gas originally appeared on AutoblogGreen on Sat, 19 May 2012 09:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments

May
19

Heliae breaks ground on commercial demonstration facility for algae production; sells first barrel of algae-based jet fuel

Heliae Development, LLC, an Arizona-based algae technology company, broke ground on a commercial demonstration facility that will showcase the scalability and economics of its proprietary algae technology platform. Heliae was formed for the purpose of licensing and developing algal strains developed at Arizona State University for jet fuel. (Earlier post.)

In the next few years, Heliae plans to build several additional facilities across the globe. With the recent investment from the Salim Group, one of the largest diversified agri-food conglomerates in Southeast Asia, Heliae is positioned to expand beyond North America and deploy sites throughout the Asia Pacific region.

The new facility comprises 20 acres adjacent to Heliae’s Gilbert, Ariz. headquarters. The site will be constructed in phases over the next 18 months.

Additionally at the ground-breaking, Heliae sold its first barrel of algae-based jet fuel to its partner SkyNRG. This transaction marked a milestone in the partnership with a long term objective of producing sustainable jet fuel from algae.

May
19

Study finds that optimizing engine parameters for renewable diesel can reduce PM and NOx both by more than 25%

Hvo
Relative changes in PM characteristics (PM, Ntot, GMD, FSN, and SA) on (a) 50%, (b) 75%, and (c) 100% loads and (d) NOx emissions due to engine parameter adjustments at the studied engine loads. Credit: ACS, Happonen et al. Click to enlarge.

A team of researchers in Finland reports that by adjusting engine parameters for the use of hydrogenated vegetable oil (HVO) renewable diesel fuel across a range of loads (50%, 75%, and 100%), particulate matter and NOx emissions can both be reduced by more than 25% relative to the values from using HVO with standard engine conditions.

Further, the emission reduction was even higher when the target for adjusting engine parameters was exclusively to reduce either particulates or NOx. The study appears in the ACS journal Environmental Science & Technology.

Hydrotreated vegetable oil (HVO) diesel fuel is a promising
biofuel candidate that can complement or substitute traditional diesel fuel in
engines. It has been already reported that by changing the fuel from
conventional EN590 diesel to HVO decreases exhaust emissions. However,
as the fuels have certain chemical and physical differences, it is clear that the
full advantage of HVO cannot be realized unless the engine is optimized for
the new fuel.

—Happonen et al.

The studied HVO fuel is fully paraffinic—it contains no aromatics, sulfur, or oxygen. The HVO fuel meets the EN590 standard in all respects except in density.

The engine used in the study was a single-cylinder research engine based on a commercial 6-cylinder off-road engine. The commercial engine fulfilled EU 97/68/EC Stage III A and EPA 40 CFR 89 Tier 3 emission standards. EGR was simulated using neat nitrogen in the charge air; the EGR percentage was defined as the percentage of added nitrogen in the total inlet air mass flow.

The team studied the results of different combinations of advanced intake valve closing (IVC); exhaust gas recirculation (EGR) percentage; injection pressure (Pinj); and start-of-injection timing (SOI) on 50%, 75%, and 100% loads. When IVC was advanced, it was accompanied with an increase in charge air pressure in order to keep the intake air mass flow constant.

Three different engine conditions were chosen for each load: low-NOx conditions (LN); low-smoke conditions (LS); and conditions where both NOx and smoke are relatively low (LNLS). The low-NOx and low-smoke conditions represent the cases where one emission can be reduced to a minimum using engine parameter adjustments, while the other emission can be reduced using suitable after-treatment techniques—i.e., selective catalytic reduction (SCR) or particulate filter (e.g., DPF). The third condition, where both NOx and smoke are rather low, shows how large emission reductions can be expected with HVO fuel by engine parameter adjustments only.

IMEP of the 50%, 75%, and 100% loads were 10.8, 16.2, and 21.4 bar, respectively. The engine speed was 1500 rpm at all the measured conditions. The researchers first established baseline emissions under standard emission conditions at all three loads.

Among the findings of the study:

  • LN conditions were achieved with the use of EGR, advancing IVC by 70 degrees and delaying the start of injection from 0 to 2 degrees depending on the load. In addition, injection pressure was increased from 30 to 70%. With these adjustments, an approximately 60% decrease in NOx was achieved with the studied loads relative to the standard conditions with the HVO fuel.

    With the exception of increased injection pressure, all the adjustments resulted in a net increase in particulate emissions.

  • To achieve LS conditions, they increased the injection pressure which enhanced combustion conditions in the cylinder. Also, on the 50% load, SOI was advanced allowing better combustion. Both of these changes thereby enhanced combustion conditions decreasing particulate emission and increasing NOx.

    To keep the NOx emission below the level of emission at reference conditions, a small EGR percentage and advanced IVC were used. The results show that NOx emission remained at or slightly below the reference value, but PM emission was decreased 45−68% at LS conditions depending on the load.

  • LNLS conditions were achieved by reducing NOx with advanced IVC and a small percentage of EGR and by reducing particulate emission with a 30−70% increase in injection pressure depending on load. NOx emission was decreased 30−50% depending on load and PM 25−33%.

The results show that considerable reductions of exhaust emissions are possible by adjusting the engine settings to better suit the HVO fuel. Nevertheless, it should be noted that the emission reductions obtainable with a given engine are strongly dependent on applied engine technology and aftertreatment systems. At least with the current strictening limits for particles, it is impossible that light-duty vehicles or heavy-duty engines could achieve these limits without the use of diesel particulate filters (DPF). However, by adjusting the engine to reduce NOx emissions, the use of separate NOx aftertreatment (i.e., SCR) might be avoided. In addition, it becomes evident from the results that the amount of particulate emission reductions are strongly dependent on the chosen particulate property that is being focused on.

In order to obtain a more comprehensive view of the health effects of emission particles, particle emission properties such as chemical composition, PM, particle number concentration, particle surface area, and particle diameter should be known. FSN, on the other hand, could be the only value related to particulates that is measured in an engine laboratory.

—Happonen et al.

The team thus also compared different indicators of particulate emissions, including filter smoke number (FSN), total particle number, total particle surface area, and geometric mean diameter (GMD) of the emitted particle size distribution. As a result of this comparison, they found a linear correlation between FSN and total particulate surface area at low FSN region.

Resources

  • Matti Happonen, Juha Heikkilä, Timo Murtonen, Kalle Lehto, Teemu Sarjovaara, Martti Larmi, Jorma Keskinen, and Annele Virtanen (2012) Reductions in Particulate and NOx Emissions by Diesel Engine Parameter Adjustments with HVO Fuel. Environmental Science & Technology doi: 10.1021/es300447t

May
19

Mitsubishi Mirage delivers kei-car rivaling fuel economy with more space and size

Integrity Exports. Mitsubishi Motors’ new global car, the Mirage, will achieve 27.2 km/L (63.9 mpg US, 3.7 L/100km)) on the JC08 cycle.

This Mirage is not a kei car. It’s a regular compact car with a 3-pot 1 liter engine, not the 660 CC motors found in kei cars. And even though it’s 40 cm longer—giving a much more roomy interior—the use of high-performance steel in the engine bay keeps its weight down to just 830 kg, only 100 kg more than the Daihatsu e:S.

…The exact figure is still all hush-hush, but Mitsubishi says that the 1 liter Mirage will come in at under 1 million Yen [US$12,655] in Japan. It beats the keis on size. It equals the best of them on fuel economy. It’s 1 liter engine is likely to be more powerful. (No figures yet, but it’s got a 30% higher capacity.) And it’s cheaper than all but the cheapest of these kei cars. They plan on selling 30,000 a year in Japan. I think they may be wrong. In a good way.

—Stephen Munday

May
19

Study finds pollution strengthens thunderclouds, warming the atmosphere

Pollution warms the atmosphere through summer thunderstorm clouds, according to a computational study by a team of researchers from Pacific Northwest National Laboratory (PNNL), Hebrew University in Jerusalem and the University of Maryland published in Geophysical Research Letters. How much the warming effect of these clouds offsets the cooling that other clouds provide is not yet clear. To find out, researchers need to incorporate this new-found warming into global climate models.

Aerosol indirect effects, i.e., the interactions of aerosols with clouds by serving as cloud condensation nuclei or ice nuclei constitute the largest uncertainty in climate forcing and projection. Previous IPCC reported negative aerosol indirect forcing, which does not account for aerosol-convective cloud interactions because the complex processes involved are poorly understood and represented in climate models.

Here we elucidated how aerosols change convective intensity, diabatic heating, and regional circulation under different environmental conditions. We found that aerosol indirect effect on deep convective cloud systems could lead to enhanced regional convergence and a strong top-of-atmosphere warming. Aerosol invigoration effect occurs mainly in warmed-based convection with weak shear. This could result in a strong radiative warming in the atmosphere (up to +5.6 W m−2), a lofted latent heating, and a reduced diurnal temperature difference, all of which could potentially impact regional circulation and modify weather systems. The positive aerosol radiative forcing on deep clouds could offset the negative aerosol radiative forcing on low clouds to an unknown extent.

—Fan et al.

Pollution strengthens thunderstorm clouds, causing their anvil-shaped tops to spread out high in the atmosphere and capture heat, especially at night, said lead author and climate researcher Jiwen Fan of the Department of Energy’s Pacific Northwest National Laboratory (PNNL).

Global climate models don’t see this effect because thunderstorm clouds simulated in those models do not include enough detail. The large amount of heat trapped by the pollution-enhanced clouds could potentially impact regional circulation and modify weather systems.

—Jiwen Fan

Clouds are one of the most poorly understood components of Earth’s climate system. Called deep convective clouds, thunderstorm clouds reflect a lot of the sun’s energy back into space, trap heat that rises from the surface, and return evaporated water back to the surface as rain, making them an important part of the climate cycle.

To more realistically model clouds on a small scale, such as in this study, researchers use the physics of temperature, water, gases and aerosols—tiny particles in the air such as pollution, salt or dust on which cloud droplets form.

In large-scale models that look at regions or the entire globe, researchers substitute a stand-in called a parameterization to account for deep convective clouds. The size of the grid in global models can be a hundred times bigger than an actual thunderhead, making a substitute necessary.

However, thunderheads are complicated, dynamic clouds. Coming up with an accurate parameterization is important but has been difficult due to their dynamic nature.

Inside a thunderstorm cloud, warm air rises in updrafts, pushing tiny aerosols from pollution or other particles upwards. Higher up, water vapor cools and condenses onto the aerosols to form droplets, building the cloud. At the same time, cold air falls, creating a convective cycle. Generally, the top of the cloud spreads out like an anvil.

Previous work showed that when it’s not too windy, pollution leads to bigger clouds. This occurs because more pollution particles divide up the available water for droplets, leading to a higher number of smaller droplets that are too small to rain. Instead of raining, the small droplets ride the updrafts higher, where they freeze and absorb more water vapor. Collectively, these events lead to bigger, more vigorous convective clouds that live longer.

The team used high-performance computing to study the invigoration effect on a regional scale. To find out which factors contribute the most to the invigoration, Fan and colleagues set up computer simulations for two different types of storm systems: warm summer thunderstorms in southeastern China and cool, windy frontal systems on the Great Plains of Oklahoma. The data used for the study was collected by different DOE Atmospheric Radiation Measurement facilities.

The simulations had a resolution that was high enough to allow the team to see the clouds develop. The researchers then varied conditions such as wind speed and air pollution.

Fan and colleagues found that for the warm summer thunderstorms, pollution led to stronger storms with larger anvils. Compared to the cloud anvils that developed in clean air, the larger anvils both warmed more—by trapping more heat—and cooled more—by reflecting additional sunlight back to space. On average, however, the warming effect dominated.

The springtime frontal clouds did not have a similarly significant warming effect. Also, increasing the wind speed in the summer clouds dampened the invigoration by aerosols and led to less warming.

This is the first time researchers showed that pollution increased warming by enlarging thunderstorm clouds. The warming was surprisingly strong at the top of the atmosphere during the day when the storms occurred. The pollution-enhanced anvils also trapped more heat at night, leading to warmer nights.

Those numbers for the warming are very big, but they are calculated only for the exact day when the thunderstorms occur. Over a longer time-scale such as a month or a season, the average amount of warming would be less because those clouds would not appear everyday.

—Jiwen Fan

Next, the researchers will look into these effects on longer time scales. They will also try to incorporate the invigoration effect in global climate models.

The research was supported by the U.S. Department of Energy Office of Science. The data from China were gathered under a bilateral agreement with the China Ministry of Sciences and Technology.

Reference:

Resources

  • Jiwen Fan, Daniel Rosenfeld, Yanni Ding, L. Ruby Leung, and Zhanqing Li (2012) Potential Aerosol Indirect Effects on Atmospheric Circulation and Radiative Forcing through Deep Convection, Geophys. Res. Lett. doi: 10.1029/2012GL051851

May
19

NIAABB selects Los Alamos ultrasonic algae harvester for Phase II development

The National Alliance for Advanced Biofuels and Bioproducts (NAABB) has selected Los Alamos National Laboratory’s (LANL) Ultrasonic Algae Harvesting technology for Phase II development. The technology is based on LANL’s R&D 100 award-winning Ultrasonic Algal Biofuel Harvester. Research and development to refine the technology at lab-scale has been in progress through NAABB since April 2010.

Lab-scale experiments completed in October 2011 showed that the technology is cost effective and energy-efficient. Phase II will be the design and development of a harvester unit that will operate at 100 liters per hour minimum algal culture feed rate. The scaled-up ultrasonic algae harvesting unit will be built and tested in the field by early 2013. NAABB’s goal is to produce new technologies that can be implemented by their commercial partners and others developing the algal biofuel industry.

Algae usually are grown under dilute cultivation conditions in a typical cell density of less than 1 gram per liter of water (999 parts water to 1 part algae). Adding to the challenge of removing so much water is scale. The optimal size of the commercial open-pond algae production facility is envisioned at more than a million liters of culture.

The ultrasonic harvester works at select sound wave frequencies to focus and concentrate the fluid-borne microalgae cells. Based on their lab-scale device, the LANL research team expects to concentrate 25 gallons (94.6 liter) of algae per hour for less than a penny per gallon of the lipid biofuel produced. Such an improvement would significantly reduce the cost of separating water from algae.

The NAABB selected the ultrasonic harvesting technology for scale-up following a review of five harvesting technologies and four extraction technologies that are being developed within the NAABB program for projected operational costs and energy consumption.

Older posts «