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Die Projektgebiete liegen in Deutschland, Italien und Spanien. Deutschland: Scharnhauser Park: In Ostfildern am südlichen Rand von Stuttgart entsteht auf einem ehemaligen amerikanischen Militärgelände der Stadtteil Scharnhauser Park für rund 10.000 Bewohner und mit etwa 2.500 Arbeitsplätzen. Zu rund 80 Prozent soll der Energiebedarf aus erneuerbarer Energie gedeckt werden. Kern des Energiekonzeptes für den Stadtteil ist ein Biomasse-Blockheizkraftwerk mit 1 MW elektrischer und 6 MW thermischer Leistung. Die Anlage wird optimiert, eine Ist-Analyse ist bereits erstellt worden. Mit der im Sommer ungenutzten Wärmeenergie soll künftig Kälte für die Klimatisierung von Gewerbebauten erzeugt werden. Neben der ganzjährigen Nutzung erneuerbarer Energien für die Kraft-Wärme-Kältekopplung ist auch Energiespeicherung (zentral und dezentral) und ein kommunales Energiemanagementsystem auf der Basis modernster Informationstechnologien vorgesehen. Das zafh.net liefert Know-how der simulationsgestützten Regelung von Anlagen und setzt betriebsbegleitende Simulationen ein. In Echtzeit soll aus den klimatischen Randbedingungen der optimale Betriebszustand berechnet und mit den real gemessenen Werten verglichen werden. Als Basis ist ein Geoinformationssystem entwickelt worden, mit dem die Energiedaten der Gebäude erfasst und ausgewertet werden können. Die Gebäude unterliegen einem hohen Dämmstandard (25 Prozent unter den in der Wärmeschutzverordnung 1995 geforderten Werten). Bei den im Projekt neu dazukommenden Wohn- und Gewerbebauten wird der Transmissionswärmeverlust um weitere 20-30 Prozent gesenkt. Die ersten Wohnbauten wurden im Herbst 2005 vom Siedlungswerk Stuttgart erstellt. Mit Argon gefüllte Fenster mit erhöhter Rahmendämmungund Kunststoff-Abstandhaltern erreichen einen Gesamt-Wärmedurchgangskoeffizienten von 1,1 W m-2 K-1. In diesem ersten Bauabschnitt sind reine Abluftanlagen ohne Wärmerückgewinnung installiert worden, in späteren Bauabschnitten sollen Anlagen mit Wärmerückgewinnung einer Vergleichsanalyseunterzogen werden. Die Gebäudedichtigkeit wird mit Blower-Door-Tests experimentell untersucht. Der Energiestandard wird bei allen Bauten dokumentiert. Messgeräte für die Fernauslese und Auswertung (Smartbox) sind bereits installiert. ImGewerbegebiet wird im März 2006 ein erstes Demoprojekt zur innovativen Gebäudetechnologie (Heizung, Lüftung, Klima) mit etwa 4.000 m2 Nutzfläche erstellt. In der Ausführungsplanung enthalten sind: thermische Kühlung, Erdreichwärmetauscher, Betonkernaktivierung (zur Kühlung) ein Unterflurkonvektions-Heiz- und Kühlsystem, ein Tageslicht-Lenksystem. Nicht nur das Biomassekraftwerk liefert Strom, sondern auch gebäudeintegrierte PV-Anlagen. Ziel ist eine Leistung von insgesamt 70 kWp. Zudem wird die kinetische Energie des Wassers genutzt: Das aus den Hochbehältern ins Netz abfließende Trinkwasser treibt eine 80-kW-Entspannungsturbine an.
Entwicklung und Test von kostengünstigen AC-Modulen mit integriertem Wechselrichter. Technische Durchführung, Errichtung von Demonstrationsanlagen, Netzqualitätsmessungen, Erfassung und möglichst Abgleich von nationalen Normen und Regelwerken.
Objective: In a deregulated EU rail market monitoring of the vehicle and infrastructure interface is mandatory for enhanced availability of operation reducing costs. Especially when a rolling stock is crossing boundaries between independent infrastructure grids, cond ition monitoring becomes crucial. A monitoring tool on OCLs overhead contact lines - for infrastructure managers is needed for an separate measurement of contact force and surface condition of the vehicle current strip. The rolling stock operator needs a complementary device to measure not only the vertical contact force, but moreover the friction force, in order to analyse the vehicle and OCL interface condition. In SMITS a monitoring system for contact force on the interface current collector lt;- gt; c ontact wire has been developed. A sensor technology has been started to explore showing the potential for an extended range of rail monitoring tools. An innovative coherent sensor technology approach shall be investigated and two independent monitoring too ls for vehicle and infrastructure be developed. These shall be validated at new rail tracks specified for TSI interoperable cross boundary transportation: the Ltschberg Basis Tunnel, CH and the HSL Zuid high speed line, NL, both ready for operation in 2007 . Demonstration tests in operation will be performed along the Korridor X infrastructure passing through different countries rail networks. The outcome of the project will enable managers to specify driving conditions for the usage of their infrastructure to avoid excessive wear improving availability. Complementary rolling stock operators can monitor OCL condition giving them an informative argument in case of damage. Condition-dependent user fees as well as threat of penalty will force vehicle and infrast ructure managers to maintain the vehicle and infrastructure interface on a superior level of availability. The operational costs will be reduced and availability of transportation capacity enhanced.
Objective: The use of Solid Recovered Fuels (SRF) derived from mixed-/mono waste streams is expected to result in a significant contribution to the generation of sustainable energy. The demand for alternative waste treatment is addressed by production and direct co-combustion of SRF in pulverised fuel fired power plants as an environmentally friendly, energy efficient, short-term available and cost effective technical solution. The project assists the implementation of EU policies (energy, environmental, economic and social goals) by sustainable energy production, CO2 emission reduction, preservation of natural resources and abatement of hazardous impacts on the environment due to landfill. The proposed project comprises large-scale demonstration of SRF co-combustion at a 450MWth brown coal/lignite boiler of RWE Rheinbraun AG in a continuous period of at least 12 months with the scope of permanent and reliable operation. A thermal share of 10% is envisaged (25.000 - 50.000 Mg/a SRF) resulting in a direct environmental benefit up to 50.000 Mg/a CO2 by the efficient use of the renewable share of SRF. With successful demonstration the implementation of the SRF co-combustion technology at further comparable and larger units of RWE is envisaged. Operational problems arising during former short-term co-combustion tests with hard coal could be successfully solved by an improved fuel production and a reliable quality control system. The interaction between a reliable quality control, quality management system and the combustion technology makes this technology competitive in the liberalised energy market without any additional subsidy. To achieve the ambitious goals partners of industry and research centres with substantial expertise in the areas covering the whole waste-to-energy chain created a consortium.
Objective: - Recovery of waste energy, presently destroyed in a FGD or in the atmosphere, shall be demonstrated with the use of modern heat exchangers. - With the selected combination of cost-optimized polymeric materials, the region of widely encountered heat exchanger wall temperatures of less than abt. 150 deg. C shall be utilized economically to produce hot water up to abt. 120 deg. C and to allow heating of gas using zero-leckage recuperative systems. - Acid condensation on the heat exchangers shall be provoked (low pollution) and withstood over a long service life. Disadvantages of the materials PFA and PTFE shall be avoided. Service life is compared with different materials by applications made in parallel and purposely performed secondary tests. General Information: - Suitability of novel polymeric material combinations compared with single-wall polymeric materials will be demonstrated. - Waste hot flue gases from coal fired stations/refuse incinerators are cooled down to a region where acids would condense for the purpose of energy recovery and reduction of environmental pollution. The recovered energy is introduced operationally safe into a cleaned gas flow. - In a Munich power station the flue gas that was cleaned to a low SO2/m3 level before is heated up with flue gas energy without the use of operation steam and without transferring acid-containing ashes. - Individual operation parameters of the heat exchangers and of each cycle can be seen from Flow Sheet 33 99 0528 01 Rev.1. For the purposely performed secondary tests two recuperative heat exchangers of an adjacent plant operating purely as refuse incinerator are used. - The flow sheet 'GEA DAGAVO for FGD', is an example for a conventional clean gas heating system with steam at 10 bar. - In order to achieve a global market introduction of energy saving heat exchanger systems with tubes made of polymeric materials, the following properties of the various tube materials shall be successfully demonstrated. 1. FLUE GAS - Price/performance ratio/service life of, for instance, a PVDF/FEP tube wall = 150 C wall temperature was to be inferior to that of solid-wall PTFE tubes. While both the tested combinations/the pure PTFE tubes do not exhibit a sufficiently safe operation, the PFA tube with advanced QA parameters are complying with the requirements. - The problems of frequent failures on PTFE tubes shall be reduced towards zero by applying novel fabrication, quality assurance procedures of the compound material tubes. Characteristic data for e.g. 160 C PFA/PTFE tube wall temperature should be superior to the solid-wall PFA tubes exposed to similar stress. However, it emerged that optimized PFA tubes used in this programme performed best. Inappropriate behaviour of unsuitable PFA tubes was demonstrated. And by way of the improved QA programme used, this malfunction could be detected at a very early stage before the tubes were actually installed in the heat exchangers. This required...
Objective: The idea of intelligent vehicles that cope with safety requirements and adapt their energy needs is a long-term strategy. We have started our work with successive European research projects in the last years by starting with the development of a drive-by-wire platform, but the combustion engine is still a drawback. eFuture wants to prepare the next generation of electric vehicle based on our first prototype by creating a platform which minimises its energy needs but can still optimise dynamically its decision between safety and energy efficiency. Our key issues will be the optimisation of this energy usage and its influence on the vehicle/driver. We have already seen that optimising each component separately is not enough, an overall concept is mandatory to look at the interactions between the components. The strategies to control the actuators will be integrated for safety issues, comfort driving and energy efficiency and the management of the transitions between these controllers. Second ADAS functions will be re-worked to manage these different aspects and a decision unit will base on the proposed time horizon to pre-compensate the transition between modes for energy optimisation. Beside the technical developments, a major aim of the project is to look at the driver who will be confronted with dynamical properties as this energy management will have a high impact on driving. At the end eFuture will be ready with a static (right configuration of components) and a dynamic (software based synchronization of command and execution layer) optimisations. Transitions between different vehicle behaviours (safety, performance, efficiency) will be designed and a strategy set for the priorities in terms of energy needs during requests collision will be developed. In addition the acceptance of the driver to this dynamical behaviour will be investigated.
Objective: The overall objective of the project is to develop new Nano-materials with New Production Technologies and to fabricate silicon quantum dot tandem solar cells to achieve increased efficiencies. The understanding of electrical transport and recombination mechanisms in these newly developed nano-materials will enable us to design new tandem solar cell structures - based on Si thin-film or wafer solar cells - that help to overcome the efficiency limits of these conventional concepts. In order to reach our goals, considerable R+D work has to be performed on semiconductor bulk materials, thin layers and hetero-structures for such solar cells. These topics have not yet or only in parts been investigated and are also of high scientific interest for novel photonic and charge storage devices incorporating Si nano-crystals embedded in Si alloys. The consortium of this project, also including two companies, merges the scientific and technological competences that are necessary to find answers to these questions. Another objective is the compatibility of the newly developed technologies with high-throughput processing to ensure further cost-reduction. The expected significant jump in the solar cell and processing evolution will lead to higher efficiencies for solar cells and to ongoing cost-reduction also with a long-term perspective and will help to strengthening the European leadership in PV technologies. Thus it will also have a positive impact on the acceptance of photo-voltaics by the public and by politics. Moreover, since energy efficiency is a big subject in the public discussion, photo-voltaics will be an example of one of the highest electricity production efficiencies that have been achieved of all power generators. To sum up, we believe that this project will have a direct and positive impact on the European PV industry and its status in material science and it will contribute to the very ambitious goals of the EU commission in CO2 reduction in general.
Objective: IPCC climate change scenarios have a global perspective and need to be scaled down to the local level, where decision makers have to balance risks and investment costs. Very high investments might be a waste of money and too little investment could result in unacceptable risk for the local community. PREPARED is industry driven, 12 city utilities are involved in the project and the RDT carried out is based on the impacts of climate change the water supply and sanitation industry has identified as a challenge for the years to come. The result of PREPARED will be an infrastructure for waste water, drinking water and storm water management that will not only be able better cope with new scenarios on climate change but that is also managed in a optimal way. We will have complexes monitoring and sensor systems, better integration and handling of complex data, better exploitation of existing infrastructures through improved real time control, new design concepts and guidelines for more flexible and more robust infrastructures. PREPARED will involve the local community in problem identification and in jointly finding acceptable system solutions, that are supported by all, through active learning processes. Activities and solutions in PREPARED will be based on a risk assessment and risk management approach for the whole urban water cycle, through the development of innovative Water Cycle Safety Plans. Other innovations are sensors and models that will enable faster and better actions on changes and new design rules for more resilient design. We will combine European knowledge with valuable knowledge from Australia and the USA, to make the European Water sector more competitive. This to enable our industrial partners to export the products developed in PREPARED to other regions of the world, thus contributing to the Lisbon Goals but also to the MDGs. To ensure this exploitation the PREPARED consortium consist of more than 50% industrial partners and is demand driven.
Objective: The aim of Wingy-Pro is to demonstrate the first ever large size transversal flux generator in an existing wind turbine. A determining factor for increasing the profitability of an offshore wind farm is the installation of wind turbines with a significantly high power capacity and low weight. Until now, the designs of large capacity turbines for offshore applications have been an up scaling of the existing smaller models. This has led to the construction of wind turbines with huge physical dimensions (e.g.: The E-112 has a hub height of 124 m and a rotor diameter of 114 m). Consequently, the weight of the turbines has increased considerably and the material-resistance of the blades, has been taken almost to its limits (rotor blades can reach a length of up to 61 m). These large dimension and weight have a negative influence on the economic efficiency of those offshore applications, because of the high costs for the foundation, transport and installation of the wind turbines. The objective of the project is to carry out the design and development of an improved generator technique through the transverse flux generator (TFG) with permanent magnets in the rotor. There are single-, two- or multi-phase machines, depending on the number of independent stator windings, which are mounted axially on the machine shaft. This technique has been known in the electro-field for years, but due to its strong vibrations and high noise emissions, it has been hardly used. Nowadays however, thanks to new and innovative manufacturing methods and to the development in modern micro-processing controls, the TFG can be used in practical applications.
Objective: The main objective of CASTOR is to integrate an innovative distributed propulsion system on fully electrical vehicles. Future electrical propulsion concepts demand more efficiency and less complexity with great functionality, high robustness and light weight and need to run in a wide ambient temperature range. CASTOR is aimed at: -Energy saving of 10 - 20Prozent in respect to present propulsion systems -Cost reduction of about 25Prozent (TBD) respect to present propulsion systems -Increasing the safety due to traction properties and improved integration into drive applications -Mileage improvement of 15 -20Prozent due to higher efficiency and less weight. How these goals will be achieved: -Advancements in efficiency and safety by implementing a multi propulsion power train enabling novel driving functionalities based on the holistic understanding of propulsion and related energy conversion needs. -Integration of the energy storage with the propulsion unit advancing the current state-of-the-art. -Novel conversion topologies like direct power conversion and battery to motor phase alignments reducing the amount of active switching elements -Application of high efficiency control structures and modules in automotive technology ensuring robustness, reliability, drastically reduced maintenance and architectural simplicity -Distribution and delocalization of distributed propulsion systems in order to minimize energy consumption assuring the maximum safety of the vehicle -Development of smart electric system controls in order to improve propulsion and energy management and create an intelligent network on-board vehicle -Simplification of production chain for distributed propulsion systems through a drastic simplification of system architecture. The research need is not only based on the integration of the component functionalities but also considering a holistic approach for the thermal management especially related to the restricted operation temp. of Li-Ion batteries.
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