Archive for the ‘Engineering’ Category

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Flying Railway Wagons

June 23, 2013

Logo EPFL

Many times when boarding large aircraft I have fantasised about having a cabin module instead of the waiting lounge, where passengers could take their places at leisure. When filled, the module would slide into the aircraft and lock into place just like the modular containers containing baggage. Now Swiss researchers are realising my fantasies with a futuristic concept for a modular aircraft consisting of

  1. A flying wing that includes the cockpit, the motors, and the fuel and
  2. Up to three flexible modules (capsules) that can carry either passengers, freight, or fuel.

Clip Air concept from Ecole Polytechnique Federale de Lausanne

They see their “Clip-Air” craft having modules where the  maximum dimensions of each capsule would becomparable to the fuselage of an A320 with a maximum weight of 30 tons and a length of 30 meters (the length of a train wagon) and where:

  • Dimensions of the flying wing: wing-span of 60 meters
  • Motors: 3, identical to those of the A320 (Swiss version)
  • Passengers: Together, the three modules can carry a total of 450 passengers.

The aircraft would allow passengers to board a module at a railway station and disembark at their destination without ever setting foot in an airport.

Clip Air EPFL

Rail transport’s flexibility in air transport?

How could this conundrum be unraveled? Clip-Air proposes a revolutionary air transport concept based on a flying wing that can carry mobile and interchangeable capsules. On the one hand, the Clip-Air plane is made up of a support structure including wings, engines, fuel and a cockpit. On the other hand, there is the load to be transported: passengers and freight.

The capsule is the equivalent to a conventional airplane’s fuselage, but without motors, without a cockpit, without fuel, without landing gear, or any of the other parts that usually make up a plane. The premise behind Clip-Air is to bring rail transport’s flexibility to air transport and to make airports reach all the way into railway stations.

Potential
Theoretical studies have shown Clip-Air’s potential in terms of transport capacity. In the scenarios that were analyzed, Clip-Air was able to transport more passengers than a standard fleet thanks to a more efficient allocation of the available capacity.
Based on various hypotheses, the estimated costs of Clip-Air are also competitive. In 89% of the analyzed cases, Clip-Air generates a profit. According to the model that is currently being considered, carrying passengers without combined cargo transport, Clip-Air is actually less expensive than a standard fleet, as long as it operates carrying three capsules. The architecture of modular aircraft is remarkably vast, and a flying wing carrying three capsules is but one possible choice. However, whether the aircraft is designed to carry one, two, or three capsules, its modularity is what makes this project strong.

Architecture and design
How should a flying wing be designed? How can the capsules be made as functional as possible? The extraordinary challenge lies in finding the most adapted architecture that incorporates all of the compromises involved in achieving such a project. A team of engineers is working on finding the most optimal design, rethinking everything from the materials used to the details of the attachment system, so that the latest technologies can be leveraged whenever possible.

Energy
Clip-Air is revolutionary in its design, but it must also be so in its choice of fuel. In the current stage of the project, Clip-Air has clearly proven its potential to adapt to tomorrow’s renewable energy challenges. Numerous alternative paths have been explored internally and have demonstrated the utility of a modular architecture (with liquid hydrogen, biofuels, classical fuel).

Security
The complete separation of the cockpit (located under the wing) and the passengers (in the capsules) opens new doors in terms of security with, most notably, a reduced risk due to the decoupling between the fuel reservoirs and the passengers.

Aeronautics
Aeronautical engineers assure that Clip-Air can fly, but many questions remain to be addressed. Future developments of the project will involve aerodynamic simulations and a six meters long flying prototype equipped with propulsion engines to explore the aircraft’s flight performance and the overall feasibility of the project.

Clip Air in “flight”: EPFL

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When this interglacial ends ….

June 7, 2013

This interglacial will end.

It may take another 100 years or 5,000 or it may already have ended. From whenever the end is reckoned  it could take about 4,000 years for full glacial conditions to set in.

interglacials

This interglacial will end

The ice sheets will advance again. New land will be exposed as sea levels fall – up to 120m.

The land mass of the world with the reduced sea levels might look like this (http://www.ngdc.noaa.gov/mgg/topo/globega2.html:

world map ice age image National Geophysical Data Center at NOAA

world map ice age image National Geophysical Data Center at NOAA

Geography will change. Islands will expand. Some seas will disappear as water gets locked up in the expanding ice sheets.  Greenland will expand. Siberia will connect to North America again. The United Kingdom will once again rejoin the continent. Indonesia and Australia will be extremely close. Japan will no longer be islands. The Baltic Sea will not exist. The Persian Gulf will disappear. Across the world coastlines will be “pushed out”. Ancient coastal city sites – long submerged – will reappear. The ice sheets will expand and will drastically reduce populations above 55 °N. The global population would have stabilised and may even fall. Populations will migrate. Nation states will  see their boundaries changing – physically not just by war. No doubt there will be new human conflicts as populations shift – though the shifts will be over hundreds of years and quite gradual in our terms. Average global temperatures will be about 2 – 4°C colder than today.

But this time the ice sheets will not stop humans from utilising the resources under some of the ice sheets. As during the last glacial period, human innovation and engineering will flourish and reach new heights as the challenges are met. New science and new technologies will appear. Art will take new forms. A new wave of exploration will occur – this time into space. And through all of this our energy needs will increase.

Time line of prehistoric inventions (pdf)

But it is the availability of abundant energy which will be the deciding factor, which allows growth to continue and which allows the continued  improvement of the human condition. And this energy will primarily be fossil energy and nuclear energy.  It will be nuclear energy for large central plants (> 1000 MW), fossil energy (coal, and gas) for medium sized plants (100 – 1000 MW)  and gas for municipal and domestic applications. Transportation will – largely as now – be electric or oil-based though the proportion of electric (charged from “cheap” nuclear power) vehicles will increase. Solar and wind and wave and tidal power will have their little place but will – as now – be of small impact.

It is fossil and nuclear power which will allow humanity to meet these new challenges. They will be a necessity for humans to flourish. Carbon dioxide emissions – as now – will be irrelevant. It is in the development of small nuclear, energy storage and more efficient gas- winning and utilisation that we should be concentrating.

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Soyuz docks with ISS in record time

March 29, 2013

An update to my previous post.

Deutsche Welle:

A Soyuz capsule carrying three astronauts has docked at the International Space Station, just six hours after blasting off. Typically, manned Soyuz flights to the ISS last more than two days.

Russian cosmonauts Pavel Vinogradov and Alexander Misurkin and US astronaut Chris Cassidy took the express route to the International Space Station overnight Thursday, docking in the early hours of Friday morning.

They will join three other crew members and remain on board for five months.

“It’s such a beautiful sight, hard to believe my eyes,” the 59-year-old Vinogradov, making his third visit to space, said in footage broadcast on NASA TV.

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Lift-off today for 6 hour fast-track journey to the ISS

March 28, 2013

The International Space Station‘s orbit varies between altitudes of 330 – 410 km and it orbits the Earth about 15 times a day. So a journey taking 6 hours to scale about 70 km of altitude per hour may not seem so impressive compared to the speeds on a German autobahn. But a trip which used to be completed on the 3rd day and 34 orbits after lift-off is going to be covered in 5hrs 49 mins and 4 orbits after launch later today. For its 3-man crew, the Soyuz craft can only carry enough fuel and supplies for at most a 4 day journey, so this fast-track approach will represent a major saving of fuel and supplies.

Soyuz is the longest serving manned spacecraft...

Soyuz is the longest serving manned spacecraft design in history (1967– ) , upgraded regularly (Photo credit: Wikipedia)

From Space.com

(Following three unmanned, cargo-only test flights, the Expedition 35/36 crew is the first to try the technique. For the Soyuz crew of three, the fast track rendezvous is much the same as before, except that tasks are compressed.)

NASA astronaut Chris Cassidy and Russian cosmonauts Alexander Misurkin and Pavel Vinogradov are due to arrive at the orbiting laboratory just six hours after they launch at 4:43 p.m. EDT (2043 GMT). The liftoff will begin a months-long mission in orbit for the three men.

The trio will blast off from the Central Asian spaceport of Baikonur Cosmodrome in Kazakhstan aboard a Russian Soyuz spacecraft. The mission’s Soyuz rocket rolled out to the launch pad on Tuesday (March 26) to prepare for today’s liftoff.

In the nearly 13 years since crews first began launching to the International Space Station, it has taken Russian Soyuz capsules and U.S. space shuttles about two days to reach the orbiting lab after liftoff. Now, NASA and Russia’s Federal Space Agency are testing out a new, accelerated schedule. The quick journey, which takes just four orbits of Earth, has been carried out by recent unmanned cargo spacecraft visiting the space station, but never by a crew.

Cassidy, Misurkin and Vinogradov are planning to join the station’s Expedition 35 mission for a roughly six-month stay. The current residents of the outpost are commander Chris Hadfield of Canada, Russian cosmonaut Roman Romanenko, and NASA astronaut Tom Marshburn.

Infographic: How astronauts are traveling to the International Space Station in hours instead of days.

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Boeing’s three-layered fix for the Dreamliner batteries approved for testing

March 16, 2013

Boeing’s planned fix for the Dreamliner’s lithium-ion battery has been approved by the FAA and while this is only approval of the plan it at least represents the start of the process to get the Dreamliner back into the air. The FAA approval will allow two Dreamliners to return to the air to test various aspects of the proposed fix. Results from both in-flight and laboratory tests will have to be evaluated to obtain the new certifications and approvals necessary to get back into the air.

NY Times: The F.A.A. could still demand changes if problems develop in the laboratory and flight tests. While Boeing hopes to begin fitting its redesigned batteries in the grounded 787 fleet by mid- to late April and resume commercial flights quickly after that, government officials are not sure the process will move that fast. …

….. the tests would subject the battery to the most extreme conditions it was likely to face and determine if the case could withstand a battery explosion. The tests will include bursts of power to put stress on the battery and check its flammability as well as how it performs in hot weather.

The F.A.A. has also approved limited test flights for two aircraft. One plane will test the old battery, while the other will test how the new system performs under normal flight conditions. The flight tests will begin within a week.

The agency will approve the redesign only if the company successfully completes all required tests and analyses. The F.A.A. said it was continuing a review of the 787’s design, production and manufacturing.

But there is a downside. The fixes being introduced will increase the weight of the aircraft by 150 lbs which almost nullifies the advantage gained by using the lighter lithium-ion batteries in the first place. The fuel efficiency gains – at least those due to the lighter battery – will no longer be available and no doubt customers will want compensation for this. An extra 150 lbs is just about equivalent to one passenger and compensation claims could also be for the equivalent of one passenger less for every commercial flight through the life of the aircraft. This would be in addition to any compensation claims for losses suffered during and because of the grounding  and for delivery delays.

The three-layered approach that Boeing is taking consists of

  1. preventing a fire within any individual battery cell,
  2. preventing the fire from spreading to other cells in the event that a fire does occur, and
  3. preventing the fire from spreading or impacting anything outside the battery enclosure in the event that the fire does spread to multiple cells
Dreamliner Battery Fix (via Aviation Week, Credit Boeing)

Dreamliner Battery Fix (via Aviation Week, Credit Boeing)

The Dreamliner still has a way to go to complete all the testing and while Boeing is talking about “weeks rather than months”, it seems unlikely that the planes will be released for commercial flying before June.

Aviation Week: Among the tougher tests to be conducted will be an evaluation of the containment system’s ability to withstand a deliberately induced thermal runaway. This self-propagating phenomenon was cited by the National Transportation Safety Board (NTSB) in its March 7 interim report on the first battery failure on a Japan Airlines 787 in early January. Although not identifying a specific cause, the report described several shortcomings in both the baseline battery system design and the original means of testing and certification of the device.

The NTSB has announced plans to hold a forum and investigative hearing in April to review the battery’s technology, safety and process used in its certification. The agency’s investigation found—among other things—no record of the final production-standard charging system having been tested with the actual GS Yuasa-made battery. According to the NTSB report, Securiplane, the charging system developer, tested the unit with a simulated electric load instead of an actual battery. The company apparently took this precaution after having earlier suffered a fire at its facility during battery testing.

The three layers of the Boeing fix are structured as below:

1. The first layer of improvements is taking place during the manufacture of the batteries in Japan. Boeing teamed with Thales, the provider of the integrated power conversion system, and battery maker GS Yuasa to develop and institute enhanced production standards and tests to further reduce any possibility for variation in the production of the individual cells as well as the overall battery.  … Four new or revised tests have been added to screen cell production, which now includes 10 distinct tests. Each cell will go through more rigorous testing in the month following its manufacture including a 14-day test during which readings of discharge rates are being taken every hour. This new procedure started in early February and the first cells through the process are already complete. There are more than a dozen production acceptance tests that must be completed for each battery. Boeing, Thales and GS Yuasa have also decided to narrow the acceptable level of charge for the battery, both by lowering the highest charge allowed and raising the lower level allowed for discharge. Two pieces of equipment in the battery system – the battery monitoring unit and the charger are being redesigned to the narrower definition. The battery charger will also be adapted to soften the charging cycle to put less stress on the battery during charging.

2. Changes inside the battery will help to reduce the chances of a battery fault developing and help to further isolate any fault that does occur so that it won’t cause issues with other parts of the battery. To better insulate each of the cells in the battery from one another and from the battery box, two kinds of insulation will be added. An electrical insulator is being wrapped around each battery cell to electrically isolate cells from each other and from the battery case, even in the event of a failure. Electrical and thermal insulation installed above, below and between the cells will help keep the heat of the cells from impacting each other. Wire sleeving and the wiring inside the battery will be upgraded to be more resistant to heat and chafing and new fasteners will attach the metallic bars that connect the eight cells of the battery. These fasteners include a locking mechanism. Finally, a set of changes is being made to the battery case that contains the battery cells and the battery management unit. Small holes at the bottom will allow moisture to drain away from the battery and larger holes on the sides will allow a failed battery to vent with less impact to other parts of the battery.

3. The battery case will sit in a new enclosure made of stainless steel. This enclosure will isolate the battery from the rest of the equipment in the electronic equipment bays. It also will ensure there can be no fire inside the enclosure, thus adding another layer of protection to the battery system. The enclosure features a direct vent to carry battery vapors outside the airplane. New titanium fixtures are being installed in the electronics equipment bays to ensure the housing is properly supported. “Our first lines of improvements, the manufacturing tests and operations improvements, significantly reduce the likelihood of a battery failure. The second line of improvements, changes to the battery, helps stop an event and minimize the effect of a failure within the battery if it does occur. And the third line of improvements, the addition of the new enclosure, isolates the battery so that even if all the cells vent, there is no fire in the enclosure and there is no significant impact to the airplane,” said Sinnett.

Two aircraft will be used for the testing:

Flight tests of the prototype revised battery containment system will be conducted using Line No. 86, an aircraft designated for LOT Polish Airlines. Aviation Week was the first to report this same aircraft being previously used for ground tests of the battery system in mid-February (AW&ST Feb. 18, p. 32). The modified battery has also been installed in test aircraft ZA005, though Boeing says this is to allow testing to resume of the planned General Electric GEnx performance improvement package (PIP) II engine upgrade. The FAA says flight tests will validate instrumentation for the battery and testing its enclosure in addition to improvements for other systems.

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Japanese test confirms successsful extraction of gas from deep-sea methane hydrate

March 13, 2013

Methane hydrates represent the largest source of hydrocarbons in the earth’s crust.

“The worldwide amounts of carbon bound in gas hydrates is conservatively estimated to total twice the amount of carbon to be found in all known fossil fuels on Earth”.

JOGMEC has put out a press release:

Japan Oil, Gas and Metals National Corporation which has been conducting preparation works for the first offshore production test off the coasts of Atsumi and Shima peninsulas, started a flow test applying the depressurization method and confirmed production of methane gas estimated from methane hydrate layers on March 12, 2013.
JOGMEC will start analyzing data while it continues the flow test.

Methane hydrate receives attention as one of the unconventional gas resources in the future.
During the period from FY2001 to FY2008, which is Phase 1 of the “Japan’s Methane Hydrate R&D Program”, seismic surveys and exploitation drillings were conducted at the eastern Nankai trough, off the coast from Shizuoka-pref. to Wakayama-pref., as the model area, where a considerable amount of methane hydrate deposits is confirmed.
In Phase 2 of the Program starting from FY2009, aiming to develop a technology to extract natural gas through dissociation of methane hydrate, this is the first offshore test ever conducted. The first offshore production test is planned over a span of two years. In February and March last year, the preparatory works including drilling a production well and two monitoring wells were conducted. From June to July, the pressured core samples were acquired from methane hydrate layers. In this operation, a flow test through dissociation of methane hydrate is conducted after the preparatory works including drilling and installing equipments for the flow test.

Deposits of methane hydrates have been reported in marine sediments in the Nankai Trough off the Pacific coast of central Japan, where the water depth is more than 500 meters. Some estimates indicate that the reserves of methane hydrate correspond to a 100-year supply of natural gas for Japan, making it an important potential source of energy. The Japan National Oil Corporation (JNOC) began research work on methane hydrates in 1995, and JOGMEC has overseen the project since the JNOC’s restructuring. An international joint research team including Japan has obtained successful results in experimental production of methane gas by injecting hot water into a borehole in the Mackenzie Delta in the arctic region of Canada.

With shale gas and shale oil adding to the known reserves of oil and gas and now with the potential exploitation of deep-sea methane hydrates, “peak-oil” and “peak-gas” would seem to have been postponed by a millenium.

 

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Airbus invokes “Plan B” while Dreamliner remains grounded till the summer

February 20, 2013

The Boeing Dreamliner which was grounded globally on January 16th will remain grounded at least till the end of March and possibly till the summer. United Airlines has removed the Dreamliner from all its schedules till March 30th. But LOT Polish Airlines which flies Boeing 767’s and was hoping for these to be replaced by 5 Dreamliners at the end of March has extended the lease for the 767’s (apparently at Boeing’s insistence) for a further 6 months till October 2013.

All Nippon Airways, which has 17 Dreamliners in its fleet says it has lost 15.4 million of sales revenues just in January. But ANA has kept its profit forecast for the fiscal year through March unchanged at about $44 million.

All Nippon has not asked Boeing for compensation linked to the grounded 787s but will discuss the issue once the total financial effect is more clear, said the executive vice president, Kiyoshi Tonomoto, according to Reuters.

The battery problem has yet to be resolved but there was further evidence that the cells are prone to overheating and thermal runaways.

Bangkok Post: On January 16, the 50 Dreamliners in service around the world were grounded after a battery fire on a Japan Airlines plane parked in Boston, and battery smoke on an All Nippon Airways flight forced an emergency landing. On Tuesday, a Japanese safety board official said that investigators found a battery on the ANA flight that initially was believed to be intact had also been damaged. Detailed examination of the auxiliary power unit battery revealed that two of its eight cells were misshapen.

One market-matching family

The Airbus A350 family . image airbus.com

In the meantime Airbus has invoked Plan B and decided to drop the lithium-ion batteries for the A 350 so as not to jeopardise the intoduction of the aircraft in 2014. With the Dreamliner delays and teething problems, Airbus has a golden opportinity to break into the Dreamliner market with a timely introduction of the A350.

Reuters:  Airbus has dropped lithium-ion batteries of the type that forced the grounding of Boeing’s 787 Dreamliner and will use traditional nickel-cadmium batteries in its crucially important next passenger jet, the A350.

The European planemaker said on Friday it had taken the decision to adopt the batteries used on existing models such as the A380 superjumbo in order to prevent delays in the A350’s entry to service next year. ….. 

“We want to mature the lithium-ion technology but we are making this decision today to protect the A350’s entry-into-service schedule,” an Airbus spokeswoman said. ….

The A350 is due to enter service in the second half of 2014 compared with an initial target of 2012 when it was launched as Europe’s answer to the lightweight 787 Dreamliner. ….

….. Airbus will use the lithium-ion batteries for a maiden flight in mid-year and early flight trials but switch to traditional batteries in time for certification and delivery. …

The lithium-ion battery industry is concerned but not unduly so, since the market for aircraft batteries is just a tiny portion of their market.

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Volkswagen is streets ahead with its common, global, modular concepts

February 11, 2013

Volkswagen’s Modularer Querbaukasten (MQB) which translates to Modular Transverse Matrix is a concept for sharing core components in a strategy for modular construction of all its transverse, front-engined, front-wheel drive cars. VW has probably taken this further than any other car-maker and are being bench-marked and closely watched by Toyota, Ford and others.  MQB is designed to stretch from the Polo to the Passat. At the top end Porsche are developing a comparable MSB concept (Modular standard matrix). Apart from only one dimension that must be held, the modular concept allows most dimensions to be stretched.

Golf 7 chasis: MQB Flexibility

Volkswagen Group brands (Volkswagen, Audi, Lamborghini, Seat, Skoda, Bentley, Bugatti, Porsche and more) comprise more than 200 individual models of cars. The complexity involved in trying to reduce costs and the number of components, meeting exceedingly strict emission and safety standards all the while reducing waste and consumption is obviously quite huge. MQB not only represents a new car specific part platform, but also an all-new modular engine program and modular production program. With MQB VW can build any vehicle from Polo to Mid-size SUV utilizing the same assembly line.

VW modular matrices

The MQB platform has a common engine mounting system and allows both petrol and diesel motors mounted in the same way and at the same angle of inclination. VW factories around the world could become multi-brand factories with VW’s, Seats, Skodas and even Audis to roll off the same line.

Reuter’s reports:

…. Since the heyday of Henry Ford and his Model T, the world’s automakers have considered the “global car” to be their Holy Grail – the same basic design that can be built, in subtle variations, and sold in different markets. 

Take that fundamental concept, stretch it across many different vehicle types, sizes and brands, then build them by the millions, and you begin to sense the enormity of Volkswagen’s rapidly evolving “mega-platform” strategy and its potential impact on competitors around the globe.

Auto engineer Hackenberg nurtured this bright idea for three decades, after early pitches to auto executives were largely ignored, until somebody finally bought it wholesale. The man who bit was Volkswagen Chief Executive Officer Martin Winterkorn. …… 

The strategy is not without risk. It could, for instance, expose Volkswagen to the threat of a massive global recall if a single part, used in millions of cars, fails.

But rivals have taken note of the power behind its move. Volkswagen’s modular platforms are being benchmarked by most of the world’s top automakers, including Toyota Motor Corp and Ford Motor Co, according to company executives. ….. 

…. VW’s work on its largest mega-platform, known internally as MQB, began in earnest in 2007 and is being implemented over the next four years at a cost of nearly $70 billion, estimates Morgan Stanley. The potential payoff is compelling: Projected annual gross savings by 2019 of $19 billion, according to the bank, with gross margins approaching 10 percent.

The automaker is expected to announce a record profit for 2012 of more than $30 billion later this month (February 22), according to Bernstein Research, whose senior analyst, Max Warburton, observes: “VW looks to have unstoppable momentum — in China, the U.S., Europe and most of the rest of the world.”

Even before MQB was launched in 2007, VW was a leader in using interchangeable components:

At a gathering in Japan five years ago, Renault and Nissan executives lifted the hoods on several VW Group vehicles side by side — including models from Skoda, Seat and Audi brands — and saw trouble.

“They had the same engines, the same clutches, the same ventilation — all identical parts,” says an executive who attended the presentation. “It was a level of commonality that didn’t exist at Renault-Nissan.” 

After a six-year gestation, VW has just begun to implement its sophisticated and highly flexible platform with the deceptively simple label MQB, a German acronym for “modular transverse matrix.” Virtually all of the group’s small and medium front-wheel-drive family models, including the latest generations of the VW Golf and Audi A3, are being designed around MQB as their base.

The new platform features a far greater degree of plug-and-play modularity, flexibility and parts commonality than at Toyota, General Motors Co, Ford and other competitors.

MQB “could be the single most important automotive initiative of the past 25 years,” says Michael Robinet, managing director of IHS Consulting in Northville, Michigan. “It really changes the game.”

With the new mega-platform strategy supporting its 12 brands, from spartan Skoda to Audi, Porsche and Lamborghini, VW is poised to snatch the global sales crown from Toyota as early as next year, according to investment bank Morgan Stanley.

VW envisions enormous leverage from MQB. The plan is to boost global sales to 10 million or more, with roughly two out of every three cars — some 40-plus models totaling 6.3 million sales a year — built on some variation of the MQB platform, according to U.S. research firm IHS Automotive.

None of VW’s competitors has the diversity of brands, the breadth of technology, the sweeping geographic footprint or the deep pockets necessary to support and take advantage of such a wide-reaching initiative as MQB.

Even Toyota, the current global sales leader, is playing catch-up with its German rival. … 

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Boeing Dreamliner batteries could be “inherently unsafe” while Airbus says it has a Plan B

February 1, 2013

The fault with the Boeing Dreamliner Batteries/electrical systems has not yet been found. This is not good news for Boeing since the grounding of 50 aircraft continues. Each grounded aircraft poses a potential claim on Boeing for about $2.5 million per month. The delay in finding the fault also correspondingly delays the selection of a “fix” and the deployment of that “fix”. And since some 850 aircraft have been ordered and production has not been stopped, the fix has to be deployed on a large number of aircraft.

In the absence of any identified fault Boeing are continuing to defend the 787 batteries and I read this as Boeing defending both the design of the chosen batteries and their decision to select these for use. They cannot really do anything else since they cannot acknowledge any potential liability while compensation claims are up in the air (or down on the ground may be more appropriate!).

Airbus apparently has developed a Plan B in the event an alternative to lithium-ion batteries must be found for the A350.

Airbus warned about the risks of lithium-ion batteries at a closed meeting of airlines in March 2011, according to a presentation first reported by Reuters this week.

“We identified this fragility at the start of development and we think we resolved it about a year ago,” Bregier said. “Nothing prevents us from going back to a classical plan that we have been studying in parallel.”

But there is a view that the design chosen by Boeing is fundamentally unsound – that the design lends itself to the possibility of thermal runaways with overheating and subsequent fires. If the design itself is flawed and there are better designs available, then Boeing’s decision process which resulted in using a flawed design could be more damaging  than any monetary compensation for the actual groundings. Boeing can ill afford a suggestion that their design or decision process itself is flawed. The current investigation is focused on finding any faults in the units as built and not – yet – on the fundamental design itself.

They can probably absorb the financial hit but my guess is that Boeing will lose considerable ground to the Airbus A350 which could take a long time to recoup.

FlightGlobal: 

The lithium ion batteries installed on the Boeing 787 are inherently unsafe, says Elon Musk, founder of SpaceX and owner of electric car maker Tesla.

“Unfortunately, the pack architecture supplied to Boeing is inherently unsafe,” writes Musk in an email to Flightglobal.

“Large cells without enough space between them to isolate against the cell-to-cell thermal domino effect means it is simply a matter of time before there are more incidents of this nature,” he adds.

Both Boeing and Tesla use batteries fueled by lithium cobalt oxide, which is among the most energy-dense and flammable chemistries of lithium-ion batteries on the market. While Boeing elected to use a battery with a grouping of eight large cells, Tesla’s batteries contain thousands of smaller cells that are independently separated to prevent fire in a single cell from harming the surrounding ones.

“Moreover, when thermal runaway occurs with a big cell, a proportionately larger amount of energy is released and it is very difficult to prevent that energy from then heating up the neighboring cells and causing a domino effect that results in the entire pack catching fire,” says Musk.

…. “They [Boeing] believe they have this under control, although I think there is a fundamental safety issue with the architecture of a pack with large cells,” writes Musk in an email. “It is much harder to maintain an even temperature in a large cell, as the distance from the center of the cell to the edge is much greater, which increases the risk of thermal runaway.” 

Musk’s assessments of battery cells were confirmed by Donald Sadoway, a professor of electrical engineering at the Massachusetts Institute of Technology.

“I would have used the same words,” says Sadoway. “I’m glad someone with such a big reputation put it on the line.”

“He’s engineered [Tesla’s battery] to prevent the domino effect, while Boeing evidently doesn’t have that engineering,” adds Sadoway. ….. 

787 battery graphic

from Boeing

Design News:

The issue of battery cooling has been at the forefront of the Boeing story for a week. Donald Sadoway, the John F. Elliott professor of materials chemistry at MIT who is involved in a battery startup with Bill Gates, told us last week that a forced air cooling system and sensors may be needed to monitor and cool the battery in the event of overheating. Elton Cairns, a professor of chemical and biomolecular engineering at the University of California, Berkeley, and a fuel cell designer for NASA’s Gemini spaceflights, also suggested that an air- or liquid-cooled system would be necessary.

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US approves sale of taxpayer subsidised battery maker to China

January 30, 2013
Image representing A123 Systems as depicted in...

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Not just irony but also further evidence that subsidies are fundamentally unsound.

Back in October last year the US lithium-ion battery maker, A123 Systems, filed for bankruptcy.

10/15/2012: A123 Systems, which had received a $249 million grant from the U.S. government, filed for Chapter 11 bankruptcy protection on Tuesday, giving Republicans fresh ammunition to attack the Obama administration’s subsidies for green energy.

The filing came after the lithium-ion battery maker’s $465 million rescue deal with Chinese auto parts supplier Wanxiang Group collapsed, hobbled by “unanticipated and significant challenges,” A123 said on its website. A123 has agreed to sell its automotive operations, including two factories in Michigan, for $125 million to Johnson Controls Inc, a leading battery supplier and another recipient of federal green subsidies.

….. The U.S. Department of Energy allotted about $90 billion for various clean-energy programs through the administration’s stimulus package. Of that, at least $813 million went to energy companies that eventually filed for bankruptcy, including A123, Solyndra, Beacon, Abound Solar and EnerDel.

But Wanxiang Group persevered and the US Committee on Foreign Investment (CFIUS) has granted its approval for a revised deal to go ahead. In addition to the automotive business divested to Johnson Controls, all government related business was also divested by the bankrupt A123 Systems to Navita Systems (at a fire-sale price of $2.25 million).

Bloomberg: Wanxiang Group Co., China’s biggest auto-parts maker, won approval from the Committee on Foreign Investment in the U.S. to buy most of the assets of A123 Systems Inc. (AONEQ), the bankrupt electric-car battery maker backed with U.S. government funds.

Approval from CFIUS, as it is known, was the final hurdle that Wanxiang needed to overcome to complete the deal. The federal interagency group led by the Treasury Department was reviewing the sale after members of Congress expressed national- security concerns over allowing a foreign competitor to obtain the technology developed with government backing. 

…… “Nothing provided by CFIUS has changed my opinion that the core technology developed by A123,” and the related intellectual property, “can be separated along A123’s business lines,” said Representative Bill Huizenga, a Republican representing Michigan’s 2nd Congressional District, in an e- mailed statement. “American taxpayers should not be funding technology that will in turn be used in competition against American companies,” he said, adding that he will look into legislation to prevent sales of taxpayer-funded “sensitive technologies” to foreign companies in the future.

….. “The Energy Department’s Recovery Act grant to A123 was used for the construction of brick and mortar advanced battery manufacturing facilities at two Michigan locations,” Bill Gibbons, a department spokesman, said in an e-mailed statement. The funds weren’t used for the company’s research and development of battery technology, he said.

“The purchase of these assets includes the Energy Department’s requirement that the plants and equipment partially paid for by the Recovery Act stay in Michigan and continue to operate, generating job opportunities for American workers,” Gibbons said.

….. As part of the purchase Wanxiang, based in Hangzhou, China, will get A123’s cathode powder plant in China and its share of a joint venture with Shanghai Automotive Industry Corp., called Shanghai Advanced Traction Battery Systems Co., in addition to the battery technology used in Fisker Automotive Inc.’s Karma sedan. Fisker, A123’s main customer, said it was awaiting the sale of the company’s Michigan plant so it could resume production of the $103,000 plug-in Karma sedan. A123, whose automotive business supplies electric-car batteries to about a dozen customers, has facilities in the Michigan cities of Livonia and Romulus.

The A123 Systems bankruptcy itself raised some questions about who had walked away with all the benefits. In a sense the subsidies have served the purpose of those investors who got away in time! For the US this now appears to be a damage control exercise to stop the bleeding where some local jobs are temporarily “saved” but the long term benefits are all to the account of Wanxiang. If indeed A123 Systems used government funds only for the building of factories and not for R & D, then Wanxiang have – fairly cheaply – bought themselves a foothold into the US market But if the US market develops – which it may not – then some or all of these jobs will eventually move to a low-cost country. Wanxiang has in any case bought themselves a technology cheaply which may address a world-wide market. But the jobs that creates will not be in the US. If the technology fails or the US market does not develop, then Wanxiang can just walk away from the US but they will retain the technology for whatever it is worth.

Paradoxically the only way in which the US taxpayer wins is if the technology is a dud and the deal represents future losses and liabilities being exported to Wanxiang!

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Posted in Automobiles, Business, China, Energy, Engineering, Technology, US | Comments Off on US approves sale of taxpayer subsidised battery maker to China

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