Zwei bereits 2017 veröffentlichte Baureihen eines Lkw-Herstellers weisen eine um 7 % verbesserte Kraftstoffeffizienz und ein um mindestens 100 kg verringertes Fahrzeuggewicht im Vergleich zum jeweiligen Vorgängermodell auf. Dadurch kann die Nutzlast erhöht und die Effizienz zusätzlich gesteigert werden. Entscheidend bei der Entwicklung des neuen Trucks war die Verringerung der Motordrehzahl bei gleichzeitiger Erhöhung des maximalen Drehmoments, das schon bei 900 Umdrehungen pro Minute zur Verfügung steht. Die neuen Fahrzeugmodelle wurden dank ihrer Effizienz im Straßentransport zum „International Truck of the Year 2018“ gekürt.
The heavy metal copper has been widely used in industrial processes as well as a pesticide product in agriculture or as biocide. Anthropogenic activities by which copper can enter the environment are rather diverse including mining, metal finishing factories, discharging in industry, or sewage treatment plants. In agriculture, copper compounds are used mainly as fungicides or herbicides (e.g. reviewed by Flemming and Trevors 1989). Furthermore, it was formerly used in reservoirs, streams and ponds for controlling algae blooms and is now commonly used as a biocide in antifouling paintings for ships to protect hulls from corrosion and for fuel efficiency (Piola et al. 2009; Watermann et al. 2017). When copper is released into freshwater systems, for example via agricultural runoff, it exists in surface waters in the form of free ions (Cu2+), complexed with ligands or bound to particles, occurring at median water concentrations often ranging between 4 to 10 Ìg Cu2+/L (ATSDR 2004). As a persistent element, copper is able to accumulate in biofilms (Morin et al. 2008) and sediments of rivers, lakes and estuaries, from where it can also be remobilised (Watermann et al. 2017). Absorption of copper ions into biofilms increases with increasing ion concentration (Bhaskar and Bhosle 2006), leading to highly contaminated biofilms in polluted environments. © 2020 Springer Nature Switzerland AG
Mit dem Vorhaben wird das Ziel verfolgt, Optionen zu definieren und zu analysieren, die den spezifischen Kraftstoffverbrauch in der Landwirtschaft verringern können: Weniger Dieselverbrauch als Input pro Einheit Output. Die hohe Komplexität und Variabilität landwirtschaftlicher Prozesse ist als Herausforderung und gleichzeitig auch als Chance zu verstehen, da damit eine Vielzahl von Ansatzpunkten gegeben sind, den Kraftstoffeinsatz und die daraus direkt resultierenden CO2-Emissionen zu optimieren. Die Reduzierung der Komplexität auf eine Kenngröße oder eine Maschinenbaugruppe würde die landwirtschaftliche Realität ignorieren und das Erreichen eines Dieselverbrauchsoptimums in der landwirtschaftlichen Praxis von vornherein ausschließen. Ebenso wird eine Standardisierung von Bewirtschaftungsverfahren oder eingesetzten technischen Lösungen zur Reduzierung von Kraftstoffverbrauch und CO2-Emissionen dieser Komplexität nicht gerecht und sind daher weder sinnvoll noch umsetzbar. Durch eine enge Verzahnung der landtechnischen Industrie mit der Wissenschaft sollen neue Innovationspotentiale zur Kraftstoffeinsparung bei Landmaschinen und landtechnischen Verfahrensketten identifiziert werden.
Within the project a new highly efficient biomass CHP technology consisting of a fuel-flexible fixed-bed updraft gasifier, a novel compact gas cleaning system and a solid oxide fuel cell (SOFC) shall be developed for a capacity range of 1to 10 MW (total energy output). The technology shall distinguish itself by a wide fuel spectrum applicable (wood pellets, wood chips, SRC, selected agricultural fuels like agro-pellets, fruit stones/shells), high gross electric (40%) and overall (90%) efficiencies as well as equal-zero gaseous and PM emissions. The system shall consist of a fuel-flexible updraft gasification technology with ultra-low particulate matter and alkali metal concentrations in the product gas (which reduces the efforts for gas cleaning), an integrated high temperature gas cleaning approach for dust, HCl and S removal and tar cracking within one process step as well as a SOFC system which tolerates certain amounts of tars as fuel. It is expected to achieve at the end of the project a TRL of 5 and a MRL of at least 5.
To fulfill these goals a methodology shall be applied which is divided into a technology development part (process simulations, computer aided design of the single units and the overall system, test plant construction, performance and evaluation of test runs, risk and safety analysis) as well as a technology assessment part covering techno-economic, environmental and overall impact assessments and market studies regarding the potentials for application. Moreover, a clear dissemination, exploitation and communication plan is available.
The novel technology shall define a new milestone in terms of CHP efficiency and equal-zero emission technology in the medium-scale capacity range and shall contribute to a stronger and future-oriented EU energy supply based on renewables. Its fuel flexibility shall ensure high attractiveness and market application potential and thus strengthen the industrial base in the EU as well as the technological leadership.
Riveting is the defacto method for the assembly of aluminium aerostructures, with large commercial aircraft fuselages typically containing 100'000s of rivets. However, riveting is known as a time-consuming, expensive and weight-adding operation. From a design perspective, it also places holes and point loads in a cyclically pressurised structure, subject to long-term fatigue loading and corrosion. Thus is not an ideal solution for these types of structures.
With developments in precision laser beam welding (LBW) and friction stir welding (FSW), it is now possible to fabricate 'rivetless' aluminium aerostructures using welding processes. These new processes produce a lighter weight, distributed load path with the potential for enhanced strength and structural stiffness, 'no holes' and a smoother (more aerodynamic) surface. In addition to being more structurally efficient, the new processes are cheaper and reduce inspection & maintenance requirements.
The OASIS project will establish and demonstrate the cost-effectiveness of manufacturing aluminium aircraft structures using the latest developments in LBW and FSW (with appropriate inspection to aerospace standards). The project is led by TWI, who are leaders in both LBW and FSW techniques. Together with 6 other European organisations, we will design, demonstrate and evaluate the suitability of a range of process variants in creating optimised aluminium aircraft structures, including appropriateness for emerging alloys (e.g. 3rd generation Al-Li, 2nd gen Scalmalloy®). ESAB who will offer a commercial route for adoption of suitable processes; as suppliers of both LBW and FSW solutions to the European aerospace supply-chain (and who hold unique FSW IP).
The impact of OASIS will ultimately allow improved design and manufacture of lighter-weight aluminium aircraft structures. This will contribute to the flightpath 2050 goals of reduced fuel burn, superior operating efficiencies and reduced emissions.