Ziele des Vorbundprojektes ist die Entwicklung und Adaption eines neuartigen Hochdrehzahl-Turboexpander-Generators mit zugehöriger Steuerungselektronik in einem Hybridfahrzeug mit Ottomotoren-Range-Extender sowie dessen Aufbau und der Nachweis der Funktionalität des Systems in einem Opel Ampera. Im Teilvorhaben soll die Integration des Hochdrehzahl-Turboexpander-Generators in den Versuchsträger mit Analyse und Optimierung der Gesamtwirkungsgradkette des Antriebsstrangs durchgeführt werden. In AP1 'ERMITTELUNG DER SYSTEMDATEN UND SYSTEMEIGENSCHAFTEN' werden die Systemdaten des Basissystems ermittelt um diese im weiteren Projektverlauf mit denen des modifizierten Antriebsstrangs in Relation zu setzen. Des Weiteren wird der Aufbau benötigt um die Randbedingungen für die Entwicklung der Turbine zu liefern und ein Gesamtmodell des Systems zu erstellen, an dem in AP2 'COMPUTERSIMULATION UND ANALYSE DER WIRKUNGSGRADKETTE DES GESAMTSYSTEMS (PARAMETERSTUDIEN)' Parametervariationen gerechnet werden um ein Wirkungsgradoptimum zu erreichen. Die Simulationen werden kontinuierlich am Prüfstand verifiziert. Darüber hinaus werden in AP2 Steuerungs- und Regelungsfunktionen zum Betrieb des Systems für ein Rapid-Prototyping Steuergerät entworfen, welche den Betrieb am Prüfstand und im Fahrzeug ermöglichen und optimieren. Die Ergebnisse von AP1 und gehen direkt in die anschließenden Entwicklungen der TU Kaiserslautern, der TTI GmbH und der KSB AG ein. In AP3 'INTEGRATION DES HDTGSYS PROTOTYPEN AM AMPERA-MOTOR' wird der Hochdrehzahl-Turboexpander-Generator am Motorprüfstand in der Ruhr-Universität aufgebaut und mit den Ergebnissen aus AP2 in Betrieb genommen. Nach Inbetriebnahme wird das Potential des Systems am Motorprüfstand bestimmt. In AP4 'FAHRZEUGINTEGRATION' wird das System in den in AP1 vermessenen Versuchsträger integriert und das Systempotential im Fahrzeug auf einem Rollenprüfstand und in realen Straßenzyklen bestimmt.
ARROWS proposes to adapt and develop low cost autonomous underwater vehicle technologies to significantly reduce the cost of archaeological operations, covering the full extent of archaeological campaign. Benefiting from the significant investments already made for military security and offshore oil and gas applications, the project aims to demonstrate an illustrative portfolio of mapping, diagnosis and excavation tasks. ARROWS approach is to identify the archaeologists requirements in all phases of the campaign, identify problems and propose technological solutions with the technological readiness levels that predict their maturation for exploitation within 3-5 years. The individual technologies are then developed during the course of the project using agile development method comprising rapid cycles of testing and comparison against the end user requirements. To ensure the wide exploitability of the results the requirements are defined and the solutions are tested in two historically significant but environmentally very different contexts, in The Mediterranean Sea and in The Baltic Sea. Both immediate, low risk and long term, high risk developments will be pursued. In particular: - Fast a low cost horizontal surveys of large areas using customised AUVs with multimodal sensing. - Fast and low cost semi-automated data analysing tools for site and object relocation - High quality maps from better image reconstruction methods and better localization abilities of AUVs. - Shipwreck penetration and internal mapping using small low cost vehicles localising using fixed pingers. - Soft excavation tool for diagnosis and excavation of fragile objects. - Mixed reality environments for virtual exploration of archaeological sites. - Monitoring of changes via back-to-the-site missions. The ARROWS consortium comprises expertise from underwater archaeology, underwater engineering, robotics, image processing and recognition from academia and industry.
The biochar technology has been recently proposed as one of the most promising technology to mitigate climate change as well as improve agricultural systems. It consists in producing a gas usable as energy and a specific char as by-product out of organic wastes. The char (named biochar) is known to improve soil fertility, retain nutrients and moisture and increase yield when applied to soil. In addition, biochar is rich in carbon (C) and resistant to degradation and thus sequester C in soil and reduce CO2 fluxes (greenhouse gas) to the atmosphere. Biochar technology is therefore considered carbon negative and cheap, and thus raises many expectations in terms of poverty reduction in smallscale farms. This is of particular interest in areas where agriculture is an important economic sector and agricultural and organic wastes are produced in abundance, for instance small scale farming practices in Indian villages. If the theory is well established, evidence that this system can be implemented successfully and is sustainable in reality are virtually absent. In particular, two questions that need attention before implementation of such technology are, 1. what are the physical factors one should considered before introducing this kind of technology in the field for instance, type of soil, climatic conditions and type of cultivation (physical geography aspects)? Which agricultural systems can take advantage from biochar application? 2. what are the social structures that would welcome favorably such kind of structures (human geography aspects)? This innopool proposal is a feasibility study which aims to select the right location from the physical and social point of view to start a large case study research project where a biochar production unit will be introduced in a village of India.
Eine an der TU Dresden entwickelte und patentierte Kombination von Expansions- und Kompressionsmaschine ist in der Lage, die bei der Entspannung gewonnene Arbeit in einer Kompressionsstufe direkt dem Prozess zurückzuführen. Durch diese Maßnahme ist es möglich, den Verbrauch der Anlage an Primärenergie deutlich zu reduzieren. Im Rahmen dieser Arbeit soll eine Schaltungsvarianten sowie ein Regelkonzept zur Einbindung der Expander / Kompressoreinheit in den Prozess gefunden werden.
General Information: The proposed research is directed at developing a refrigeration cycle for use in automotive air conditioning systems. The new cycle will use a naturally occurring gas as a refrigerant. Because of the new refrigerants properties and the common working conditions of an automotive a/c cycle it will be necessary to develop a completely new transcritical vapour compression system. Major tasks are: (I) Calculation of thermodynamic cycle and of components based on typical car specifications; (II) Development of components - compressor, heat exchangers, expansion device, control device, receiver and hoses; (III) Bench tests; (IV) Construction of prototypes; (V) Car tests in windtunnel and in-field; (VI) Safety and Acoustics evaluation. Successful completion will provide a long-term solution for an environmentally harmless refrigeration system. Achievements: A completely new refrigeration cycle for air-conditioning with carbon dioxide technology was developed. The main emphasis was placed on the thermodynamic calculation of the cycle and the components according to a revised specification, the development of the components such as compressor, heat exchangers, means for control and expansion, storage vessels and refrigerant hoses, test bench investigations, construction of two vehicles, vehicle tests in wind tunnels and road tests and the evaluation of safety and costs aspects. Following this, a direct comparison to a current serial air-conditioning system under commonly acknowledged conditions became possible. An automotive air-conditioning system is often operated above the critical temperature of CO(2) at 31.1 Degree of Celsius. Therefore a CO(2) system will mostly work in a transcritical cycle mostly. At supercritical conditions (critical pressure: 73.8 bar), pressure and temperature are independent of each other. The conditions in the evaporator remain subcritical. In this transcritical cycle the refrigeration capacity, the compressor work and thereby the cycle efficiency depend on the existing discharge pressure in accordance with the heat rejection temperature. The optimum discharge pressure is a function of the ambient temperature. The refrigeration circuit control should provide sufficient cooling capacity at high efficiency with satisfying passenger comfort, largely independent from the momentary driving and climate conditions. The vehicle refrigeration circuit consists of a compressor, gas cooler, expansion device, evaporator, accumulator and internal heat exchanger. The packaging shows only slight differences to series vehicles. The small cross-section of the refrigerant pipes makes it easier to find a route through the tight engine compartment. The refrigeration cycle with CO(2) operates at high pressure levels, but this does not represent an significantly increased risk with adapted components. Due to refrigerant properties the new developed components remain nearly comparable in respect of weight and dimensions.