Hyundai Avante LPi hybrid level 1 testing report.

In collaboration with the Korea Automotive Technology Institute (KATECH), the Korean market only Hyundai Avante LPi Hybrid was purchased and imported to ANL's Advanced Powertrain Research Facility for vehicle-level testing. Data was acquired during testing using non-intrusive sensors, vehicle network information, and facilities equipment (emissions and dynamometer). Standard drive cycles, performance cycles, steady-state cycles, and A/C usage cycles were conducted. The major results are shown in this report. Given the benchmark nature of this assessment, the majority of the testing was done over standard regulatory cycles and sought to obtain a general overview of how the vehicle performs. These cycles include the US FTP cycle (Urban) and Highway Fuel Economy Test cycle as well as the US06, a more aggressive supplemental regulatory cycle. To assess the impacts of more aggressive driving, the LA92 cycle and a UDDS scaled by a factor 1.2x cycles were also included in the testing plan. Data collection for this testing was kept at a fairly high level and includes emissions and fuel measurements from an exhaust emissions bench, high-voltage and accessory current/voltage from a DC power analyzer, and CAN bus data such as engine speed. The following sections will seek to explain some of the basic operating characteristics of the Avante LPi Hybrid and provide insight into unique features of its operation and design. Figure 1 shows the test vehicle in Argonne's soak room

Checklist for Transition to New Highway Fuel(s).

Transportation is vital to the U.S. economy and society. As such, U.S. Presidents have repeatedly stated that the nation needs to reduce dependence on petroleum, especially for the highway transportation sector. Throughout history, highway transportation fuel transitions have been completed successfully both in United States and abroad. Other attempts have failed, as described in Appendix A: Historical Highway Fuel Transitions. Planning for a transition is critical because the changes can affect our nation's ability to compete in the world market. A transition will take many years to complete. While it is tempting to make quick decisions about the new fuel(s) of choice, it is preferable and necessary to analyze all the pertinent criteria to ensure that correct decisions are made. Doing so will reduce the number of changes in highway fuel(s). Obviously, changes may become necessary because of occurrences such as significant technology breakthroughs or major world events. With any and all of the possible transitions to new fuel(s), the total replacement of gasoline and diesel fuels is not expected. These conventional fuels are envisioned to coexist with the new fuel(s) for decades, while the revised fuel and vehicle infrastructures are implemented. The transition process must analyze the needs of the primary 'players,' which consist of the customers, the government, the fuel industry, and the automotive industry. To maximize the probability of future successes, the prime considerations of these groups must be addressed. Section 2 presents a succinct outline of the Checklist. Section 3 provides a brief discussion about the groupings on the Checklist

RCRA Facility Investigation Plan K-1004 Area Lab Drain and the K-1007-B Pond - Oak Ridge Gaseous Diffusion Plant - Oak Ridge, Tennessee

Within the confines of the Oak Ridge Gaseous Diffusion Plant (ORGDP) are hazardous waste treatment, storage, and disposal facilities; some are in operation while others are no longer in use. these solid waste management units (SWMUs) are subject to assessment by the US Environmental Protection Agency (EPA). The RCRA Facility Investigation (RFI) Plans are scheduled to be submitted for all units during calendar years 1987 and 1988. The RFI Plan - General Document (K/HS-132) includes information applicable to all the ORGDP SMWUs and serves as a reference document for the site-specific RFI plans. This document is the site-specific RFI Plan for the K-1004 Area Lab Drain (ALD) and the K-1007-B Pond. This plan is based upon requirements described in the draft document, RFI Guidance, Vols. I-IV, December 1987 (EPA 530/SW-87-001). This unit is regulated by Section 3004(u) of the 1984 Hazardous and Solid Waste Amendments (HSWA) to the Resource Conservation Recovery Act (RCRA). Contained within this document are geographical, historical, operational, geological, and hydrological data specific to the K-1004 ALD and the K-1007-B Pond. The potential for release of contamination through the various media to receptors is addressed. A sampling plan is proposed to further determine the extent (if any) of release of contamination to the surrounding environment. Included are health and safety procedures to be followed when implementing the sampling plan. Quality control (QC) procedures for remedial action occurring on the Oak Ridge Reservation (ORR) are presented in 'The Environmental Surveillance Procedures Quality Control Program, Martin Marietta Energy Systems, Inc., (ESH/Sub/87-21706/1), and quality assurance (QA) guidelines for ORGDP investigations are contained in The K-25 Remedial Actions Program Quality Assurance Plan, K/HS-231

Material and energy flows in the materials production, assembly, and end-of-life stages of the automotive lithium-ion battery life cycle

This document contains material and energy flows for lithium-ion batteries with an active cathode material of lithium manganese oxide (LiMn{sub 2}O{sub 4}). These data are incorporated into Argonne National Laboratory's Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model, replacing previous data for lithium-ion batteries that are based on a nickel/cobalt/manganese (Ni/Co/Mn) cathode chemistry. To identify and determine the mass of lithium-ion battery components, we modeled batteries with LiMn{sub 2}O{sub 4} as the cathode material using Argonne's Battery Performance and Cost (BatPaC) model for hybrid electric vehicles, plug-in hybrid electric vehicles, and electric vehicles. As input for GREET, we developed new or updated data for the cathode material and the following materials that are included in its supply chain: soda ash, lime, petroleum-derived ethanol, lithium brine, and lithium carbonate. Also as input to GREET, we calculated new emission factors for equipment (kilns, dryers, and calciners) that were not previously included in the model and developed new material and energy flows for the battery electrolyte, binder, and binder solvent. Finally, we revised the data included in GREET for graphite (the anode active material), battery electronics, and battery assembly. For the first time, we incorporated energy and material flows for battery recycling into GREET, considering four battery recycling processes: pyrometallurgical, hydrometallurgical, intermediate physical, and direct physical. Opportunities for future research include considering alternative battery chemistries and battery packaging. As battery assembly and recycling technologies develop, staying up to date with them will be critical to understanding the energy, materials, and emissions burdens associated with batteries

Well-to-wheels analysis of fast pyrolysis pathways with the GREET model.

The pyrolysis of biomass can help produce liquid transportation fuels with properties similar to those of petroleum gasoline and diesel fuel. Argonne National Laboratory conducted a life-cycle (i.e., well-to-wheels [WTW]) analysis of various pyrolysis pathways by expanding and employing the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model. The WTW energy use and greenhouse gas (GHG) emissions from the pyrolysis pathways were compared with those from the baseline petroleum gasoline and diesel pathways. Various pyrolysis pathway scenarios with a wide variety of possible hydrogen sources, liquid fuel yields, and co-product application and treatment methods were considered. At one extreme, when hydrogen is produced from natural gas and when bio-char is used for process energy needs, the pyrolysis-based liquid fuel yield is high (32% of the dry mass of biomass input). The reductions in WTW fossil energy use and GHG emissions relative to those that occur when baseline petroleum fuels are used, however, is modest, at 50% and 51%, respectively, on a per unit of fuel energy basis. At the other extreme, when hydrogen is produced internally via reforming of pyrolysis oil and when bio-char is sequestered in soil applications, the pyrolysis-based liquid fuel yield is low (15% of the dry mass of biomass input), but the reductions in WTW fossil energy use and GHG emissions are large, at 79% and 96%, respectively, relative to those that occur when baseline petroleum fuels are used. The petroleum energy use in all scenarios was restricted to biomass collection and transportation activities, which resulted in a reduction in WTW petroleum energy use of 92-95% relative to that found when baseline petroleum fuels are used. Internal hydrogen production (i.e., via reforming of pyrolysis oil) significantly reduces fossil fuel use and GHG emissions because the hydrogen from fuel gas or pyrolysis oil (renewable sources) displaces that from fossil fuel natural gas and the amount of fossil natural gas used for hydrogen production is reduced; however, internal hydrogen production also reduces the potential petroleum energy savings (per unit of biomass input basis) because the fuel yield declines dramatically. Typically, a process that has a greater liquid fuel yield results in larger petroleum savings per unit of biomass input but a smaller reduction in life-cycle GHG emissions. Sequestration of the large amount of bio-char co-product (e.g., in soil applications) provides a significant carbon dioxide credit, while electricity generation from bio-char combustion provides a large energy credit. The WTW energy and GHG emissions benefits observed when a pyrolysis oil refinery was integrated with a pyrolysis reactor were small when compared with those that occur when pyrolysis oil is distributed to a distant refinery, since the activities associated with transporting the oil between the pyrolysis reactors and refineries have a smaller energy and emissions footprint than do other activities in the pyrolysis pathway

Particulate emissions from energy systems

General models of aerosol dynamics, originally developed to simulate atmospheric aerosol behavior, have been extended for application to combustion and other high temperature processes. These models are now being used to study the fate of ash vapors in conventional pulverized-coal combustion. Field measurements have shown that the vapors condense preferentially on the surfaces of the smaller ash particles. Previous simplified calculations have suggested that large numbers of very small particles may also be formed by the condensation of these vapors. The new, exact calculations will be used to explore the relative importance of new particle formation and condensation on existing particles, the size distributions of the particles produced under various combustion conditions, and the distribution of chemical composition with respect to particle size

Control of a Solar Energy Systems

8th IFAC Symposium on Advanced Control of Chemical ProcessesThe International Federation of Automatic Control Singapore, July 10-13This work deals with the main control problems found in solar power systems and the solutions proposed in literature. The paper first describes the main solar power technologies, its development status and then describes the main challenges encountered when controlling solar power systems. While in other power generating processes, the main source of energy can be manipulated, in solar energy systems, the main source of power which is solar radiation cannot be manipulated and furthermore it changes in a seasonal and on a daily base acting as a disturbance when considering it from a control point of view. Solar plants have all the characteristics needed for using industrial electronics and advanced control strategies able to cope with changing dynamics, nonlinearities and uncertainties.Ministerio de Ciencia e Innovación PI2008-05818Ministerio de Ciencia e Innovación DPI2010-21589-C05-01/04Junta de Andalucía P07-TEP-0272