Hollinger A.S.,University of Illinois at Urbana - Champaign |
Maloney R.J.,University of Illinois at Urbana - Champaign |
Jayashree R.S.,University of Illinois at Urbana - Champaign |
Natarajan D.,Drive Power |
And 2 more authors.
Journal of Power Sources | Year: 2010
Laminar flow fuel cells (LFFCs) overcome some key issues - most notably fuel crossover and water management - that typically hamper conventional polymer electrolyte-based fuel cells. Here we report two methods to further minimize fuel crossover in LFFCs: (i) reducing the cross-sectional area between the fuel and electrolyte streams, and (ii) reducing the driving force of fuel crossover, i.e. the fuel concentration gradient. First, we integrated a nanoporous tracketch separator at the interface of the fuel and electrolyte streams in a single-channel LFFC to dramatically reduce the cross-sectional area across which methanol can diffuse. Maximum power densities of 48 and 70 mW cm-2 were obtained without and with a separator, respectively, when using 1 M methanol. This simple design improvement reduces losses at the cathode leading to better performance and enables thinner cells, which is attractive in portable applications. Second, we demonstrated a multichannel cell that utilizes low methanol concentrations (<300 mM) to reduce the driving force for methanol diffusion to the cathode. Using 125 mM methanol as the fuel, a maximum power density of 90 mW cm-2 was obtained. This multichannel cell further simplifies the LFFC design (one stream only) and its operation, thereby extending its potential for commercial application. © 2010 Elsevier B.V. All rights reserved.
Sun Z.,Drive Power
IEEE Transportation Electrification Conference and Expo, ITEC Asia-Pacific 2014 - Conference Proceedings | Year: 2014
The pre-charge process is one crucial step of the operating for modular multilevel converters. Improper charging strategy may damage sub-modules due to capacitor voltage unbalance, or cause tripping operation of the whole system due to leg current overflowing. Thus, it is important to analyze the charging strategy and charging current suppressing method before designing the controller of modular multilevel converter. In this work, a novel DC-link charging strategy is proposed. Experiments results have been demonstrated to verify the validity of the proposed strategy. © 2014 IEEE.
Burke R.,Drive Power
Nuclear Instruments and Methods in Physics Research, Section A: Accelerators, Spectrometers, Detectors and Associated Equipment | Year: 2014
The Single Pass RF Driver (SPRFD) compacts the beam from the linac without storage rings by manipulations that take advantage of the multiplicity of isotopes (16), the preserved μbunch structure, and increased total linac current. Magnetic switches on a first set of delay lines rearrange the internal structure of the various isotopic beams. A second set of delay lines sets the relative timing of the 16 isotopic beam sections so they will telescope at the pellet, in one of multiple fusion chambers, e.g. 10. Shortening each isotopic beam section uses preservation of the μbunch structure up to the final ~2 km drift before final focus. Just before the final drift, differential acceleration of the μbunches in each isotopic beam section (128 total) launches an axial collapse, referred to as the "Slick". The μbunches interpenetrate as their centers of mass move toward each other and individual μbunches lengthen due to their momentum spread. In longitudinal phase space they slide over one another as they lengthen in time and slim down in instantaneous energy spread. The permissible amount of μbunch lengthening is set by the design pulse shape at the pellet, which varies for different groups of isotopes. In narrow bands of ranges according to the role for each isotope group in the pellet, the ranges extend from 1 to 10 g/cm2 to drive the cylinder barrel and thin hemispherical end caps, to heat the ~0.5 g/cm2 ρR fast ignition zone, and to improve the quasi-sphericity of the compression of the fast ignition zones at the pellet's ends. Because the μbunch-μbunch momentum differences are correlated, time-ramped beamline transport elements close after the differential accelerator are used to correct the associated shifts of focal point. Beam neutralization is needed after the differential acceleration until adjacent bunches begin to overlap. Concurrent collapse of each isotope and telescoping of the 16 isotopes cause the current in each beamline to rise rapidly during the final microsecond of driver pulse generation. Principal topics discussed are some basic considerations for the final compression processes, benefits for pellet implosion and ignition that may result from new means to shape the power deposition in the pellet in 3D and in time, and immediate needs for investigations. Economics that use HIF's potential for large economies of scale are summarized, to establish the reality of a large fusion energy complex achieving a high share of the overall benefits of fusion: abundance, cleanliness, safety, affordability, and profits. © 2013 Elsevier B.V.
Agency: GTR | Branch: Innovate UK | Program: | Phase: Smart - Development of Prototype | Award Amount: 100.01K | Year: 2015
Power Drive Efficiency have developed an energy saving drive for three phase AC induction motors. The drive addresses fixed speed variable load motor applications such as conveyors. Such applications are currently limited in energy efficient solutions. PDE’s drive in a preliminary concrete mixing application demonstrated an average energy saving of 43%. To conduct a secondary pilot over a longer time frame, the drive requires re-design to meet CE and EU certification. In addition the redesign will consider efficiency of manufacture at larger volumes, in preparation for commercial production. The drive currently exists in one size (75kW). For PDE’s technological benefits to reach a greater market the redesign will cover an additional 9 drives sizes (11kW – 315 kW). It should be understood the principles of the drives design will be constant across scale however appropriate certification must be acquired for all drive sizes before being viable for commercial pilots.
Agency: GTR | Branch: Innovate UK | Program: | Phase: Smart - Proof of Market | Award Amount: 24.95K | Year: 2014
Power Drive Efficiency Ltd. (www.powerdriveefficiency.com) is currently developing a novel motor controller. It is based on a patented technology that employs sophisticated algorithms to monitor motor performance and dynamically adjust the driving parameters, resulting in an increase of motor efficiency of up to 40%. The energy-saving controller is used with an existing motor, and can be installed as either an upgrade (replacing the old controller), or in parallel (allowing the operator to switch between the two). It can be used either in an altogether new installation (i.e. new factory design), or as a retrofit into existing factory application. Key benefits of using such a controller are in energy savings, prolonged life of the motor, and improved asset usage information for plant managers. Given that approximately half of all power generated in the UK is used to drive electric motors, the energy savings benefits and environmental impact of adoption of this technology in selected market segments is potentially significant.
Drive Power | Date: 2013-08-01
Drive Power | Date: 2013-05-23
A system and method are provided for monitoring driving behavior in real time, which is then used to assign points to a user, such as the driver, a passenger, friends of the driver or passenger, and the like. The assignment of points can be effective at influencing current and future driving behavior of users via gamification and social networking. Users of the described system and method can engage with each other in a fun, competitive, and social way, using leaderboards, contests, points and rewards, and other gamification concepts. The system and method may be loaded onto a smartphone and may be auto-controlled based on one or more predetermined trigger events, which may be internally or externally controlled. An occurrence of the trigger event may cause the system to auto-start or to auto-end without the user interacting with the smartphone.
Drive Power | Date: 2013-05-14
Drive Power | Date: 2013-06-04