tingilinde

nj the sunshine state

Second to California in the US.  I wish our condo association would think in these terms.

snip

New Jersey’s continuing solar boom depends most heavily on its alternative approach to subsidies. When the state kicked off its solar program in 2002, it relied on a small “societal benefits” charge on all ratepayers’ bills to provide a simple, straightforward rebate that amounted to about 60 percent on solar installations, combined with a full retail net metering (backwards-meter) mandate. But by 2007, the program had become so popular that it was overwhelming available funds.

In the hope that market efficiencies could help control costs over time, the state has turned not to a tariff-style guarantee, but to a complex approach that relies on a floating, market for tradable solar renewable energy credits (SRECs).

An oversimplified version: install a solar system on your roof (or install a commercial system on a warehouse or in a field) and each year you’ll earn SRECs based on how much power your system generates annually — one credit for each 1,000 kilowatt hours. You can then turn around and sell your credits back to companies that generate power for the state’s grid. The companies can use the SRECs to help them meet state renewable portfolio standards that steadily ramp up to a mandate requiring that 22.5 percent of their energy come from renewables by 2021.

The credits are actually sold by brokers on an electronic market, like stocks or bonds, at whatever price the market will bear. At the moment, the market is bearing a fabulous price. It takes a calculator to work through the complexities, but with SRECs currently selling for just under $700, and the federal tax credit as well as a reduced state rebate in play, a homeowner in the state can pay for a solar system in four years or less.

After the system is paid for, there’s the promise of not only free, clean energy but of SREC profits for years to come. (SRECs are expected to decline in value over time, but could still be worth multiple thousands of dollars annually to the owner of a residential solar system, and far more to owners of large commercial installations.)

Some other states, including Maryland, Delaware, and Pennsylvania have also begun to turn to SRECs, although so far those programs are providing a far less generous payout: in the $200 to $250 range. (The divergence appears to be occurring mostly because New Jersey is wielding a bigger stick, assessing a high “alternative” charge as a de facto penalty if companies do not hit their benchmarks.)

climate fitness and boundaries

It seems clear that the future world will have a different climate even if changes in human green house gases are made.  The question is how big will those changes be - is there a way for us to make them small enough that the impact on the population can be dealt with.  Increasingly people are talking about how do we live with a 2 or 4 degree C change.  

But that raises an interesting issue.  There are many societies on the planet and their response to large changes in climate is not going to be evenly distributed.  In the past year I've been hearing a lot about the climate fitness of a society.  Here is a piece by Gaia Vince on the subject.

Moving away from society and looking at how natural systems handle change, it is reasonable to create metrics and a map of where we are in a multi-dimensional space.  A new paper in Nature examines nine planetary boundaries and makes estimates on where we are on each.  On several there aren't any solid estimates, and on others we are in serious trouble.

There has been some criticism of this as not really adding new information, but I think there is some value in understanding there are many issues.  Perhaps each of these need to be convolved with risks associated with the measurements and projections.

yay apple!

Having the Chamber of Commerce hate you is probably a good thing.

some green progress

The US is using less water than it was in 1980 even though population has increased by about thirty percent.

Some things are moving in the right direction

(thanks for the link Greg!)

how green is your pet?

New Scientist puts notes the ecological foot paw print of pets.

The calculations are done in terms of energy per acre, which is something of an apples and oranges comparison.  A better calculation would be in terms of pollutants as there are many energy sources with much greater energy densities than the land use given here.

Moving to a CO₂e calculation, one finds that beef is really bad - puff and fido should be eating meat in the form of chicken.  Of course you should too or, better yet,  move to as much of  a vegetarian diet as you can.  You can't put a dog, cat or ferret on a vegetarian diet though - they aren't made for it.

A huge point is missed.  Assuming we manage other areas of carbon emissions, we don't have to drop to zero.  Having a pet, for many, is seriously important.  Some people have companion animals rather than children.  Probably the worst thing you can do to the environment is have children past the number required to sustain population.   The emissions produced by an extra American are enormous.

the impact of climate policy on land use

Solar arrays in the desert, farmland for corn ..  How much land is required for various types of energy production and what does that mean for energy policy?

A paper on the subject recently appeared in PLoS One

Energy Sprawl or Energy Efficiency: ClimatePolicy Impacts on Natural Habitat for the United States of America

Robert I. McDonald^1*, Joseph Fargione², Joe Kiesecker³, William M. Miller⁴, Jimmie Powell⁵

1 Worldwide Office, The Nature Conservancy, Arlington, Virginia, United States of America, 2 Central Region, The Nature Conservancy, Minneapolis, Minnesota, United States of America, 3 Rocky Mountain Region, The Nature Conservancy, Fort Collins, Colorado, United States of America, 4 Department of Chemical and Biological Engineering, Northwestern University, Evanston, Illinois, United States of America, 5Worldwide Office, The Nature Conservancy, Arlington, Virginia, United States of America

Abstract 
Concern over climate change has led the U.S. to consider a cap-and-trade system to regulate emissions. Here we illustrate the land-use impact to U.S. habitat types of new energy development resulting from different U.S. energy policies. We estimated the total new land area needed by 2030 to produce energy, under current law and under various cap-and-trade policies, and then partitioned the area impacted among habitat types with geospatial data on the feasibility of production. The land-use intensity of different energy production techniques varies over three orders of magnitude, from 1.9–2.8 km²/TW hr/yr for nuclear power to 788–1000 km²/TW hr/yr for biodiesel from soy. In all scenarios, temperate deciduous forests and temperate grasslands will be most impacted by future energy development, although the magnitude of impact by wind, biomass, and coal to different habitat types is policy-specific. Regardless of the existence or structure of a cap-and-trade bill, at least 206,000 km² will be impacted without substantial increases in energy efficiency, which saves at least 7.6 km² per TW hr of electricity conserved annually and 27.5 km² per TW hr of liquid fuels conserved annually. Climate policy that reduces carbon dioxide emissions may increase the areal impact of energy, although the magnitude of this potential side effect may be substantially mitigated by increases in energy efficiency. The possibility of widespread energy sprawl increases the need for energy conservation, appropriate siting, sustainable production practices, and compensatory mitigation offsets.

______________________________

It is interesting to look at population density vs per capital power consumption for various countries. The diagonals represent constant energy density in watts/meter².

It is apparent land is at a premium for alternate energy in some countries ... wind farms are often only a handful of watts/meter² of ground area. Factoring in conversion efficiency, solar is south of 50 watts/meter² in the best locations.  Choosing wisely is important.

audi's ecar

Yesterday we noted an Audi teaser page where some pr folks who lacked knowledge on energy must have had a hand at generating factoids.  Fortunately the engineers in the company are more competent.   This prototype is aimed above the Tesla, which isn't exactly a huge market, but it is interesting seeing a performance electric.

313 hp is ho-hum in a performance car of this size, but over 3300 ft-lbs of torque is approximately off-scale and this will be available at low speeds.   They are certainly being conservative with range and they talk about a specific driving cycle as well as not using the full battery capacity (GM does this too - important stuff if your batteries are going to last more than a few years).

Practical electrics will be more, well. practical - but it is nice seeing some interest at the high end.  Perhaps we need all electric races to improve the breed.

Their press release:

PRESS RELEASE:

International Motor Show 2009, Frankfurt am Main

The Audi e-tron

Frankfurt – Audi presents the highlight of the IAA 2009: the e-tron, a high-performance sports car with a purely electric drive system. Four motors – two each at the front and rear axles – drive the wheels, making the concept car a true quattro. Producing 230 kW (313 hp) and 4,500 Nm (3,319.03 lb-ft) of torque, the two-seater accelerates from 0 to 100 km/h (0 – 62.14 mph) in 4.8 seconds, and from 60 to 120 km/h (37.28 – 74.56 mph) in 4.1 seconds. The lithium-ion battery provides a truly useable energy content of 42.4 kilowatt hours to enable a range of approximately 248 kilometers.

The performance figures are by no means the only evidence of the consistent and holistic strategy. The design makes it clear that the e-tron belongs in the major leagues of sports cars, and the package takes into account the specific realities of an electric vehicle. The battery is directly behind the passenger cabin for an optimal center of gravity and axle load distribution.

The e-tron is able to freely distribute the powerful torque of its four electric motors to the wheels as required. This so-called torque vectoring allows for dazzling dynamics and an undreamed-of level of agility and precision when cornering.

Audi has taken a new and in some cases revolutionary approach to many of the technical modules. A heat pump is used to efficiently warm up and heat the interior. The drive system, the power electronics and the battery are controlled by an innovative thermal management system that is a crucial component for achieving the car's range without compromising its high level of interior comfort. Networking the vehicle electronics with the surroundings, which is referred to as car-to-x communication, opens new dimensions for the optimization of efficiency, safety and convenience.

The Concept

Electric drive systems are still very much outsiders. The first vehicles of this type took to the roads around 1900, yet in 2009 no volume car manufacturer has a car powered exclusively by batteries in its lineup. Fewer than 1,500 electric vehicles are currently registered in Germany, corresponding to only 0.035 percent of all registered vehicles.

Yet electric driving potentially offers numerous advantages. Electric cars reduce the dependence of transportation and the economy on the raw material petroleum. They produce no direct exhaust emissions and thus ease the local burden on the environment. Electric drive systems are also significantly more efficient than combustion engines, consequently making them easier on the customers' wallets. Other strengths include sportiness and the fun they bring to driving. All of the torque is essentially available the moment the driver steps on the accelerator, allowing for breathtaking acceleration.

There is still a lot of work to do before electric cars are ready for volume production, however. The greatest challenge is the integration of the energy storage system. Acceptable range and performance requires a traction battery that is heavy and takes up a lot of space. Audi is taking a new approach to offset these disadvantages – a holistic approach with a specific vehicle package, a systematic lightweight construction concept and an optimal configuration of all components for the electric drive.

Audi e-tron – The Holistic Approach

The most important development related to batteries for electric drives are lithium-ion cells. Numerous experts throughout the world are working on their further development for use in cars, with the primary objectives being to reduce weight and increase capacity and performance. Audi has also opted for this technology, both for use in a hybrid production vehicle, such as the upcoming Q5 hybrid, and in the e-tron test platform.

The requirement specification for the concept vehicle goes far beyond battery technology and the replacement of the combustion engine with an electric drive system, however. The Audi development engineers decided back in the concept phase to design practically every component and technology based on the new requirements of electric mobility. The interaction of all elements has a decisive influence on the factors efficiency, range and practicality.

The Audi team therefore focused its attention on the total vehicle, which is reflected in the comprehensive requirement specification.

• The reduction of road resistances and the resulting increase in range plays a major role with electric vehicles. Lightweight construction was therefore a top priority for the e-tron concept car. The body, in particular, combines low weight with supreme strength and rigidity. An intelligent aerodynamics concept with active elements helps to reduce consumption.
• The package ensures the safe integration of the electric drive system and the battery. Placing the battery in front of the rear axle ensures an optimal axle load distribution without compromising the compact overall design and the generous amount of interior space.
• Advanced battery technology enables a practical range. The battery system is water-cooled for optimal performance and service life.
• A needs-based energy management system controls all functions for the chassis, convenience equipment and other auxiliary consumers.
• The innovative thermal management system with optimally matched cooling and heating components considers the cooling requirements of the battery and the drive system in addition to the interior temperature.
• Driving dynamics and road comfort are what Audi customers have come to expect in the sports car segment.
• Vehicle safety is on par with the best of today's production vehicles.
• The driver is provided with clear and comprehensive information.
• The e-tron concept car uses car-to-x communication technology developed by Audi to improve the efficiency of conventionally powered vehicles. For example, information about traffic light cycle times and the flow of traffic – provided by the infrastructure and other vehicles – is used to compute an optimal driving strategy. Audi has already modeled such a solution in Ingolstadt as part of its "travolution" project.


Design and Package

The caliber of the car is apparent to the observer at first glance. The Audi e-tron has a wide, powerful stance on the road. The car body seems almost monolithic; the closed rear end appears powerful and muscular. The trapeze of the single-frame grille dominates the front end and is flanked by two large air intakes. The top of the grille merges into the flat strips of the adaptive matrix beam headlamp modules with their clear glass covers. High-efficiency LED technology is used for all lighting units – a matter of honor for Audi as the worldwide pioneer in this field.

The headlamps are the core of a fully automatic light assistance system that reacts flexibly to any situation. The new technology recognizes weather conditions and adapts the illumination to rain or fog. The technology at the heart of the light assistance system is a camera that works together with a fast computer to detect oncoming traffic, recognize lanes and measure visibilities, such as in the event of fog.

If there is oncoming traffic, for example, the high beams are turned off in the corresponding section of the illumination field. The cornering light system analyzes data from the navigation system and illuminates corners before the driver steers into them. The Audi e-tron does not have conventional fog lamps that consume additional power. It instead intelligently varies the low beams to widen the illumination field, thus significantly reducing the glare from the car's own lights.

The variability of the headlamps is also reflected in their design. The LED elements change appearance and thus the character of the front end of the vehicle depending on the speed driven and the ambient conditions. The innovative lighting technology offers the Audi designers almost as much design freedom as the shape of the body does.

A new design element unique to the e-tron are the air intakes in the single-frame grille and in front of the rear wheel wells. They are closed flush under normal circumstances and opened by means of flaps when additional cooling air is required. Maximum efficiency is also the reason behind this measure. The concept car has a remarkably low drag coefficient, which gets even better when the flaps are closed.

The vehicle body is compact. The sweeping line of the front end and the flat curved roof immediately identify the two-seater as an Audi. The contours of the flanks are familiar. The tapering of the dynamic line above the sill and the shoulder line tie together the front end, the side and the rear, lend a plastic quality to the doors and the transition to the side air intake and sharply emphasize the Audi-typical round wheel wells with the large, 19-inch tires.

1.90 meters (74.80 in) wide, just 4.26 meters (167.72 in) long and 1.23 meters (48.43 in) tall – those are the proportions of a supercar. The wheelbase of 2.60 meters (102.36 in) leaves plenty of room between the axles for people and technology. Like with a mid-engined sports car, the cabin of the e-tron is shifted far forward toward the front axle, leaving room in front of the rear axle for the roughly 470 kilogram (1036.17 lb) battery unit, the inverter and the power electronics.

The two electric motors, which have their own cooling system, are mounted behind the rear axle. The front electric motors are mounted on the front axle, with their cooling system arranged in front of them. This special package, which features a 42:58 weight distribution, ensures perfect balance, which contributes to the driving dynamics of the e-tron.

Systematic lightweight construction is an even more important prerequisite for efficiency and range with electric vehicles than for conventionally powered automobiles. The Audi development engineers drew on the core competence of the company for the e-tron. The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction. All add-on parts – doors, covers, sidewalls and roof – are made of a fiber-reinforced plastic.

The combination of aluminum and carbon fiber-reinforced composite material guarantees supreme rigidity coupled with low weight. Audi will soon use this technology in a similar form for production vehicles. Despite the complex drive system layout with four electric motors and a high-capacity battery system, the total weight of the Audi e-tron is only around 1,600 kilograms (3527.40 lb).

Interior and Control Concept

Optical and functional references to the new drive concept characterize the interior design. They establish an advanced connection between proven Audi genes and new formal hallmarks. Typical for the Audi design language is the reduction of the architecture, controls and flow of information to the essential in favor of visible lightweight construction and a tidy overall impression.

The dash appears to float and has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers took advantage of the opportunity to create a particularly slim and lightweight center tunnel and center console. The flush gear selector, with which the driver chooses between the modes forward, reverse and neutral, emerges from the tunnel when the vehicle is started.

The cockpit of the e-tron is also oriented toward the driver – a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is the first Audi to be equipped with a large, fold-out central display with integrated MMI functions. It is flanked by two round dials.

The MMI is controlled via a scroll pad with a touch-sensitive surface on the steering wheel ("MMI touch") – an element inspired by modern smartphones.

While an analog speedometer on the right provides speed information, the instrument on the left tells the driver how much power is being drawn. The central display shows the range in the status bar and presents all key information from the infotainment and navigation systems. It also provides the driver with relevant data from the vehicle's communication with its surroundings. The instruments combine the analog and the digital worlds into a single unit.

Characteristic for the concept of the Audi e-tron is the near total elimination of switches and small components such as the ignition. The climate control unit is located to the right above the steering wheel. The display provides temperature and ventilation information. Again drawing inspiration from a smartphone, the system is controlled by means of a touch-sensitive sliding control.

The racing-inspired lightweight bucket seats combine excellent lateral support with comfort. To contrasting colors – snow white and cognac – delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

Drive System and Energy Supply

Four asynchronous motors with a total output of 230 kilowatts (313 hp) give the Audi e-tron the performance of a high-output sports car. The concept car can accelerate from 0 to 100 km/h (0 – 62.14 mph) in 4.8 seconds if necessary, and goes from 60 to 120 km/h (37.28 – 74.56 mph) in 4.1 seconds. The torque flows selectively to the wheels based on the driving situation and the condition of the road surface, resulting in outstanding traction and handling.

The top speed is limited to 200 km/h (124.27 mph), as the amount of energy required by the electric motors increases disproportionately to speed. The range in the NECD combined cycle is approximately 248 kilometers (154 miles). This good value is made possible by the integrated concept: technology specially configured for the electric drive system combined with state-of-the-art battery technology. The battery block has a total energy content of roughly 53 kilowatt hours, with the usable portion thereof restricted to 42.4 kWh in the interest of service life. Audi uses liquid cooling for the batteries.

The energy storage unit is charged with household current (230 volts, 16 amperes) via a cable and a plug. The socket is behind a cover at the back of the car. With the battery fully discharged, the charging time is between 6 and 8 hours. A high voltage (400 volts, 63 amperes) reduces this to just around 2.5 hours. The Audi engineers are working on a wireless solution to make charging more convenient. The inductive charging station, which can be placed in the garage at home or also in special parking garages, is activated automatically when the vehicle is docked. Such technology is already used today in a similar form to charge electric toothbrushes.

The battery is charged not only when the car is stationary, but also when it is in motion. The keyword here is recuperation. This form of energy recovery and return to the battery is already available today in a number of Audi production models. During braking, the alternator converts the kinetic energy into electrical energy, which it then feeds into the onboard electrical system.

The Audi e-tron, which is slowed by four lightweight ceramic brake discs, takes the next large step into the future. An electronic brake system makes it possible to tap into the recuperation potential of the electric motors. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel electrically-actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire ("brake by wire"). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied.

This decoupling of the brake pedal enables the e-tron's electric motors to convert all of the braking energy into electricity and recover it. The electromechanical brake system is only activated if greater deceleration is required. These control actions are unnoticeable to the driver, who feels only a predictable and constant pedal feel as with a hydraulic brake system.

Making its Automotive Debut: The Heat Pump

The heat pump – used here for the first time ever in an automobile – also serves to increase efficiency and range. Unlike a combustion engine, the electric drive system may not produce enough waste heat under all operating conditions to effectively heat the interior. Other electric vehicles are equipped with electric supplemental heaters, which consume a relatively large amount of energy. The heat pump used by Audi – and commonly used in buildings – is a highly efficient machine that uses mechanical work to provide heat with a minimum input of energy.

A high-efficiency climate control system is used to cool the interior. It works together with the thermal management system to also control the temperature of the high-voltage battery. The battery, the power electronics and the electric motors must be kept at their respective ideal operating temperatures to achieve optimal performance and range.

As soon as the vehicle is connected to a charging station the vehicle is preconditioned as appropriate by the thermal management and other associated systems.

The drive system is heated if temperatures are cool, and cooled if hot. This preconditioning can also be extended to the interior, if necessary, so that the passengers can step into a cabin that has been heated or cooled as appropriate for their comfort.

Driving Dynamics

The normal distribution of the tractive power is clearly biased toward the rear axle in accordance with the weight distribution of the e-tron. Similarly to a mid-engined sports car, roughly 70 percent of the power goes the rear and 30 percent to the front. If an axle slips, this balance can be varied by means of the four centrally controlled electric motors. The electric vehicle from Audi thus enjoys all of the advantages of quattro technology.

The four individual motors, which in the interest of greater traction are installed behind the wheels as wheel drives, also enable the e-tron's lateral dynamics to be intelligently controlled. Similar to what the sport differential does in conventional quattro vehicles, torque vectoring – the targeted acceleration of individual wheels – makes the e-tron even more dynamic while simultaneously enhancing driving safety. Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

The chassis has triangular double wishbones at the front axle and trapezoidal wishbones made of forged aluminum components at the rear axle – a geometry that has proven in motorsports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but it is still very comfortable.

The direct rack-and-pinion steering gives finely differentiated feedback. Its electromechanical steering boost varies with speed, so that the e-tron only has to provide energy while steering, and not while driving straight ahead.

As befitting its status, the Audi concept car rolls on 19-inch tires with a new blade design. 235/35 tires up front and 295/30 tires in the rear provide the necessary grip.

Car-to-x Communication

The electronics development engineers at Audi not only aimed to make the e-tron as efficient and fun to drive as possible, they were also very concerned with safety and traffic management. The technical concept car includes a prototype of an information processing system. Future generations of these systems will usher in a new era in the networking of road traffic, particularly in regions and countries with a high volume of traffic. This progress is made possible by the rapid advancements in computing power, software and communication technology.

The buzzword "car-to-x communication" refers to the direct exchange of information in flowing traffic and to the traffic environment. The letter "x" is a free variable that can refer just as easily to other vehicles as to fixed infrastructure such as traffic lights. In contrast to today's telematic systems, car-to-x communication no longer requires a central service provider to quickly and effectively pool and process information. The participants themselves perform these tasks by spontaneously networking with one another.

The future car-to-x network still needs some time before it becomes reality on the roads. This obstacle is one that can be overcome, however, as nearly every carmaker in Europe, the U.S.A. and Japan has decided to develop a common standard for hardware and software. Once all new cars are equipped with this technology, a functional network of automotive transmitters will soon be available, at least in large population centers.

These transmitters can be used to open up many new practical applications. Below are just four examples showing the possibilities offered by car-to-x communication.

Example 1 – Efficiency and range: Numerous external factors influence energy consumption and thus the range of any vehicle. An intelligent vehicle equipped with car-to-x technology is aware of necessary braking or acceleration maneuvers in advance because it combines navigational data with information about the flow of traffic, for example. The central computer can prevent driver actions that would use energy unnecessarily or use targeted braking for recuperation of the battery.

Example 2 – Safety: A vehicle has spun out on a slippery road in a blind curve and is unable to free itself under its own power. At the same time, other vehicles are approaching quickly. The stuck vehicle uses car-to-x to send out a warning signal reporting the precise location of the hazardous location. A corresponding warning then appears on the navigation system display of the approaching cars.

Example 3 – Traffic flow: Many cars are traveling between traffic lights on an arterial road. Over and over again, they accelerate only to have to brake again when the traffic light changes to red. Car-to-x technology enables them to establish a network between themselves and receive information from the traffic light controller. The drivers can then make more judicious use of the gas pedal because they know what to expect. The same applies for imminent traffic jams: cars ahead provide information that results in adjustments to the posted speed limits, noticeably spreading out the traffic.

Example 4 – Convenience: The driver has entered a shopping center with a chronic shortage of parking spaces into his navigation system as the destination. With car-to-x, the mobile system networks with the parking space registration system at the destination. When the system in the parking garage reports that a convenient parking spot is available, the navigation system can register its location and also reserve the spot.


Electromobility as an Integrated Concept –
the Audi e-performance Support Project

• Audi developing a holistic approach for electric driving
• New project house unites creativity and expertise
• The e-performance support project to be launched in October

Audi is working hard on the future of mobility. The company has established a project house for the development of an integrated concept for electric drives in automobiles. As part of this effort, a support project entitled e-performance and funded in part by the German Ministry for Education and Research will be launched on October 1. Institutes and companies from industry and science will be participating in the project.

Audi invests roughly two billion euros in development projects each year. Although the primary focus is on the further advancement of the combustion engine and related technologies, a second priority is electromobility. The e-tron showcar is making a powerful statement in this field at the IAA, and Audi is also in the process of strategically bundling its electromobility activities. Audi has established a project house dedicated to electric driving; it will shortly begin work on a project sponsored by the German federal government. The working group and the project bear the same name: e-performance.

"We are trying to find a concept that requires no compromises," says Michael Dick, Member of the Board of Management of AUDI AG, Technical Development. "Electromobility means more to us than just electrifying conventional cars. Instead, we are dedicated to a holistic approach to all aspects of the topic."

The e-performance project house was established on the premises of Audi Electronics Venture GmbH (AEV). This Audi subsidiary cooperates closely with colleges and universities, research institutes and young startup companies to implement new technologies in the field of electronics. The AEV is located close to the plant grounds, and the project house is staffed by young experts.

"We have a mixture of engineering expertise, creativity and a dose of lateral thinking," says Dr. Michael Korte, Head of the e-performance project house. "The project house brings free thinkers together with technical development experts – with designers, engine and chassis engineers, and software specialists."

Electric drive technology in automobiles still poses many questions at the moment. Audi is striving to provide holistic answers to these questions, thus creating an architecture comprising all sub-areas of the vehicle. Only when new systems and components are made to work together perfectly can the full potential of electromobility be exploited.

Audi is certain that the vehicle concepts will include new, intelligent solutions. "Our holistic concept is complex," says Dr. Christian Allmann, Head of the e-performance support project, "but it is the only way to optimize the primary target parameters of range, performance, reliability, practicality, service life, and cost."

One focal point: the battery

By its very nature as the heart of the electric car, the battery is the focal point of the studies, which cover such topics as thermal management, capacity, package, weight, safety, service life and integration into the vehicle's heat and energy flows. "We are not working on cell chemistry – we are relying on our strategic partners for that," says Dr. Korte, "but the battery management software will be our know-how."

In an electric car, the entire on-board electrical system needs to be completely restructured. Many components that today use the energy and waste heat of the combustion engine - from the power steering to the heater - need a new source of power. The electric motor, the power electronics with their high-voltage components, inverters and transformers as well as the durability of the chips under the demanding conditions in the car are other important fields of work.

In addition - and this is what distinguishes the integrated approach - Audi is also studying all other areas of the vehicle. Topics include the flow of forces in the drivetrain, the climate control system, the controls and displays in the cockpit, the vehicle acoustics and the chassis. In this last field, electrically actuated brakes and suspension struts offer great potential.

The materials used in the car - which should be as lightweight as possible - and the entire package are another focal point. Electric motors are very compact and can also be placed at the wheels or the axles, but the batteries need their own space.

The young team keeps one important aspect in mind every step of the way: even an electric car has to be a true Audi with the strong character that all Audi models have in common. "We will draw on the bundled expertise of the entire company for the design and the lightweight body," says Dr. Korte, "and we are also committed to meeting the high Audi standard in terms of driving dynamics."

The bar is high - the three-year e-performance project scheduled to start on October 1 represents a major challenge. It is broken down into nine work packets, from energy storage to driving dynamics. In the initial phases, the participants will work in their various areas primarily using state-of-the-art simulation tools. The project will progress through the construction of sub-modules and test platforms to produce a drivable car.

Capable partners from science and industry

The German Ministry for Education and Research is providing eight-figure funding for the project. Audi has also recruited renowned partners from the scientific community – the RWTH Aachen, the technical universities of Munich, Dresden and Ilmenau, Leibniz University of Hanover and the Fraunhofer Society. Dr. Allmann reports that besides AEV, Robert Bosch GmbH and Bosch Engineering GmbH have also come on board.

The project should benefit all of the partners. Competitiveness in high-tech is a primary objective of the German government, thus the Audi partnership is good for Germany as a site for higher education and industry. The e-performance support project will enable the participants to gain an important know-how advantage.

a somewhat more practical one liter

VW showed a very high efficiency 1 vehicle in 2002.  Tandem seat, extremely light weight, exotic materials and amazing mileage.  In the past year there have been hints about production and now a somewhat more practical prototype has appeared.

Here is an article (filtered through google translate)

The original 1 liter had a design goal of 1 liter of fuel per 100km .. about 235 mpg.  

1.38 liters of diesel take it 100 km which translates into 36 grams of CO₂ emitted per kilometer and "only" 170 mpg.

Weight is up from  the original's 640 pound (!) empty weight, but there are many changes. It sports a 2 cylinder 0.8 liter common rail direct injection diesel coupled with a 7 speed gearbox.  And a small hybrid module with a 10 kW motor and a battery of unspecified size.

The interior photo does not suggest cup holders, so this doesn't seem like the sort of vehicle Americas could come to love. 

And the official word:

PRESS RELEASE:

To the Point: Breakthrough for the 1-Litre Car
Volkswagen presents the most fuel-efficient automobile in the world

- L1 Concept is driven by new high-tech TDI and E-motor
- Carbon Fibre Reinforced Plastic body of the L1 weighs just 124 kilograms
- Maximum speed 160 km/h; L1 consumes just 1.38 litres diesel per 100 km

- CO2 emissions reduced to a new best value with just 36 g/km
Wolfsburg / Frankfurt, 14 September 2009 - Technological breakthrough for the 1-litre fuel consumption car: International Motor Show (IAA), Volkswagen is presenting the concept of the future L1 in a world premiere that points the way toward the production version. The full hybrid vehicle weighs just 380 kilograms thanks to its carbon-fibre reinforced body (CFRB). With a combined fuel consumption figure of 1.38 litres of diesel per 100 kilometres, this extremely aerodynamic (Cd 0.195!) Volkswagen suitable for everyday use is intended to become the most fuel-efficient automobile in the world. CO2 emissions of the 160 km/h L1 are similarly low at 36 g/km.

Retrospective: Seven years ago, Dr. Ferdinand Piëch, at that time Chairman of the Board of Management and today Chairman of the Supervisory Board of the Volkswagen Group, drove a prototype from Wolfsburg to Hamburg that was unlike any other car before it: the Volkswagen 1-Litre car – the world's first car with fuel consumption of one litre fuel per 100 kilometres. The man and machine wrote automotive history. In April 2002, however, it was also clear that the time for a production version of the 1-Litre car lay far in the future. Production of the body itself – from carbon-fibre reinforced plastic (CFRP) – was not realistic due to cost considerations. Yet, in 2002 Dr. Ferdinand Piëch already prophesised that the time would soon come for the 1-Litre car and CFRP as a material for industrial applications. By 2009 the time had come: Volkswagen is making a clear statement at the IAA in Frankfurt (September 17 to 27) with the second generation of this ingenious car: The L1 represents a step forward into the future with completely new technology and a new design; revolutionary yet close to production readiness.

"It is an enormous challenge to control costs in producing the monocoque out of CFRP," says Dr. Ulrich Hackenberg, member of the Board of Management for the Volkswagen Brand with responsibility for development. Both technically and visually, the CFRP body is already considered a significant achievement in car design. Unique on this car are the proportions of its dimensions. While the length of the L1 at 3,813 millimetres is still similar to that of a Volkswagen Fox, and its height of 1,143 millimetres nearly matches that of a Lamborghini Murciélago, the car's aerodynamically optimised width (1,200 millimetres) has no comparisons in the world of today's production cars.


L1 philosophy – defining a new type of automobile

In developing both prototype generations of the L1, Volkswagen simply questioned everything that typically characterised an automobile. The key starting point was body construction, and a core question was raised here: How would a car have to look and be built to consume as little energy as possible? The logical answer: extremely aerodynamic and lightweight. Yet these objectives had to be achieved under a non-negotiable precondition: a maximum of safety. The approach taken: a narrow two-seater with a CFRP body!

The seat layout fitting this design goal was dictated by the uncompromising aerodynamic form of a glider: One seat behind the other. Entry to the concept car is also similar to that of a glider; through a roof cover hinged at the side. On this second generation of the L1, the concept has been further honed; each component has been redesigned, a special chassis with aluminium components was developed, and above all the crucial CFRP technology from Formula-1 racing and airplane construction was transferred to automotive manufacturing. This has been combined with a unique form of hybrid drive to create a near-production vehicle. 2013 is the target year for this future dream to become a reality.

Note: TDI, TSI, DSG and Twincharger are registered trademarks of Volkswagen AG or other companies of the Volkswagen Group in Germany and other countries.

World Premiere of the L1 - Drivetrain
The Future Needs the TDI:
Small TDI leverages minimal fuel consumption and maximum range

Downsizing – 0.8 TDI is smallest diesel engine intended for production applications ever built by Volkswagen

Electrifying idea – E-motor plus TDI pushes CO2 emissions down to 36 g/km
Wolfsburg / Frankfurt, 14 September 2009

The TDI, E-motor and 7-speed DSG are located at the rear, and they combine to create the most fuel efficient road-legal car hybrid drive in the world. Proof of this are its 1.38 litre per 100 kilometres fuel consumption and 36 g/km CO2 emissions. Serving as the primary drive source is a completely redeveloped two-cylinder turbo-diesel with common rail direct injection (TDI). It is operated in two different modes depending on the load conditions. In the standard "ECO" mode, the 800 cm3 TDI develops a power of 20 kW / 27 PS (at 4,000 rpm); in "Sport" mode – used to reach top speed, for example – the car's power rises to 29 kW / 39 PS (at 4,000 rpm). The TDI's maximum torque is 100 Newton-meter (at 1,900 rpm). Naturally, the L1 also has a Stop-Start system that automatically shuts down the engine when vehicle has stopped and restarts when the accelerator or E-pedal is pressed.

The hybrid module has been integrated into the housing of the 7-speed DSG (Direct Shift Gearbox). It is located between the TDI engine and the DSG gearbox and consists of a 10 kW / 14 PS electric motor and a clutch. The E-motor is supplied with energy from a lithium-ion battery located at the front of the car. An electronic power control module, operating at around. 130 Volts manages the flow of high voltage energy the battery and to the E-motor. In parallel, the vehicle's low voltage electrical system is supplied with the necessary 12 Volts through a DC/DC converter.

Electric motor – details of the E-motor

In normal operation the electric motor can support the TDI engine in conditions such as by electronic load point shifting and in acceleration. If necessary – generally during acceleration – the E-motor can supply 40 percent additional torque over the entire speed engine speed range. Moreover, the E-motor can propel the L1 over short distances by itself. In this case, an auxiliary clutch decouples the TDI from the drivetrain. Restarting the TDI is a very easy process. In so-called "pulse starting" of the TDI, the electric motor is sped up and is then coupled to the TDI unit to provide almost instant starting. The entire process takes place automatically and without jolts, so the driver hardly notices the restarting of the TDI engine.

In braking phases, the E-motor operates as a generator to charge the lithium-ion battery by recovering braking energy. The gears of the automatically shifting DSG are always selected with the aim of achieving the best possible fuel economy. The engine controller regulates all energy flow and drive management tasks taking into account the moment by moment demands for power made by the driver. Some of the parameters used to calculate the optimum propulsion mode for the given conditions are: accelerator pedal position, engine load, momentary fuel demand, energy supply and the mix of kinetic and electrical energy at any given time.

Diesel engine – details of the 0.8 TDI

The TDI engine in the L1 is a new development. Yet, even here Volkswagen has been able to exploit synergies to design an engine that is both innovative and cost-effective. Hence, this 0.8 litre TDI unit has been derived from the 1.6 TDI just introduced a few months ago. The 1.6 TDI is making its debut at the IAA in cars such as the new version of the Golf BlueMotion (3.8 l/100 km) and the Passat BlueMotion (4.4 l/100 km) – which are currently the world's most fuel-efficient production cars in their respective classes.

Based on their common origins, the 0.8 TDI and 1.6 TDI have identical cylinder spacing (88 millimetres), bore (79.5 millimetres) and stroke (80.5 millimetres). These high-tech TDI engines also share key internal engine features for reducing emissions. They include special piston crowns, multi-injection and individual orientations of the specific injection jets. On both drivetrains there is exhaust gas recirculation, an oxidation catalytic converter and a diesel particulate filter. Equipped this way, the TDIs in each Volkswagen fulfil the limits of the Euro-5 emissions standard with ease.

The 1.6 TDI, thanks to its common rail injection, is also an exceptionally quiet and low-vibration diesel engine. These positive properties have been successfully transferred to the two-cylinder unit. The TDI's aluminium crankcase was also constructed with high precision to achieve very low friction losses. The oil pump, designed to operate at a maximum oil pressure of 4.0 bar, also contributes to engine efficiency.

Another example of how the entire drive system is configured for high efficiency is the L1's cooling system. Its external water pump is controlled by engine management so that cooling is only activated while engine operating conditions require it. This thermal management also contributes to reduced fuel consumption. A second electric water pump, also activated only when needed, provides cooling required for the starter generator and the power electronics in a separate water circulation loop operating at a lower temperature level.

Automatic transmission – details of the 7-speed DSG

Gear shifting work aboard the L1 is handled by the 7-speed DSG, which is one of the most innovative automatic transmissions in production. Compared to the version equipping the new Polo, for example, the design of the Direct Shift Gearbox has been developed to include clutch control for the hybrid module. Furthermore, individual gear ratios have been optimised to attain responsive driving performance despite the car's extremely low fuel consumption. The hybrid module is integrated into the DSG housing as previously mentioned. It is located where the flywheel is usually to be found.

Driving performance – economical and yet responsive

The L1, equipped with ABS and ESP, has a top speed of up to 160 km/h – this is remarkable considering its fuel efficiency. With maximum acceleration from a standstill, the two-seater reaches 100 km/h after just 14.3 seconds. The fuel tank holds just ten litres yet, this is sufficient for a theoretical driving range of about 670 kilometres, given the car's 1.38 litre average fuel consumption.

World Premiere of the L1 - Interior
The World's Most Fuel-Efficient Car with a Jet's Cockpit:
180-degree cockpit offers ideal ergonomics

Tailored to the driver – Steering wheel is the centre point of the interior

Comfortable for two – Seats offer fully-fledged long-distance comfort
Wolfsburg / Frankfurt, 14 September 2009

Talking about car driving as 'piloting' might sound out of place, but in the case of the L1 it is wholly appropriate. The driver (in the CFRP tube frame seat) and passenger (in the fixed CFRP seat that is part of the monocoque) sit one behind the other. At both locations, the seat position is ergonomical and very comfortable. All instruments and controls are arranged over a 180 degree radius for the driver, which places them perfectly within view and reach. The instrument panel itself has been integrated into the monocoque and is made of CFRP. The interior applications are produced from glass fibre reinforced plastic (GFRP). One of the materials Volkswagen is introducing for interior side trim is the new "Sport Esteem" material that is as robust as it is touch-friendly.

To start the L1, the driver pushes a button on the right side of the steering wheel. When it is rotated, the round start button simultaneously serves as a gear selector switch and is used to activate the electronic handbrake (Drive, Neutral, Reverse and Park). The entry canopy and rear hatch are opened electrically by touch controls to the left and right of the driver. Also designed as touch sensors are controls for the entire air conditioning control system. Via multifunctional keys in the steering wheel, the driver controls the on-board computer, navigation and entertainment systems.

The classic door mirror and rear-view mirror have been completely eliminated on the L1. In their place, cameras display images on OLED-active (OLED = organic light emitting diode) displays located on the left and right sides of the instrument panel. A Park Distance Control (PDC) system makes parking easier as well.

In case of a crash, not only are the driver and passenger protected by the monocoque, which is designed as a highly rigid CFRP safety cell, as well as aluminium crash elements in the front of the car, but also by a steering wheel airbag and head/side curtain airbags to the left and right inside the entry canopy.

World Premiere of the L1 - Body
Car Design of the Future:
The L1's exceedingly safe CFRP safety cell weighs just 124 kilograms

Lightweight – L1 is no heavier than a good touring motorcycle

Revolution – Never before in carmaking history has CFRP been applied so comprehensively to improve fuel efficiency
Wolfsburg / Frankfurt, 14 September 2009

Both technically and visually, the CFRP body is already a significant achievement in car design. Unique on this car: the proportions of its dimensions. While the length of the L1 at 3,813 millimetres is still similar to that of a Volkswagen Fox, and its height of 1,143 millimetres nearly matches that of a Lamborghini Murciélago, the car's aerodynamically optimised width (1,200 millimetres) has no comparisons in the world of today's production cars.

CFRP body – Monocoque and exterior skin

The two-seat monocoque, including the tubular frame driver's seat and passenger seat as well as the exterior body skin, all consist of CFRP. There are no doors. Instead, the driver and passenger climb into the L1 from the top. An electrically actuated entry canopy above the seats is opened and closed for this purpose. Headlights and taillights all utilize LED technology, which consume a lot less energy. The rear wheels are completely covered; their wheel covers can be removed to change the Michelin low resistance tires ("Energy Saver": front 95/60 R16, rear 115/70 R16). The underbody is also completely enclosed. The 0.8 TDI is cooled via adaptive air channels integrated in the sides of the car body. These automatically open and close based on the hybrid unit's operating state and vehicle speed. The tailgate is opened in the usual, manual way. It too consists of CFRP. Inside is a stowage space of 50 litres.

CFRP advantages – composition and weight

Carbon fibre reinforced plastic, as the name implies, consists of multiple layers of high-strength carbon fibres, which are integrated in a very tough matrix. This mix results in an extremely strong and lightweight composite material. Until now, producing a body like that of the L1 from CFRP, while conforming to industrial standards, was an insurmountable task. Up to now CFRP was only practical for very small production runs, as in aircraft manufacturing or motorsport. Now Volkswagen has succeeded in finding a production-viable and cost-effective way to produce CFRP parts in suitable volumes.

The reason that CFRP is the ideal material for the L1 body is demonstrated by considering its weight and strength. The L1 weighs just 380 kilograms, which is equivalent to the weight of a very high-end, fully equipped touring motorcycle of the 1200-cc class. The L1, on the other hand, is an automobile through and through. Of the 380 kilograms curb weight, 122 kilograms are taken by the drivetrain, 79 kilograms by the chassis, 35 kilograms by interior furnishings and 20 kilograms by the electrical system. 124 kilograms remain, and this is precisely the weight of the body.

These 124 kilograms can be further broken down: 64 kilograms are accounted for by the CFRP monocoque including integrated passenger seat, 28 kilograms is the weight of the entire CFRP exterior skin, 19 kilograms for the CFRP entry canopy, 9 kilograms for the CFRP driver's seat and 4 kilograms for the LED lights. By way of comparison: The body of the legendary Lupo 3L – until today the smallest Volkswagen production car ever built – weighed 306 kilograms, and the entire car weighed a lightweight 813 kilograms. That is 433 kilograms more than the L1.

And there are other advantages: the material's extremely high stress limits and its ideal forming properties for even the most challenging of design features.

Design – anything but typical, yet a typical Volkswagen

The design and styling of the L1 – function and form – combine to form one uncompromising unit. Walter de Silva, Head of Design for the Volkswagen Group has this to say: "The design of the L1 redefines classic and aesthetic vehicle traits. Especially significant, of course, is how the nearly rocket-shaped lines catch one's attention. All of its moving parts are integrated so accurately that the body resembles a rocket or jet. It is a body that cuts through the air with minimal aerodynamic resistance." A top Cd value of 0.195 and 1.02 m2 frontal area (Cd x A = 0.199 m2) is a statement that is sculpted into the CFRP.

And this is how it looks, the most aerodynamic front end in the world: "The typical layout of conventional headlights with a radiator grille in the middle would be entirely inappropriate here," says de Silva. "That is why we chose a more mini malistic layout and integrated the headlights into a neutral horizontal stripe that conveys a far-sighted and contemporary feeling." The Head of Group Design continues: "In a sense, we applied the same principle to the front end of the Scirocco, where the headlights are joined by a glossy black stripe, and the brand logo is also placed on the engine bonnet. This underscores the dynamic character of this automobile."

The extremely aerodynamic design also shapes the rear with its diffuser and wheels that are completely enclosed. The most distinctive feature of the overall appearance in the rear are the LED taillights that were worked into the TDI's air outlet ports. De Silva: "The same stylistic features as in front are repeated in the rear, in the taillights – which we have integrated in the grilles of the two air outlet ports; they have an even more aerodynamic appearance. Another identifying feature is the air outlet directly behind the cockpit – a nearly abstract, graphic element that underscores the purposeful aesthetics of this vehicle." Due to the driver's low seating position, there is an additional window in the roof that is ideal, for example, to view traffic lights. 

is china one country?

Lord Stern pointed out that several regions in China produce per capita carbon dioxide emissions on par with some developed western nations.    Of course a lot of the emissions are caused by the manufacture of items that are bought and used in the West - it might make sense to transfer that piece of China's carbon load to the buyer nations.

very messy stuff...

"organic" support for coal

“This is the truest form of grass-roots there is. We don’t charge people to be members of the Citizen Army, so if anything, it’s more organic than what some of the environmental groups do. We allow these people to express their own opinions on these issues.”

—Joe Lucas, senior vice president for communications at the American Coalition for Clean Coal Electricity, defending the actions of coal lobbyists against accusations of “astroturfing.” (via The NY Times)

Perhaps true about expressing their own opinions - the far right can be passionate about some very crazy schemes.