DoE Advanced Ceramic Microturbine

In July 2001, Ingersoll-Rand began work on this program. Its objective was to introduce ceramic hot section components into the IR family of microturbines to permit higher operating temperatures and hence improved efficiency. The IR microturbine product line combines a novel application of industrial turbocharger equipment, our commercially successful recuperator, and proven industrial gas turbine design practices. The objective of the joint development program is to combine the high production success of the Si{sub 3}N{sub 4} turbocharger rotors, largely from Japan, with the IR turbocharger-based microturbines. The IR 'Ceramic Microturbine' (CMT) program has been configured to use the most practical ceramic rotor, considering size, geometry, proven manufacturing methods, and physical material limitations Performance predictions indicate that 36% LHV electric conversion efficiency could be attained at a Turbine Inlet Temperature (TIT) of nominally 1000 C. The initial 72kW engine is being designed to have comparable life and costs to our current product The package power rating is expandable to 100kW with this equipment by slightly increasing pressure ratio flow and TIT. This program was initially planned as five major tasks In Task 1 a comprehensive analysis of the state of the art ceramics and their applicability to microturbines was performed Milestone I was achieved with the joint DoE/IR decision to concentrate on our 70kW microturbine, with elevated turbine inlet temperature and pressure ratio,. This preserved the ability of the engine to utilize the standard IR recuperator and the majority of the microturbine subassemblies, A commercialization report, projecting the market size, was also completed as part of this task. Task 2's detailed design of the special hot-section components has been completed,. The two critical milestones, No.3 and No.4, associated with the detailed design of the monolithic silicon nitride turbine rotor and the release of the purchase order for this critical component were accomplished in Task 2. Task 3 focused on the design and release of the other non-ceramic components, including the gas generator turbine housing, the power turbine and housing, the combustor, and a new compressor section On September 4, 2002, Milestone No.4 was completed with a Detailed Design Review of the 72 kW 'Ceramic Microturbine'. The customer's concurrence at that design review triggered the release of critical components for manufacturing (Milestone 5). In Task 4, the principle components of the CMT were fabricated and delivered to our Portsmouth facility Manufacturing was mostly completed with the exception of the final machining of the GT and PT housings, the machining of the compressor diffuser, and the fabrication of the compressor cover

Climate Change and the U. S. Energy Sector: Regional Vulnerabilities and Resilience Solutions

Executive Summary Changes in climate create diverse challenges across the U.S. energy system. Some energy infrastructure assets have already suffered damage or disruption in services from a variety of climate-related impacts, such as higher temperatures, rising sea levels, and more severe weather events. In the absence of concerted action to improve resilience, energy system vulnerabilities pose a threat to America’s national security, energy security, economic wellbeing, and quality of life. Building climate change resilience into our energy infrastructure planning is a challenging and complex undertaking. Planning horizons can span several decades (the typical service life of most energy assets), associated investments can extend into the billions of dollars, and relevant technologies can change rapidly. Some climate change impacts may trigger cascading effects on natural resources, energy demand, and supply chains. Challenges are compounded when addressing climate risks at the regional or local level, where climate change projections are subject to less certainty than at the national scale. The U.S. Department of Energy (DOE) has proactively launched numerous initiatives to support and facilitate energy sector climate preparedness and resilience at national, regional, and local levels. In addition to enhancing resilience to climate change, these actions may also have co-benefits that accommodate non-climate resilience needs (e.g., aging infrastructure, cybersecurity, physical attacks, geomagnetic storms). To assist infrastructure owners and utility planners, DOE has compiled this report on region-specific energy vulnerabilities to climate change (see Figure ES-1) and current resilience solutions. Key Climate Impacts and Regional Vulnerabilities Vulnerabilities to climate change vary across regions depending upon the nature of the climate impacts (see text box), the types and age of energy systems present, and the projected combined impacts on operations, energy demand, and energy supply chains. Major energy systems affected by regional climate impacts include the following: Oil and gas upstream operations are most vulnerable in the Southeast, Southern Great Plains, and Alaska. Fuel transport in every region is vulnerable to a variety of climate impacts, including increasing heavy precipitation, heat waves, drought, hurricanes, and sea level rise-enhanced storm surge. Thermoelectric power generation is vulnerable to increasing temperatures and reduced water availability in most regions, particularly in the Midwest, Great Plains, and southern regions. Hydropower is vulnerable to reduced snowpack, earlier melting, and changes to precipitation patterns, mainly in western regions. Bioenergy crops in the Midwest and Northern Great Plains may be harmed by higher temperatures and more frequent droughts and floods. Electric grid operations and infrastructure in every region is vulnerable to a variety of climate impacts, including increasing temperatures, heavy rainfall events, wildfire, hurricanes, and storm surge. Electricity demand is affected by increasing temperatures and is a key vulnerability in nearly every region

Developments in Lithium-Ion Battery Technology in the Peoples Republic of China.

Argonne National Laboratory prepared this report, under the sponsorship of the Office of Vehicle Technologies (OVT) of the U.S. Department of Energy's (DOE's) Office of Energy Efficiency and Renewable Energy, for the Vehicles Technologies Team. The information in the report is based on the author's visit to Beijing; Tianjin; and Shanghai, China, to meet with representatives from several organizations (listed in Appendix A) developing and manufacturing lithium-ion battery technology for cell phones and electronics, electric bikes, and electric and hybrid vehicle applications. The purpose of the visit was to assess the status of lithium-ion battery technology in China and to determine if lithium-ion batteries produced in China are available for benchmarking in the United States. With benchmarking, DOE and the U.S. battery development industry would be able to understand the status of the battery technology, which would enable the industry to formulate a long-term research and development program. This report also describes the state of lithium-ion battery technology in the United States, provides information on joint ventures, and includes information on government incentives and policies in the Peoples Republic of China (PRC)

Examining Hydrogen Transitions.

This report describes the results of an effort to identify key analytic issues associated with modeling a transition to hydrogen as a fuel for light duty vehicles, and using insights gained from this effort to suggest ways to improve ongoing modeling efforts. The study reported on here examined multiple hydrogen scenarios reported in the literature, identified modeling issues associated with those scenario analyses, and examined three DOE-sponsored hydrogen transition models in the context of those modeling issues. The three hydrogen transition models are HyTrans (contractor: Oak Ridge National Laboratory), MARKAL/DOE* (Brookhaven National Laboratory), and NEMS-H2 (OnLocation, Inc). The goals of these models are (1) to help DOE improve its R&D effort by identifying key technology and other roadblocks to a transition and testing its technical program goals to determine whether they are likely to lead to the market success of hydrogen technologies, (2) to evaluate alternative policies to promote a transition, and (3) to estimate the costs and benefits of alternative pathways to hydrogen development

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

Vehicle technologies heavy vehicle program : FY 2008 benefits analysis, methodology and results --- final report.

This report describes the approach to estimating the benefits and analysis results for the Heavy Vehicle Technologies activities of the Vehicle Technologies (VT) Program of EERE. The scope of the effort includes: (1) Characterizing baseline and advanced technology vehicles for Class 3-6 and Class 7 and 8 trucks, (2) Identifying technology goals associated with the DOE EERE programs, (3) Estimating the market potential of technologies that improve fuel efficiency and/or use alternative fuels, and (4) Determining the petroleum and greenhouse gas emissions reductions associated with the advanced technologies. In FY 08 the Heavy Vehicles program continued its involvement with various sources of energy loss as compared to focusing more narrowly on engine efficiency and alternative fuels. These changes are the result of a planning effort that first occurred during FY 04 and was updated in the past year. (Ref. 1) This narrative describes characteristics of the heavy truck market as they relate to the analysis, a description of the analysis methodology (including a discussion of the models used to estimate market potential and benefits), and a presentation of the benefits estimated as a result of the adoption of the advanced technologies. The market penetrations are used as part of the EERE-wide integrated analysis to provide final benefit estimates reported in the FY08 Budget Request. The energy savings models are utilized by the VT program for internal project management purposes

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

Railroad and Locomotive Technology Roadmap.

Railroads are important to the U.S. economy. They transport freight efficiently, requiring less energy and emitting fewer pollutants than other modes of surface transportation. While the railroad industry has steadily improved its fuel efficiency--by 16% over the last decade--more can, and needs to, be done. The ability of locomotive manufacturers to conduct research into fuel efficiency and emissions reduction is limited by the small number of locomotives manufactured annually. Each year for the last five years, the two North American locomotive manufacturers--General Electric Transportation Systems and the Electro-Motive Division of General Motors--have together sold about 800 locomotives in the United States. With such a small number of units over which research costs can be spread, outside help is needed to investigate all possible ways to reduce fuel usage and emissions. Because fuel costs represent a significant portion of the total operating costs of a railroad, fuel efficiency has always been an important factor in the design of locomotives and in the operations of a railroad. However, fuel efficiency has recently become even more critical with the introduction of strict emission standards by the U.S. Environmental Protection Agency, to be implemented in stages (Tiers 0, 1, and 2) between 2000 and 2005. Some of the technologies that could be employed to meet the emission standards may negatively affect fuel economy--by as much as 10-15% when emissions are reduced to Tier 1 levels. Lowering fuel economy by that magnitude would have a serious impact on the cost to the consumer of goods shipped by rail, on the competitiveness of the railroad industry, and on this country's dependence on foreign oil. Clearly, a joint government/industry R&D program is needed to help catalyze the development of advanced technologies that will substantially reduce locomotive engine emissions while also improving train system energy efficiency. DOE convened an industry-government workshop in January 2001 to gauge industry interest. As a result, the railroads, their suppliers, and the federal government5 have embarked on a cooperative effort to further improve railroad fuel efficiency--by 25% between now and 2010 and by 50% by 2020, on an equivalent gallon per revenue ton-mile basis, while meeting emission standards, all in a cost-effective, safe manner. This effort aims to bring the collaborative approaches of other joint industry-government efforts, such as FreedomCAR and the 21st Century Truck partnership, to the problem of increasing rail fuel efficiency. Under these other programs, DOE's Office of FreedomCAR and Vehicle Technologies has supported research on technologies to reduce fuel use and air emissions by light- and heavy-duty vehicles. DOE plans to bring similar efforts to bear on improving locomotives. The Department of Transportation's Federal Railroad Administration will also be a major participant in this new effort, primarily by supporting research on railroad safety. Like FreedomCAR and the 21st Century Truck program, a joint industry-government research effort devoted to locomotives and railroad technology could be a 'win' for the public and a 'win' for industry. Industry's expertise and in-kind contributions, coupled with federal funding and the resources of the DOE's national laboratories, could make for an efficient, effective program with measurable energy efficiency targets and realistic deployment schedules. This document provides the necessary background for developing such a program. Potential R&D pathways to greatly improve the efficiency of freight transportation by rail, while meeting future emission standards in a cost-effective, safe manner, were developed jointly by an industry-government team as a result of DOE's January 2001 Workshop on Locomotive Emissions and System Efficiency and are presented here. The status of technology, technical targets, barriers, and technical approaches for engine, locomotive, rail systems, and advanced power plants and fuels are presented