NSF and DOE form Partnership on Advanced Combustion Engines; goal 25-40% better LDV fuel economy and 55% BTE in heavy-duty engines; $12M in awards for FY 2012-2014

The Directorate for Engineering at the National Science Foundation (NSF) has established a partnership with the Vehicle Technologies Program (VTP) of the US Department of Energy (DOE) to address critical fundamental and applied research challenges associated with advanced combustion engine technologies. The goal of the partnership is to leverage the complementary missions of deployment and commercialization (DOE) and fundamental research and education (NSF) to address the efficiency of the internal combustion engine (ICE).
The high-level performance goals of the Partnership are a 25-40% improvement in fuel economy in a light-duty vehicle (LDV) and achieving 55% brake thermal efficiency (BTE) in heavy-duty engine systems. The Directorate for Engineering is now seeking proposals (NSF 12-559) for awards totalling up to $12 million for FY 2012, 2013, and 2014, pending availability of funds.

Liquid fuels have dominated transportation systems for over a century and will continue to do so for decades to come. Within the US alone, almost 12 million barrels of oil are consumed per day in ground transportation vehicles that are powered by the internal combustion engine (ICE). By 2035, this number is expected to grow to more than 17 million barrels per day. At the present time, sustainable energy technologies (e.g., wind, solar, electric) are not yet at the stage where they can significantly impact petroleum use. While such sustainable concepts are being developed, R&D investments that seek to improve the efficiency of the ICE stand to have a near-term impact on reducing oil consumption and the emissions they generate. The potential is significant. For example, the fuel economy of light-duty vehicles could potentially be improved by 75 percent and heavy-duty vehicles by 30 percent with concepts that are just beginning to be better understood.

Because the NSF and DOE have long invested in research and development in elements related to advanced combustion engines, these two agencies have developed a jointly funded partnership to address a problem of national importance that impacts our reliance on foreign sources of oil, while also addressing the environmental impact of performance. Specifically, proposals are solicited that are directly relevant to ICE technologies as outlined in this solicitation. The awards associated with this Solicitation will potentially enable efficiency gains in the ICE by improving the sub-processes that are addressed. Such an effort comes at a critical time in the Nation’s history as our energy security and economic well-being demands that oil consumption be reduced. This DOE and NSF partnership is directed to that end. It seeks to exploit the complementary missions of (i) research and development for NSF, and (ii) deployment and commercialization for DOE to develop the critical understanding technologies associated with ICE performance.

—Program solicitation

The partnership will be managed by the Advanced Combustion Engines R&D Sub-Program within the DOE’s VTP, and the Combustion, Fire and Plasma Systems Program; the Thermal Transport Processes Program; and the Catalysis and Biocatalysis Programs within the Chemical, Bioengineering, Environmental and Transport Systems (CBET) Division of the Directorate for Engineering at NSF. Each of these programs already includes strong components of the elements of advanced combustion engine technologies within the portfolio of projects they support.
The NSF/DOE Partnership in Advanced Combustion Engines is soliciting transformative ideas in several targeted areas with the potential to enable an increase in the efficiency of internal combustion engines while minimizing the energy penalty of meeting emissions regulations. This goal will be accomplished by directed research and development in advanced engine combustion regimes and emission control strategies, coupled with advanced fuel formulations including both non-petroleum-based and petroleum-based fuels.
Proposals are encouraged that advance transformative ideas to develop the enabling understanding for improving the efficiency of the ICE and the emissions they generate. This goal will be facilitated by fundamental research to establish the basis for new concepts, design elements and tools performed through university/industry/national laboratory partnerships. The over-arching theme is the reduction of the design cycle for testing, manufacturing and implementation of new ideas, which is currently expensive and time-consuming.
Research should focus on the fundamental thermal/fluid/chemical processes of the problem to be investigated rather than on a development and testing effort. It is also expected that a connection will be made between the understanding of the problem to be studied and the associated ICE efficiency gains, according to the NSF.

The ICE is a complex system whose operation is controlled by a wide range of processes. These include sprays that deliver the fuel to the combustion chamber and which set the initial conditions for combustion, stochastic in-cylinder dynamics for conversion of chemical energy to work that include random turbulent mixing, fuel evaporation and combustion, multi-phase fuel-air mixing, wall impingement, combustion chemistry, heat transfer and fluid interactions, and exhaust treatment (e.g., catalytic) technologies to reduce toxic gas and particulate emissions. All of these aspects require an improved understanding to realize significant efficiency gains of the ICE.

Advanced combustion regimes for the ICE have the potential to make a near-term impact on oil consumption. Development of low temperature combustion (LTC), learn-burn gasoline combustion and development of alternative (e.g., bio-derived) fuels have the potential to dramatically increase fuel economy. LTC is based on developing dilute mixtures that result in peak combustion temperatures below about 1900K in order to reduce emissions of oxides of nitrogen. With lower temperatures heat losses are reduced which enable the extraction of more energy in the expansion stroke and thereby a higher net work out and higher fuel efficiency. Additional benefits of reduced combustion temperatures include lower particulate and toxic gas emissions which are important considerations in global climate change. Optimizing evaporation, mixing, kinetics, and heat transfer to achieve high efficiencies and low emissions is the desired goal. LTC is incorporated in such processes as homogeneous charge compression ignition (HCCI), premixed charge compression ignition (PCCI) or a number of other variants that employ lean premixed and partially premixed combustion.

—Program solicitation

Key areas that must be better understood to enable LTC regimes to realize their full potential include, but are not limited to, the following:

• stochastic and deterministic in-cylinder processes that influence the stability of LTC methodologies to increase power density in LTC or lean-burn operation;
• validated, predictive models of combustion control, pollutant formation and ignition chemistry at engine-relevant pressures and temperatures;
• ignition characteristics of lean mixtures of various fuels;
• liquid fuel properties and their combustion characteristics, including bio (renewable) fuels and surrogates near wall heat transfer and unsteady reciprocating effects on boundary layer behavior;
• droplet impingement and surface heat transfer mechanisms;
• spray/droplet evaporation and combustion of bio (renewable) and surrogate fuels;
• turbulence-radiation interactions;
• atomizer design and spray type, effects of swirl, and combustion chamber geometry; and
• high temperature, low heat-loss materials for engine application.

Emission control devices must be designed to preserve any efficiency gains from in-cylinder processes; emission control may also have the potential to improve performance by reducing emissions to near-zero levels. Catalysts, in particular, have been effective for their impact on reducing NO_x, PM, non-methane organic gases (NMOG) or hydrocarbons (HC), and carbon monoxide (CO). Included are three-way catalysts, oxidation catalysts, and selective catalytic reduction (SCR) processes, lean NO_x trap or NO_x adsorber catalysts, and particulate filters. Relevant topics include, but are not limited to, the following:

• new catalysts and their performance—particularly those catalyst designs that will lower the light-off temperatures (i.e., the temperature at which 90% effectiveness is achieved) to less than 150 °C;
• new concepts for SCR, lean NO_x trap or NO_x adsorber catalysts, particulate filters and regeneration technologies;
• understanding and mitigating the negative effects of sulfur and other contaminants on catalyst durability, especially at low temperatures determination of pre-catalytic converter emissions as a function of engine combustion modes and operating parameters, and evaluation of anticipated reference catalyst performance with these input emissions;
• understanding aging mechanisms in lean NO_x traps and new models to predict catalyst performance; and
• enabling cost-effective and fuel-efficient thermal management of catalyst systems including active control.

The NSF directorate is seeking proposals involving collaborations between a lead academic PI and with industry, and/or other academic and/or national laboratory collaborators that provide complementary experimental/modeling/facility capabilities.
The Directorate for Engineering estimates 5 to 20 awards, each of up to 3-years duration. Each project team may receive support up to between $200,000 and $800,000 per year for up to three years on a continuing basis, pending availability of funds and research progress made.
Letters of intent are due by 18 June; full proposals are due by 8 August.
NSF evaluates proposals are evaluated through use of the two National Science Board (NSB)-approved merit review criteria: intellectual merit and the broader impacts of the proposed effort.



Source: Green Car Congress

Did Fisker Push The Karma Hybrid To Market Before It Was Ready?

The Department of Energy green loans program has come under a lot of fire, ever since solar panel-maker Solyndra filed for bankruptcy last year. Deficit hawks have targeted numerous green energy companies like Ener1 and Th!nk who were recipients of these low-interest government loans. The latest company to come under scrutiny is Fisker, whose $100,000 plug-in hybrid Karma sedan has had its share of technical issues and loan troubles.

A former employee-turned-whistle bloweralleges that the Fisker Karma was pushed to market before it was ready in order to meet the DOE loan deadline. Do these allegations ring true, or are technical issues to be expected from such new, advanced technology?

For me personally, the allegations of an unnamed, former employee of any company always come with a grain of salt. For every serious, scandalous accusation that holds weight, there seems to be an equal number of disgruntled employees looking to make a stink or a buck. To me, the truth always lies somewhere in the middle.

That said, the bumps in the Karma’s road seem to have gotten bigger and bigger. At first it was a software upgrade; then a battery fix. Last week, Consumer Reports test drove a Fisker Karma before it konked out on the highway, leaving the testers stranded. That’s the first time in the history of the company that a car just died on them. There is even a lawsuit that alleges Fisker engaged in shady business practices.

The former employee, who now works for Coda, claims that the Karma was rushed to market despite known problems. This was to meet the conditions for the DOE loans. Unfortunately, the DOE has thus far prohibited Fisker from drawing down on the $300+ million left on its $519 government loan.

The real problem, as I see it, is that the Karma is a $100,000 luxury car. DOE loan or not, Fisker should have taken the time to ensure they were selling a fully functional vehicle. I could see making excuses for some cheap, mass-produced EV. But the Fisker not only has government backing, but substantial private equity as well. A few bugs are to be expected, but the Karma’s problems only seem to be getting bigger.

I really think Obama needs to pull the plug on this project. Fisker is not keeping up their end of the deal by delivering an unfinished car that gets 20 mpg and has a price tag of $100,000.

Source: Gas2.0

DOE report finds some materials for EVs and other clean energy technologies at risk of supply disruptions in the short term; risks decreasing in mediu

Materials in clean energy technologies and components. Source: DOE. Click to enlarge.

Several clean energy technologies—including electric vehicles, wind turbines, PV thin films and fluorescent lighting—use materials at risk of supply disruptions in the short term, with risks generally decreasing in the medium- and long-terms, according to the newly released 2011 Critical Materials Strategy report from the US Department of Energy (DOE).

According to the report, supply challenges for five rare earth metals (REEs)—dysprosium, terbium, europium, neodymium and yttrium—were found to be critical in the short term (present–2015). These five REEs are used in magnets for wind turbines and electric vehicles or phosphors in energy-efficient lighting. Other elements—cerium, indium, lanthanum and tellurium—were found to be near-critical. Between the short term and the medium term (2015–2025), the importance to clean energy and supply risk shift for some materials.

Short-term (left) and medium-term (right) criticality matrices. Source: DOE. Click to enlarge.

The new report updates the 2010 Critical Materials Strategy (earlier post), which highlighted the importance of certain materials to those clean energy technologies. The 2011 Critical Materials Strategy includes updated criticality assessments, market analyses and technology analyses to address critical materials challenges. It was prepared by the US Department of Energy (DOE) based on data collected and research performed during 2011.

Market analysis. Demand for almost all of the materials examined in the report has grown more rapidly than demand for commodity metals such as steel, the report nots. The growing demand for the materials comes from consumer products such as cell phones, computers and flat panel televisions as well as clean energy technologies. Findings in this section of the report include:

• In general, global material supply has been slow to respond to the rise in demand over the past decade due to a lack of available capital, long lead times, trade policies and other factors. For many key materials, market response is further complicated by the complexities of coproduction and byproduction. In addition, for some key materials, the market’s lack of transparency and small size can affect its ability to function efficiently.

• Some universities and other institutions are preparing the future science and engineering workforce through courses, research opportunities and internships. Important topics for research include material characterization, instrumentation, green chemistry, manufacturing engineering, materials recycling technology, modeling, market assessment and product design.

• Businesses at various stages of the supply chain are adapting to market dynamics. Some are taking defensive measures to protect themselves from price volatility and material scarcity while others are proactively responding to market opportunities by offering additional sources of supply or potential substitutes.

• Many governments recognize the growing importance of raw materials to economic competitiveness and are taking an active role in mitigating supply risks.

Technology analysis. The 2011 report features three in-depth technology analyses, which concluded:

• Rare earth elements play an important role in petroleum refining, but the sector’s vulnerability to rare earth supply disruptions is limited. Lanthanum is used in fluid catalytic cracking (FCC), an important part of petroleum refining. However lanthanum supplies are less critical than some other rare earths and refineries have some ability to adjust input amounts. Recent lanthanum price increases have likely added less than a penny to the price of gasoline.

• Manufacturers of wind power and electric vehicle technologies are pursuing strategies to respond to possible rare earth shortages. Permanent magnets (PMs) containing neodymium and dysprosium are used in wind turbine generators and electric vehicle (EV) motors. These REEs have highly valued magnetic and thermal properties. Manufacturers of both technologies are currently making decisions on future system design, trading off the performance benefits of neodymium and dysprosium against vulnerability to potential supply shortages. For example, wind turbine manufacturers are deciding among gear-driven, hybrid and direct-drive systems, with varying levels of rare earth content. Some EV manufacturers are pursuing rare-earth-free induction motors or switched reluctance motors as alternatives to PM motors.

• As lighting energy efficiency standards are implemented globally, heavy rare earths used in lighting phosphors may be in short supply. A projected increase in US demand for CFLs and efficient LFLs corresponds to a projected increase in global CFL demand, suggesting upward price pressures for rare earth phosphors in the 2012–2014 timeframe, when europium, terbium and yttrium will be in short supply. In the future, light-emitting diodes (which are highly efficient and have much lower rare earth content) are expected to play a growing role in the market, reducing the pressure on rare earth supplies.

DOE strategy. In the past year, DOE has developed its first critical materials research and development (R&D) plan, provided new funding for priority research, convened international workshops that brought together leading experts, and participated in substantial new coordination among federal agencies working on these topics.

DOE’s strategy for addressing critical materials challenges rests on three pillars:

• Diversified global supply chains;
• Development of substitutes; and
• Recycling, reuse and more efficient use.

DOE’s critical materials research and development (R&D) plan is aligned with these three pillars. The fiscal year 2012 spending bill includes $20 million to fund an energy innovation hub focused on critical materials that will help to further advance the three pillars of the DOE strategy.

Source: Green Car Congress