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    The man who’s tutoring Bill Gates

    The man who’s tutoring Bill Gates

    The most-published and least-known thinker in Canada doesn’t want to be interviewed. He says he has 77 deadlines to meet (perhaps an exaggeration, but probably not) before he flies off to a scientific conference in Europe. Besides, he thinks media interviews are pointless. He detests our sound-bite culture, which shrinks enormously important and complex subjects into meaningless bits of info-kibble. “All I want is to be left alone to write my books,” he insists.

    That may be one reason why hardly anyone in Canada has heard of Vaclav Smil. But Bill Gates has. He believes Prof. Smil is one of the smartest guys around today. He plugs several of Prof. Smil’s recent books on his website, and says that he has “opened my eyes to new ways to think about solving our energy and environmental issues.”

    The sometimes irascible Prof. Smil hangs his hat at the University of Manitoba (which may be another reason everyone east of Winnipeg ignores him). He is a distinguished professor in the faculty of environment, but really, he is an incorrigible interdisciplinarian. His interests encompass the broad areas of energy, the environment, food, population, the economy and public policy. He seems to know a lot about almost everything. He has published 20-something books and hundreds of academic papers, and has another four books coming out this year. He is (almost) resigned to the fact that our great debates about energy and the environment are largely pointless, because they are hugely distorted by politics and sadly uninformed by basic facts. We are a culture of scientific ignoramuses.

    For example, take the notion (heavily promoted by Al Gore) that we could wean ourselves off fossil fuels in a few years if only we really wanted to. This is about as realistic as the notion that we could fly to the moon on gossamer wings if we really wanted to. Some day it may be possible – but not any time soon. “We are structurally cooked,” he recently explained. “Every new technology takes 40 to 50 years before it captures the bulk of the market. As of today, there are no clean-energy technologies that can replace fossil fuels on a large scale.”

    Prof. Smil is an expert on the history of technological innovation. He points out that the U.S. energy industry – which includes production, processing, transportation and distribution, coal and uranium mines, oil and gas fields, pipelines, refineries, fossil-fuel fired, nuclear, and hydroelectric power plants, tanker terminals, uranium enrichment facilities, and transmission and distribution lines – constitutes the world’s most massive, most indispensable, most expensive and most inertial infrastructure. Its principal features change on a time scale measured in decades, not years. That’s why “we’re going to be a fossil-fuel society for decades to come.”

    A lot of us don’t want to hear that. Yet the facts don’t care whether we like them. Prof. Smil methodically sets out to show that the facts do not support either the romantics, who think we’ll be saved by wind turbines, or the techno-optimists, who think that electric cars are right around the corner. Along the way he demolishes peak oil theory, biomass for fuel, carbon sequestration, and various other energy myths. He believes that weaning ourselves away from fossil fuels would be a good thing. But we need to understand that the transition from fossil fuels will be complex, protracted and nonlinear, and will require enormous investments. “Wishful thinking,” he writes, “is no substitute for recognizing the extraordinary difficulty of the task.”

    Meantime, he argues, there’s plenty we should do to reduce demand. North Americans are the energy hogs of the world. Our industries are super-efficient, but our lifestyles are ruinous. “Most of the energy in North America is just consuming – Wal-Mart, shopping centres, government offices – or personal consumption: houses, cars, flying to Hawaii, gambling in Las Vegas,” he said during a recent appearance at Canada’s Perimeter Institute. “We could live affluent lifestyles with half as much energy. Are people so unhappy in Kyoto or Lyons? Is it such a terrible punishment to live in Bordeaux?” He himself drives a modest car and lives in a super-energy-efficient house. “If the world wants to replicate the two biggest wasters in the world, the U.S. and Canada, there is no hope for anybody.” What is the likelihood that people will cut back voluntarily? “Very slim.”

    Prof. Smil, born and educated in the former Czechoslovakia, has the kind of hard-headed skepticism you often find in Eastern Europeans. He and his wife, Eva, landed in the United States in 1969. But Canada was more congenial, so they settled here in 1971. As someone who was rigorously schooled in all the sciences, he regrets people’s widespread ignorance of science, technology and basic economics. As he told energy writer Robert Bryce, “Without any physical, chemical, and biological fundamentals, and with equally poor understanding of basic economic forces, it is no wonder that people will believe anything.”

    Prof. Smil’s 24th book, Global Catastrophes and Trends: The Next 50 Years, has just been published in Canada. It offers a numbers-heavy but compact guide to all the main things we should be worrying about (or not), from natural disasters to population trends. Although he deliberately stays away from predictions, he concludes from the evidence that climate change is nowhere near the top of the list. What is? A genuine flu pandemic, which, he says, is a 100 per cent certainty. What we can’t predict is how bad it will be. Prof. Smil is no alarmist, but he warns that even a least-worst-case epidemic “would pose challenges unseen in most countries for generations.”

    Bill Gates has read it, and says it’s great.

    Original article:
    http://www.theglobeandmail.com/news/opinions/the-man-whos-tutoring-bill-gates/article1609926/

    PSA Aiming to Sell 1 Million Stop/Start Vehicles in Next 30 Months

    PSA Aiming to Sell 1 Million Stop/Start Vehicles in Next 30 Months
    By William Diem
    WardsAuto.com, Jun 14, 2010 9:00 AM

    PARIS – PSA Peugeot Citroen plans to sell 1 million vehicles equipped with its new stop/start system attached to its 1.4L and 1.6L diesels in the next 30 months.

    Christian Chapelle, managing director-powertrains and chassis, says the auto maker is the first to use the fan belt and a diesel engine in a stop/start system. The result is a silent, 400 millisecond restart that drivers won’t notice.

    PSA spent ?300 million ($360 million) to develop the stop/start system, part of its ?1 billion ($1.2 billion) investment in remaking its engines to meet the Euro 5 emission rules.

    The auto maker’s stop/start diesel, called e-HDi, will cut carbon-dioxide emissions by 5 g/km in the European combined driving cycle. Because cars fitted with stop/start also will have Michelin SA low-rolling resistance tires, low viscosity oil and optimized gear ratios, the total gain for the customer will be 10 g/km.

    A vehicle dropping from 129 g/km to 119 g/km would boost mileage from 49 mpg to 53 mpg (4.8 L/100 km to 4.4 L/100 km).

    Customers will pay “several hundred euros more” for the stop/start system, says Jean-Marc Gales, managing director of the Peugeot and Citroen brands.

    Citroen will launch the technology this fall in the C4, C4 Picasso and C5, and Peugeot will apply the system next year in the 308 and the replacement for the 407.

    Progressively, stop/start will be offered across PSA’s range of vehicles. In 2013, as the Euro 6 rules approach, it will be added to the 2.0L diesel and gasoline engines.

    Fuel savings will be as high as 15% in city driving, where cars are stopped at lights or in traffic jams 30% of the time, Gales says.

    The energy used to start a diesel is the same used to idle for 3 seconds, so fuel is saved every time the engine is stopped more than 3 seconds. PSA says the 30% figure and that of an average stop at 15 seconds are based on studies in Paris.

    Good mileage is a key element of PSA’s marketing approach, and last year the auto maker sold 757,000 cars emitting 120 g/km or less. The goal for 2012 is 1 million, Gales says, with 30% of the company’s diesels having e-HDi engines.

    Citroen first introduced stop/start in Europe in 2004 on1.4L gasoline engines. The auto maker chose to put the second generation on its most-popular diesels for the maximum effect in lowering its corporate average fuel economy, Chapelle says.

    PSA and Fiat Automobiles SpA have the best averages in Europe now, but PSA’s cars are the most-efficient when average weight is considered. To meet its goal of 128 g/km in 2015, PSA has to show an 8% improvement from its 2008 average, the smallest change required of any auto maker in Europe.

    The stop/start system will be available on PSA’s manual and automated-manual transmissions.

    The control systems for the two are somewhat different. The strategy for the roboticized semiautomatic automated-manual transmissions is based on maximum CO2 savings, while with the manuals it’s aimed at being imperceptible for drivers.

    In the semiautomatic, the engine is stopped only when deceleration reaches 5 mph (8 km/h) and the driver is braking. A control unit for the transmission decides when to switch gears downward, as cutting out the engine at higher speeds could cause problems.

    Stop/start with the manual kicks in when the driver pushes in the clutch or puts the gearshift in neutral as the car decelerates toward a stoplight, allowing the engine to stop at 12 mph (20 km/h). If the driver is coasting downhill in neutral, or with the clutch in, the engine will restart at 35 mph (22 km/h).

    The software also considers other situations. Hard braking that requires a lot of hydraulic pressure will restart the engine. In deceleration at high speeds where the engine is effectively braking the car, the alternator produces energy to recharge the battery.

    Valeo SA developed the alternator-motor at the heart of the system. It delivers 3 hp (2.2 kW) of energy to turn the engine over and restart it in 0.4 seconds.

    The supplier furnished the first-generation system to Citroen, and for the second generation, it has packaged the power electronics and the electronic control unit on the alternator itself.

    Valeo received ?140 million ($169 million) from the French government to develop this technology and another that would operate valves with electricity, instead of mechanically. A company spokesman declines to say how much of that was devoted to the stop/start system.

    PSA deployed 500 engineers to work on the stop/start system over 36 months of development and filed 30 patents protecting its new technologies.

    The auto maker says its system is good for 600,000 restarts, compared with competitors using a beefed-up starter good for only 200,000 to 300,000 restarts. An ordinary starter is designed for 50,000 to 60,000 starts during the typical lifetime of a car.

    PSA says Volkswagen AG, Toyota Motor Corp., Fiat, BMW AG, Kia Motors Corp., Mazda Motor Corp. and the Land Rover brand all have chosen the more durable starter motors. Only Daimler AG uses a similar method based on an alternator and fan belt.

    PSA’s system starts a diesel twice as fast as the initial start with a key, the auto maker says, and 40% faster than a beefed-up starter. It also is quieter and causes less vibration than the starter approach.

    That’s because turning the engine over with the fan belt, furnished by Gates Corp., is smoother than turning over the flywheel with the starter motor.

    Several elements on the 1.4L and 1.6L engines were adapted for the stop/start system. The turbocharger requires specific lubrication; the fuel pump for the common rail is reinforced; and the dual-mass flywheel is adapted to limit noise, vibration and harshness during stop/start transitions.

    The 12-volt lead-acid battery holds 70 Ah of electricity, but alone it would not provide the energy PSA required. The power to turn over the diesel was found by adding a 5-volt super capacitor from Continental AG, and the battery could be designed for its energy capacity instead of power output.

    Transferring responsibility for restarting to the capacitors also means the 12-volt network in the car is not affected by the restarts. Typically, cranking a cold engine, for example, dims the headlights because of the energy drained off to the starter.

    PSA’s stop/start system can be used from -13° F to +85º F (-5º C to +30º C). The engine stays on when the engine bay is colder or hotter, which helps keep the interior comfortable by warming it faster or keeping the air conditioner on.

    Original article: http://wardsauto.com/ar/psa_sell_million_100614/

    Battery guru a skeptic about Leaf, Volt batteries

    Battery guru a skeptic about Leaf, Volt batteries

    Battery expert Menahem Anderman is pessimistic while Nissan is optimistic about the expected life of the Nissan Leaf Li-ion battery pack. (Nissan)

    While strongly making the case that lithium-ion batteries must have a good safety record and a minimum life of 10 years to be a mass-market solution, a prominent battery expert at a recent conference expressed deep skepticism about the viability of the Nissan Leaf and Chevrolet Volt.

    Dr. Menahem Anderman made those points at a mid-May conference administered in Orlando by his consulting company, Advanced Automotive Batteries.

    In his presentation, “Can Li-ion Batteries Support the Proliferation of Plug-in and Electric Vehicles?” Anderman said many in the automotive industry believe cost and energy density are the most important keys to a Li-ion future. “Those are, of course, very important matters, but I would suggest they are, in priority, the 4th and 5th most important,” he said. “The top one is safety,” followed by reliability and durability.

    The major automakers must ensure that their vehicles with Li-ion batteries experience no fire of such significance it generates headlines in the New York Times or ABC News, Anderman said. Such publicity would have “very significant negative impact” on the technology’s prospects.

    An Li-ion fire in a vehicle produced by one of the many smaller EV makers would not be good, but the PR damage could be contained, Anderman said. “Probably the industry can say: Of course, this start-up or this little company did not do the type of engineering verification we do, and what happened to them does not translate to what we are doing,” he said.

    In the next four to five years, he said, most automakers will put a PHEV or an EV on the road in small volume “to establish safety, reliability, and durability from a technology point of view,” and consumer acceptance and behavior from another point of view.

    “If we have all those three [safety, reliability, durability]—and I’m not saying we will not; I think we will have all three, but it may take 5 to 10 years—then we can start talking about cost,” Anderman continued. “Cost will become high priority once safety, reliability, and durability are proven.” After cost comes performance in terms of priority, he said.

    Although related, durability and reliability are distinct, Anderman explained. Reliability addresses early failure. A battery can have an impressive average life of 10 years but if 10% of the failures occur in the first three months, that’s poor reliability. The most important component of reliability is manufacturing quality, he pointed out.

    Durability is average life, so a four-year battery can be considered reliable if 99% of them experience no failures in that time frame. But it couldn’t be considered durable if the industry’s goal is a 10-year life and most of them give out at 5 years. The most important components of durability are cell design and chemistry, said Anderman.

    “Don’t have any illusion that we can have a high-volume PHEV or EV business without a 10-year life from the battery,” he emphasized. Ten years of life is a lot to expect in this early stage of Li-ion development, Anderman allowed, and a shorter life can support the initial low-volume stages of PHEV and EV development. But in a mass-market environment, asking buyers to pay many thousands of dollars for a replacement battery is unrealistic.

    It is reasonable to expect continued government subsidies for the purchase of EV and PHEV vehicles but not subsidies for replacement batteries, said Anderman.

    The Leaf EV and Volt PHEV (General Motors refers to the car as an extended-range EV) both use pouch-type Li-ion cells that, he said, do not measure up in terms of safety and reliability to so-called metal-can types that have hard casings. The Leaf especially does not look promising, he said, noting that the Volt has a gentle duty cycle and uses active liquid cooling of the battery pack.

    Without proper cooling technology, “a pouch cell design with a manganese chemistry will perform very poorly” in hot climates, said Anderman of the Leaf battery. “Can you expect 10 years from the battery? Definitely not in Phoenix, I’m pretty sure not in L.A., and I’m not sure about San Francisco and Atlanta.”

    Regarding the Leaf battery’s life-cycle performance in Phoenix, he told AEI later: “If it lasts three years, I’d be surprised.”

    Ironically, individual pouch cells are good at dissipating heat. However, when such cells are packaged tightly together, as in the Leaf, that advantage is lost, Anderman said. “There is a very poor thermal characteristic in this type of integration” of the battery into the vehicle.

    Contacted by AEI for comment, Nissan North America Manager of Technology Communications Colin Price stated: “We are confident [the cells] will dissipate heat well and anticipate the battery pack will have 70 to 80% of capacity left after 10 years of automotive use.” He noted that the Leaf battery pack can be serviced to the cell level, so a single cell failure does not equate to battery pack failure.)

    Anderman acknowledged that Nissan CEO Carlos Ghosn is a “very smart man” and might know of a way to make the Leaf work, and maybe General Motors has data that shows the Li-ion pouch design is viable. “But other car companies have shown that it is not ready,” he said.

    Some of the slides from Anderman’s presentation are included in a new AAB study (The EV-PHEV Opportunity Report) that Anderman pitched during his conference. He expressed great confidence in the data and insights he collected during many direct interviews with important global EV and PHEV players at all tier levels.

    Other opinions and projections from Anderman’s AAB presentation:

    • Sales of plug-in hybrids will come nowhere near President Barack Obama’s goal of 1 million in the U.S. by 2015. Global sales are expected to be only 80,000 and 100,000 in that year.

    • Global sales of EVs also are likely to be under 100,000 by 2015.

    • The projected 2020 global market share of PHEVs and EVs is likely to stay below 1% each.

    • The global market share of Li-ion HEV will reach 4% by 2020.

    • Li-ion rapidly is “definitely and considerably a better battery” than nickel-metal hydride for EV applications.

    • The global Li-ion automotive battery market will reach $8 billion by 2020—“a very significant market, indeed.”

    • “There is no business case” for EVs and PHEVs without governmental mandates and subsidies.

    In answer to his own question about whether Li-ion batteries can support the proliferation of PHEV and EV vehicles, Anderman said: “I believe today we don’t have the answer.”

    Patrick Ponticel

    Original Article:
    http://www.sae.org/mags/AEI/8299

    Random Notes of Algal Fuels

    Random Notes of Algal Fuels

    The very high algal oil yields that you see some proponents suggest are all fictional. Nobody, anywhere, is making thousands of gallons of algal oil per acre. What people do is extrapolate best case lab results to thousands of acres, and then report those numbers – often as if they are actually achieving them. Or, they calculate best cases based on theoretical solar insolation. So it is best to treat those claims of high algal yields skeptically. As my friend John Benemann says, when you hear someone talk about yields like that, ask them how much oil they have for sale.

    My conclusion is that with the possible exception of the fermentation approaches, the issues that caused NREL to abandon algae in the mid 1990’s are still pressing issues today. I see very little likelihood that companies basing their plans on either open pond systems or photobioreactors can be successful without heavy, perpetual doses of government funding.

    Algae is still a lab project for the most part, and companies that have moved to commercialize it presently have little chance of economic viability. However, having said that, I think there are some niches in which it might eventually work, and I do favor spending research money in the hopes that in 10 or 15 years, commercialization is a realistic goal.

    FEV Asks: How Low Can You Go?

    FEV Asks: How Low Can You Go?

    By Tom Murphy
    WardsAuto.com, May 11, 2010 9:00 AM

    The engine downsizing trend sweeping across the global powertrain community need not apply exclusively to hulking V-8s and high-powered V-6s.

    No, even 4-cyl. engines can be squeezed for higher efficiency, and powertrain engineering specialist FEV Inc. has developed a 0.7L turbocharged 3-cyl. engine concept intended to replace powerplants twice its size.

    Simply named Extremely Downsized Engine, the direct-injection gasoline concept delivers 134 hp/L and is capable of 12% better fuel efficiency than a naturally aspirated 1.5L 4-cyl., says Henning Kleeberg, FEV’s department manager-spark ignition engines.

    On display for the first time in the U.S. at the recent SAE World Congress in Detroit, the EDE concept arrives in anticipation of stringent new emissions mandates in Europe and the U.S.

    The European Smart car’s high-performance Brabus engine, with two spark plugs per cylinder and conventional port fuel injection, serves as the base for the 0.7L concept.

    To boost efficiency and power, FEV replaced PFI with direct injection and removed one of the spark plugs in a significant redesign of the head.

    “As we go to smaller combustion chambers, the challenge is to get direct injection in there, to get the fuel mixed and to get away from the low-speed pre-ignition problem that DI engines have,” Kleeberg tells Ward’s.

    So the reconfigured SOHC valvetrain incorporates a longer camshaft and dual independent cam phasing, allowing for fully variable valve timing and overlap on both the intake and exhaust ports, with a control valve for each.

    FEV collaborated with fellow suppliers Mahle GmbH and Hydraulik-Ring GmbH on the valvetrain, which has two valves per cylinder.

    Without the ability to phase between two cams on the same shaft, the EDE concept would lack low-end punch.

    “It’s very critical for a downsized concept,” Kleeberg says. “We have the same low-end torque as with a larger naturally aspirated engine. With the large valve overlap, you can create quite significant torque improvement at low speeds. That’s what the driver feels when he steps on the pedal.”

    The small turbocharger allows for rapid spool up of inertia, which further helps overcome the typical sensation of “turbo lag.”

    Compared with a naturally aspirated 1.5L 4-cyl. typically found in subcompacts, this concept delivers 32% more torque at only 1,500 rpm, Kleeberg says.

    The concept delivers 100 hp for an impressive specific output of 134 hp/L, as well as 103 lb.-ft. (140 Nm) of torque.

    With a bore diameter of 66.5 mm (2.6 ins.), FEV says the EDE would be the smallest powertrain in the market; it also is compatible with a hybrid-electric configuration.

    FEV says the concept engine would be ideal for European vehicles in the B and C segments, as well as B-segment cars in the U.S.

    There are cost benefits, as well. Removing a fourth cylinder and related hardware means material costs can be cut by a quarter.

    Even after adding cam phasing, direct injection and turbocharging, Kleeberg says he believes the system is cost-competitive, but a cost analysis has not been completed.

    He hopes American drivers accustomed to V-6s and V-8s can keep an open mind to 3-cyl. engines. “It sounds scary maybe to go to something below 1.0 L, but if you look at how the market has changed here over the last two to three years, everyone is downsizing.”

    Gary Rogers, president and CEO of FEV, is optimistic about finding a customer to adopt the EDE concept.

    “The question in many people’s minds is, how low can you go? At what point does (downsizing) no longer make any sense?” Rogers tells Ward’s. “If you want to get into another 15% fuel-economy improvement without hybridization and the cost of batteries and all that, another step on the path that you can go is yet smaller.”

    FEV also is shopping an electrically assisted 7-speed automated manual transmission intended for hybrid-electric vehicles.

    Designed for transverse applications, the transmission is equipped with an electric motor designed to eliminate torque interruption, a major disadvantage of automated manuals, even in high-end sports cars.

    FEV’s approach is to provide two independent torque paths, one for the internal-combustion engine and one for the electric motor. While accelerating, the gasoline engine is running, but gear shifts with automated manuals often create a long pause between gears.

    With FEV’s concept, an electric motor delivers a surge of power during shifts to fill the torque gap.

    Rogers describes the driving feel to that of a continuously variable transmission, which does not shift gears.

    There is no torque converter. Instead, a single clutch is electrically actuated. Rogers says the transmission can accommodate 288 lb.-ft. (390 Nm) of torque between the engine and electric motor.

    FEV has a customer for the transmission, but Rogers declines to identify the auto maker. A drivable prototype is on the road for a European auto maker, and another is being developed for North America.

    Rogers says the transmission is affordable and ideal for front-wheel-drive B- and C-segment vehicles. Leading research for the program was FEV’s Hybrid-Electric Vehicle Development Center in Auburn Hills, MI.

    Original article: http://wardsauto.com/ar/fev_how_low_100511/