KESS is designed to be configured to provide voltage regulation and support, reduction of peak power demands, recapture of braking energy, and short-term energy sink. Current and planned installations range from single UPT Kess 50kW units to multiple systems with a capacity of 2.4MW. The technology has been selected by a number of operators including New York City Transit (NYCT), Sytral in Lyon, France, Paris Transport Authority (RATP), and NDK, Japan, on behalf of JR East.
At the heart of the UPT Kess is a patented, high-speed composite flywheel. The modular unit stores 14MJ of energy, of which up to 11MJ can be used usefully, depending on the application. The design life of the rotor and beatings is 20 years or 10 million discharges. The flywheel and bearings are maintenance free, with annual maintenance checks required of the vacuum pump oil and cooling systems.
Kess is differentiated from many other forms of energy storage such as large battery banks, by being able to respond rapidly and regularly to cyclic loads and hence provide a power management capability. In such applications, a control algorithm calculates the required energy flow (in both direction and magnitude) based on the dc bus voltage. It contains three distinct control regions: discharge, recovery and charge. The recovery region can be used to realign the rotor speed to any pre-defined level, depending on the application. This allows the system to act as both a current source and sink, smoothing out variations in supply or load demand.
Each Kess is connected directly to a dc bus and can be operated individually or in groups. But for system flexibility and enhanced reliability, and to cater for possible future expansion, each Kess operates as a single system, independent of other units. This ensures that all power transfer decisions are made solely from the value of the dc bus voltage, which is common to all units. Load demand is automatically shared between all units, giving n+1 reliability.
A 1MW system has been installed on NYCT's Far Rockaway units, test track. The primary aim was to support track voltage, with an additional benefit of energy saving. The ten 100kW machines have been in operation for more than 10,000 hours, reinforcing the voltage of both the test track during testing of new trains being supplied to NYCT, and the adjacent revenue line during normal operation.
The voltage, without Kess support, dropped typically from a high of 687V, when a train was braking, to 625V when the train was accelerating. Voltage regulation at the Far Rockaway test track was poor. Even with the no load voltage set at 680V, the voltage dropped below 600V during train acceleration trials when a normal train passed the test track.
When Kess was in operation, and a test train accelerated from a standing start, the voltage never dropped below 625V. This was still the case even under the worst conditions when a revenue train passed the test track site at the same time.
In view of the recent major power cuts experienced in eastern Canada and northeastern United States, Italy, and London, a test was conducted. It involved switching off all power to the test track to see how far the UPT Kess could make the train travel on kinetic energy alone. The train reached a speed of 45km/h travelling for a period of 1.7 minutes, covering 1.2km.
Now that the system has proved its capability, there are plans to upgrade it to an optimum 2MW using 10 of UPT's latest 200kW units.
Since its inception, the Lyon metro has always regenerated energy during braking with accelerating trains absorbing the energy sent back to the line by braking trains. If there are insufficient trains available to absorb the energy, over-voltage occurs, which can cause wear and damage to the equipment on board the rolling stock. This issue of excess regenerated energy is greatest on the rack Line C, which has a gradient of 18% on a 500m section. Trains re-inject braking energy during their descent at Hotel de Ville station.
In this instance, unlike Far Rockaway, which was set up to give both voltage support and a limited level of energy recovery, the machines were configured to give the maximum level of energy recovery. UPT says the system installed at Hotel de Ville substation is working well and will be extended to a second phase installation at Sans Souci, on Line D.
Installation has commenced of four 200kW UPT Kess units at the Fort d'Aubervilliers substation on Line 7 of the Paris metro. These will provide voltage support to the line while equipment is replaced in an adjacent substation.
Undertaking routine maintenance and necessary repair of substations and related equipment has become increasingly difficult on congested metros. Increased ridership and demands for shorter headways make it very difficult to isolate substations whilst providing adequate voltage support and efficient operation of the system. It is a growing problem; a traditional substation replacement is not a viable option because of time and cost
Wednesday, February 14, 2007
Caterpillar will meet regulations without SCR technology - Stockpile: the latest industry news
Caterpillar Inc. joined other U.S. diesel engine manufacturers in announcing its intention to meet 2007 U.S. Environmental Protection Agency (EPA) emissions standards without the use of what the company calls costly and complex Selective Catalytic Reduction (SCR) technology.
SCR is an engine aftertreatment technology that requires the availability of an ammonia-based urea fluid to be injected into the exhaust to reduce nitrogen oxide (NOx) emissions in diesel engines. SCR requires a special production and distribution infrastructure for delivery of this additional fluid to the vehicle, says Caterpillar, adding another level of complexity for truck customers. Moreover, the company says, there are troublesome environmental questions related to the significant challenges associated with enforcing the use of urea in on-highway trucks and buses.
"Our goal is to provide the North American trucking industry with engines that meet EPA's 2007 regulations without sacrificing performance or fuel efficiency," says Richard L. Thompson, Caterpillar group president with responsibility for the company's engine division. "We can meet EPA's 2007 regulations and customer needs without SCR. Our ACERT technology provides a significant breakthrough because our customers will avoid the burden of complex and costly technologies associated with SCR
Thompson says, "Caterpillar, like other engine manufacturers, successfully uses SCR to reduce emissions in stationary generator sets. However, our engineers do not believe that SCR is the best emissions reduction technology choice in the United States for on-highway mobile applications. We encourage the EPA to remain technology neutral, and avoid mandating SCR as a future emissions reduction technology."
Diesel engine manufacturers must commit to an emissions reduction technology path well in advance of 2007 production that meets aggressive customer standards for performance, cost effectiveness, quality, reliability and durability. Based on the EPA program requirements, industry technology decisions for 2007 are currently being finalized
SCR is an engine aftertreatment technology that requires the availability of an ammonia-based urea fluid to be injected into the exhaust to reduce nitrogen oxide (NOx) emissions in diesel engines. SCR requires a special production and distribution infrastructure for delivery of this additional fluid to the vehicle, says Caterpillar, adding another level of complexity for truck customers. Moreover, the company says, there are troublesome environmental questions related to the significant challenges associated with enforcing the use of urea in on-highway trucks and buses.
"Our goal is to provide the North American trucking industry with engines that meet EPA's 2007 regulations without sacrificing performance or fuel efficiency," says Richard L. Thompson, Caterpillar group president with responsibility for the company's engine division. "We can meet EPA's 2007 regulations and customer needs without SCR. Our ACERT technology provides a significant breakthrough because our customers will avoid the burden of complex and costly technologies associated with SCR
Thompson says, "Caterpillar, like other engine manufacturers, successfully uses SCR to reduce emissions in stationary generator sets. However, our engineers do not believe that SCR is the best emissions reduction technology choice in the United States for on-highway mobile applications. We encourage the EPA to remain technology neutral, and avoid mandating SCR as a future emissions reduction technology."
Diesel engine manufacturers must commit to an emissions reduction technology path well in advance of 2007 production that meets aggressive customer standards for performance, cost effectiveness, quality, reliability and durability. Based on the EPA program requirements, industry technology decisions for 2007 are currently being finalized
EPA lab upgrades test capability: Horiba to help modernize five test sites at vehicle and emissions lab
With phase-in dates for emission standards mandated by the 1990 Clean Air Act Amendments looming, the U.S. EPA will soon enhance its capabilities to conduct low-level gaseous and particulate emissions testing at its National Vehicle and Fuel Emissions Laboratory (NVFEL) in Arm Arbor, Mich. Driven by the need to test Tier 2 vehicles, Tier 2 and 3 nonroad engines, and 2007-compliant heavy-duty on-road engines, EPA recently awarded contracts to global emission test-system supplier Horiba Instruments to equip five test sites at NVFEL.
Targets for the comprehensive modernization program include two light-duty chassis sites, one medium/light-duty chassis site and two heavy-duty engine sites. (See related chart for summary of equipment).
"The projects to upgrade EPA's emissions testing capabilities in support of the Tier 2 light-duty and 2007 heavy-duty standards are clearly important for Horiba, but also significant for the entire industry," according to Carl Squire, Horiba's director of sales & marketing. "Horiba has made a considerable investment in measurement technology and the contracts with EPA reaffirm our leadership position within the industry Here is a brief overview of each of the NVFEL test sites:
Tier 2 Automotive--Perhaps the most significant feature of Tier 2, beyond the emission reductions relative in Tier 1, is its extended applicability. One set of standards will apply to cars, light-duty trucks, and medium-duty passenger vehicles such as SUVs regardless of the fuel they use--gasoline, diesel, oxygenated fuels, alcohol fuels, or gaseous fuels. EPA's new test site, designated D329, will be equipped to test any type of vehicle that is subject to Tier 2 regulations, while existing sites D005 and D002 will be dedicated to Tier 2 testing of light-duty cars and trucks fueled with gasoline.
All-Purpose Test Site--Site D329 will support testing of front-, rear-, four-and all-wheel drive light--duty and medium-duty vehicles, including those with advanced powertrain technology such as regenerative braking. To accommodate the wide variety of vehicles, Horiba will supply an ECDM-48M 4WD chassis dynamometer with up to 14,000 lb. of inertia simulation. The ECDM family of chassis dynamometers is manufactured for Horiba by MAFIA GmbH of Haldenwang, Germany.
Two MEXA-7000 analytical systems--one for diesel and one for gasoline--equipped with Horiba's advanced low emission analyzers will measure ultra-low levels of CO, THC, C[H.sub.4], and N[O.sub.x] as well as C[O.sub.2]. The THC, C[H.sub.4], and N[O.sub.x] analyzers for gasoline testing offer scalable dual ranges from 1 to 50 and 10 to 500 ppm C, while CO is scalable from 10 to 500 ppm. The diesel MEXA system includes a heated oven with THe, C[H.sub.4] and vacuum N[O.sub.x] analyzers. Both systems will provide bag and continuous dilute measurement capability. A photoacoustic spectroscopy infrared detector will be mounted in the MEXA-7000 cabinet and be incorporated into the MEXA7000 sample handling system for alternative fuels analysis. In addition, a stand-alone MEXA-1110FRF fast-response FID will allow EPA to confirm BMD response time.
The sampling system design for site D329 will support vehicles running on any fuel with a combination diesel/ gasoline constant volume sampler (CVS), a bag mini-diluter (BMD), ultra-sonic direct exhaust flowmeter and a particulate sampling system. The design permits both the BMD and CVS to be used simultaneously to allow direct correlation of emission results generated by the two methods, Horiba said.
To meet the flexibility requirements of site D329, the CVS will include two separate dilution tunnels and remote mixing tees for gasoline and diesel sample collection. Mounted on an overhead rail system, the diesel tunnel and mixing tee can easily be positioned near the vehicle for testing or moved to the side when not in use. The gasoline tunnel located on a cart--can be mounted in place of the diesel tunnel when needed. The remote mixing tees include a smooth approach orifice (SAO) for measuring dilution airflow so that tailpipe exhaust volume can be calculated by subtracting the dilution airflow rate from the CVS bulkstream flow rate.
The CVS exhaust sampler provides 15 selectable bulkstream flow rates up to 1800 scfm using four critical flow venturis. Twelve bags--four ambient, four diesel, one "dirty" gasoline and three "clean" ,gasoline--with dedicated "clean" and "dirty" sample lines, assure accurate measurements by preventing higher concentration samples from contaminating the "clean" line, the company said.
Targets for the comprehensive modernization program include two light-duty chassis sites, one medium/light-duty chassis site and two heavy-duty engine sites. (See related chart for summary of equipment).
"The projects to upgrade EPA's emissions testing capabilities in support of the Tier 2 light-duty and 2007 heavy-duty standards are clearly important for Horiba, but also significant for the entire industry," according to Carl Squire, Horiba's director of sales & marketing. "Horiba has made a considerable investment in measurement technology and the contracts with EPA reaffirm our leadership position within the industry Here is a brief overview of each of the NVFEL test sites:
Tier 2 Automotive--Perhaps the most significant feature of Tier 2, beyond the emission reductions relative in Tier 1, is its extended applicability. One set of standards will apply to cars, light-duty trucks, and medium-duty passenger vehicles such as SUVs regardless of the fuel they use--gasoline, diesel, oxygenated fuels, alcohol fuels, or gaseous fuels. EPA's new test site, designated D329, will be equipped to test any type of vehicle that is subject to Tier 2 regulations, while existing sites D005 and D002 will be dedicated to Tier 2 testing of light-duty cars and trucks fueled with gasoline.
All-Purpose Test Site--Site D329 will support testing of front-, rear-, four-and all-wheel drive light--duty and medium-duty vehicles, including those with advanced powertrain technology such as regenerative braking. To accommodate the wide variety of vehicles, Horiba will supply an ECDM-48M 4WD chassis dynamometer with up to 14,000 lb. of inertia simulation. The ECDM family of chassis dynamometers is manufactured for Horiba by MAFIA GmbH of Haldenwang, Germany.
Two MEXA-7000 analytical systems--one for diesel and one for gasoline--equipped with Horiba's advanced low emission analyzers will measure ultra-low levels of CO, THC, C[H.sub.4], and N[O.sub.x] as well as C[O.sub.2]. The THC, C[H.sub.4], and N[O.sub.x] analyzers for gasoline testing offer scalable dual ranges from 1 to 50 and 10 to 500 ppm C, while CO is scalable from 10 to 500 ppm. The diesel MEXA system includes a heated oven with THe, C[H.sub.4] and vacuum N[O.sub.x] analyzers. Both systems will provide bag and continuous dilute measurement capability. A photoacoustic spectroscopy infrared detector will be mounted in the MEXA-7000 cabinet and be incorporated into the MEXA7000 sample handling system for alternative fuels analysis. In addition, a stand-alone MEXA-1110FRF fast-response FID will allow EPA to confirm BMD response time.
The sampling system design for site D329 will support vehicles running on any fuel with a combination diesel/ gasoline constant volume sampler (CVS), a bag mini-diluter (BMD), ultra-sonic direct exhaust flowmeter and a particulate sampling system. The design permits both the BMD and CVS to be used simultaneously to allow direct correlation of emission results generated by the two methods, Horiba said.
To meet the flexibility requirements of site D329, the CVS will include two separate dilution tunnels and remote mixing tees for gasoline and diesel sample collection. Mounted on an overhead rail system, the diesel tunnel and mixing tee can easily be positioned near the vehicle for testing or moved to the side when not in use. The gasoline tunnel located on a cart--can be mounted in place of the diesel tunnel when needed. The remote mixing tees include a smooth approach orifice (SAO) for measuring dilution airflow so that tailpipe exhaust volume can be calculated by subtracting the dilution airflow rate from the CVS bulkstream flow rate.
The CVS exhaust sampler provides 15 selectable bulkstream flow rates up to 1800 scfm using four critical flow venturis. Twelve bags--four ambient, four diesel, one "dirty" gasoline and three "clean" ,gasoline--with dedicated "clean" and "dirty" sample lines, assure accurate measurements by preventing higher concentration samples from contaminating the "clean" line, the company said.
Ground Safety Award of Distinction - Safety Salutes - Brief Article
T Sgt. Kevin Duffy prior to a 31st Combat Communications Squadron field training exercise, expertly packaged 750 gallons of diesel fuel for air mobility and road transportation. Later, at the deployed location, he inspected all generator connections and ensured all facilities were properly grounded prior to applying power. During the setup of the Wing Operations Center, a half-gallon of fuel was spilled inside the tent while a tent heater was being replaced. Duffy quickly responded to the fuel spill and took immediate action to remove the fuel. He also ensured the tent was adequately ventilated so toxic vapors would not accumulate. His quick actions prevented significant personal injury and eliminated a fire hazard. Duffy then conducted frequent fire inspections of each facility throughout the remainder of the exercise. He concentrated on placement and serviceability of fire extinguishers near each mobile generator and ensured proper operation of tent heaters by deployed personnel. After the exercise, Sgt. Du ffy learned of a safety incident that occurred in another squadron when an internal power supply short-circuited, causing damage when power was applied. Duffy conducted an investigation and determined the cause was due to a reversal of the neutral wiring and the C-phase power. Recognizing a potential problem, Duffy immediately inspected the squadron's 10 remaining power distribution boxes; the inspection revealed no other wiring deficiencies. Sgt. Duffy's initiative has improved the squadron's overall safety awareness associated with deployment operations
Anuvu Fuel Cell Develops Hydrogen Fuel Cell Vehicle for a Neighborhood Electric Vehicle / Generator for REGI U.S., Inc. / Reg Technologies Inc
VANCOUVER, British Columbia -- REGI U.S., Inc. (OTCBB:RGUS)(BCN:RGJ) / Reg Technologies Inc. (TSX VENTURE:RRE)(OTCBB:REGRF) wish to announce that Anuvu Incorporated has scheduled production and delivery of a fuel cell-powered Neighborhood Electric Vehicle with On-Board Power generator to Reg Technologies Inc. for evaluation and testing. A recent market demand for highly-efficient NEVs has been seen as gasoline prices have risen dramatically and these small lightweight vehicles generate zero-pollution and have low operating costs. The addition of a fuel cell system makes these vehicles far more reliable and robust in operation, allowing the vehicles to be used continuously at multi-building facilities, golf courses/country clubs, retirement and self-sustaining communities, and other locales that have need for short-range passenger and/or light utility level mobility. The fuel cell/battery hybrid power system offers a rapid deployment solution that can be competitive economically and robust technically.
The design for the fuel cell power system for golf carts/NEVs would be a universal range extending power package that would be added to existing vehicle designs. The fuel cell would provide 2.5 kW of net power to the NEV, providing substantial range extension and enhanced performance over the entire duty cycle. This on-board fuel cell recharging system could triple the operating time of an existing NEV battery pack, making a two-hour pack last 6 hours. Providing a range increase from 25-50 miles per charge to more than 100-150 miles per charge. The fuel cell would be hydrogen fueled from a compressed tank which can be refueled in minutes instead of the lengthy 8-10 hour charge required by conventional battery NEVs. The fuel cell would run continuously while the vehicle is in operation, keeping the state of charge of the battery pack as high as possible during operation. This constant on-board recharging will provide extra power to the user and greatly extend battery life and reduce battery recharge cycle time. Hydrogen would be stored onboard the vehicle to provide approximately 6 hours of full-power operation before refueling. In moderate quantities, this system could be cost effective because of the dramatically lower daily fuel and maintenance costs compared to battery recharging. In higher volumes of thousands of units the fuel cell power system can be cost competitive in terms of initial capital costs and therefore have a drastically lower cost of ownership over the life of the system.
In addition to increasing range and driving performance of the vehicle the fuel cell system will also mobile power generation with on-board AC outlets that tools, appliances or electronics can be plugged into for up to 24 hours of continuous operation. This makes NEV fleets a perfect tool to aid in the on-the-ground coordination and response efforts of first-responders to emergencies whether they be power outages, natural disasters or security concerns
The design for the fuel cell power system for golf carts/NEVs would be a universal range extending power package that would be added to existing vehicle designs. The fuel cell would provide 2.5 kW of net power to the NEV, providing substantial range extension and enhanced performance over the entire duty cycle. This on-board fuel cell recharging system could triple the operating time of an existing NEV battery pack, making a two-hour pack last 6 hours. Providing a range increase from 25-50 miles per charge to more than 100-150 miles per charge. The fuel cell would be hydrogen fueled from a compressed tank which can be refueled in minutes instead of the lengthy 8-10 hour charge required by conventional battery NEVs. The fuel cell would run continuously while the vehicle is in operation, keeping the state of charge of the battery pack as high as possible during operation. This constant on-board recharging will provide extra power to the user and greatly extend battery life and reduce battery recharge cycle time. Hydrogen would be stored onboard the vehicle to provide approximately 6 hours of full-power operation before refueling. In moderate quantities, this system could be cost effective because of the dramatically lower daily fuel and maintenance costs compared to battery recharging. In higher volumes of thousands of units the fuel cell power system can be cost competitive in terms of initial capital costs and therefore have a drastically lower cost of ownership over the life of the system.
In addition to increasing range and driving performance of the vehicle the fuel cell system will also mobile power generation with on-board AC outlets that tools, appliances or electronics can be plugged into for up to 24 hours of continuous operation. This makes NEV fleets a perfect tool to aid in the on-the-ground coordination and response efforts of first-responders to emergencies whether they be power outages, natural disasters or security concerns
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