Thursday, June 28, 2012

Electricity systems can cope with large-scale wind power



Research by TU Delft proves that Dutch power stations are able to cope at any time in the future with variations in demand for electricity and supply of wind power, as long as use is made of up-to-date wind forecasts. PhD candidate Bart Ummels also demonstrates that there is no need for energy storage facilities. Ummels will receive his PhD on this topic on Thursday 26 February. Wind is variable and can only partially be predicted. The large-scale use of wind power in the electricity system is therefore tricky. PhD candidate Bart Ummels MSc. investigated the consequences of using a substantial amount of wind power within the Dutch electricity system. He used simulation models, such as those developed by Dutch transmission system operator TenneT, to pinpoint potential problems (and solutions).
His results indicate that wind power requires greater flexibility from existing power stations. Sometimes larger reserves are needed, but more frequently power stations will have to decrease production in order to make room for wind-generated power. It is therefore essential to continually recalculate the commitment of power stations using the latest wind forecasts. This reduces potential forecast errors and enables wind power to be integrated more efficiently.
Ummels looked at wind power up to 12 GW, 8 GW of which at sea, which is enough to meet about one third of the Netherlands' demand for electricity. Dutch power stations are able to cope at any time in the future with variations in demand for electricity and supply of wind power, as long as use is made of up-to-date, improved wind forecasts. It is TenneT's task to integrate large-scale wind power into the electricity grid. Lex Hartman, TenneT's Director of Corporate Development: "in a joint effort, TU Delft and TenneT further developed the simulation model that can be used to study the integration of large-scale wind power. The results show that in the Netherlands we can integrate between 4 GW and 10 GW into the grid without needing any additional measures.
Surpluses
Ummels: 'Instead of the common question 'What do we do when the wind isn't blowing?', the more relevant question is 'Where do we put all the electricity if it is very windy at night?'. This is because, for instance, a coal-fired power station cannot simply be turned off. One solution is provided by the international trade in electricity, because other countries often can use the surplus. Moreover, a broadening of the 'opening hours' of the international electricity market benefits wind power. At the moment, utilities determine one day ahead how much electricity they intend to purchase or sell abroad. Wind power can be better used if the time difference between the trade and the wind forecast is smaller

Car Electrical System Repair


Car Electrical System Repair For Illinois: Palatine IL 60067 | Arlington Heights IL 60004 | Streamwood IL 60107

Car Electrical System Repair
Among many auto maintenance and auto repair services offered by Casey Automotive, is car electrical system repair. If you’re changing fuses too fast or your wiper switch turns on your horn – the electrical systems of your car are to blame. A vehicle’s electrical problems have been known to drain batteries overnight and take out fuses with the adjustment of a side mirror. Casey Automotive has qualified professional technicians who are trained in electrical and electronics principles, and have years of experience with the challenges of electrical problems. They will accurately and efficiently track down the faulty wire, ground, fuse or component which is causing your electrical problem.

Hydraulic systems


There are multiple applications for hydraulic use in airplanes, depending on the complexity of the airplane.
For example, hydraulics are often used on small airplanes to operate wheel brakes, retractable landing gear, and some constant-speed propellers. On large airplanes, hydraulics are used for flight control surfaces, wing flaps, spoilers, and other systems.
A basic hydraulic system consists of a reservoir, pump (either hand, electric, or engine driven), a filter to keep the fluid clean, selector valve to control the direction of flow, relief valve to relieve excess pressure, and an actuator.
The hydraulic fluid is pumped through the system to an actuator or servo. Servos can be either single-acting or double-acting servos based on the needs of the system.
This means that the fluid can be applied to one or both sides of the servo, depending on the servo type, and therefore provides power in one direction with a single-acting servo. A servo is a cylinder with a piston inside that turns fluid power into work and creates the power needed to move an aircraft system or flight control. The selector valve allows the fluid direction to be controlled. This is necessary for operations like the extension and retraction of landing gear where the fluid must work in two different directions. The relief valve provides an outlet for the system in the event of excessive fluid pressure in the system. Each system incorporates different components to meet the individual needs of different aircraft.
A mineral-based fluid is the most widely used type for small airplanes. This type of hydraulic fluid, which is a kerosene-like petroleum product, has good lubricating properties, as well as additives to inhibit foaming and prevent the formation of corrosion. It is quite stable chemically, has very little viscosity change with temperature, and is dyed for identification. Since several types of hydraulic fluids are commonly used, make sure your airplane is serviced with the type specified by the manufacturer. Refer to the AFM, POH, or the Maintenance Manual.

Auxiliary Aircraft Systems

With the alternator half of the switch in the OFF position, the entire electrical load is placed on the battery. Therefore, all nonessential electrical equipment should be turned off to conserve battery power.
A bus bar is used as a terminal in the airplane electrical system to connect the main electrical system to the equipment using electricity as a source of power. This simplifies the wiring system and provides a common point from which voltage can be distributed throughout the system.
Figure 2: Electrical system schematic.
Fuses or circuit breakers are used in the electrical system to protect the circuits and equipment from electrical overload. Spare fuses of the proper amperage limit should be carried in the airplane to replace defective or blown fuses. Circuit breakers have the same function as a fuse but can be manually reset, rather than replaced, if an overload condition occurs in the electrical system.
Placards at the fuse or circuit breaker panel identify the circuit by name and show the amperage limit.
An ammeter is used to monitor the performance of the airplane electrical system. The ammeter shows if the alternator/generator is producing an adequate supply of electrical power. It also indicates whether or not the battery is receiving an electrical charge.
Ammeters are designed with the zero point in the center of the face and a negative or positive indication on either side.
Figure 3: Ammeter and loadmeter.
When the pointer of the ammeter on the left is on the plus side, it shows the charging rate of the battery. A minus indication means more current is being drawn from the battery than is being replaced. A full-scale minus deflection indicates a malfunction of the alternator/generator. A full-scale positive deflection indicates a malfunction of the regulator. In either case, consult the AFM or POH for appropriate action to be taken.
Not all airplanes are equipped with an ammeter. Some have a warning light that, when lighted, indicates a discharge in the system as a generator/alternator malfunction. Refer to the AFM or POH for appropriate action to be taken.
Another electrical monitoring indicator is a loadmeter. This type of gauge, illustrated on the right in figure 3, has a scale beginning with zero and shows the load being placed on the alternator/generator. The loadmeter reflects the total percentage of the load placed on the generating capacity of the electrical system by the electrical accessories and battery. When all electrical components are turned off, it reflects only the amount of charging current demanded by the battery.
A voltage regulator controls the rate of charge to the battery by stabilizing the generator or alternator electrical output. The generator/alternator voltage output should be higher than the battery voltage. For example, a 12-volt battery would be fed by a generator/alternator system of approximately 14 volts.The difference in voltage keeps the battery charged.

Vehicle Electrical System Demonstrator


Vehicle Electrical System Demonstrator
The ALD07 demonstrator is one in a range of self-contained fully operational auto electrical trainers designed for teaching basic electrical principles. Manufactured using original real vehicle components.
Full operation of headlights, side lights, brake lights indicators and alternator via a speed controller can be observed.
The following vehicle circuits and systems are included:
  • Starting
  • Charging
  • Ignition
  • Lighting

Monday, June 11, 2012

Tunisian Italian cooperation – Connecting electrical networks

Electricity_towers_tunisia_italy
Tunisia and Italy have signed a project to connect the electrical networks according to the framework of the interconnection between the energy networks of the Maghreb and Europe.
The realisation of the project, which has been entrusted on the Tunisian part to the Tunisian Electricity and Gas Company (STEG), and on the Italian part to Italy’s electricity transportation company, is estimated at some 4 billion dinars.

It involves the construction of an electric power plant with a capacity of 1200MW, including 400MW, destined to cover Tunisia’s electricity needs, as well as a submarine interconnection between both countries of some 200 km, with a capacity of 1000MW.

The submarine interconnection is part of a Mediterranean project aiming at the creation of an integrated platform for the international exchange of electricity with neighboring southern Mediterranean countries, as well as with European countries via Italy.

Italy is Tunisia’s second trade partner with a volume of exchanges amounting to 10 billion dinars in 2008. Italy is also Tunisia’s 3 rd provider of foreign direct investments (FDI’s) as well as in the number of tourists which visit the country.

The economic/trade relations are intense, Italy ranks as Tunisia’s second trade partner, while Tunisia is one of the top markets for Italian exports in the Mediterranean, second only to Turkey.

Total trade in 2007 reached approximately 5.4 billion euro, with a positive trade balance in Italy’s favour of 463 million euro.

Our main exports are refined petroleum products (13.4% of the total), textiles (10.6%) and various types of machinery (5.5%). Imports from Tunisia are mainly in the sectors of clothing textiles (16.7% of the total), oils and animal and vegetable fats (11.2%) and hydrocarbons (6.9%).

There are approximately 700 sole-ownership or joint Italian businesses operating in Tunisia that employ nearly 50,000 persons, for an investment total of around 103 million euro. Italian investments are mainly in the sectors of chemicals and rubber, electricity and electronics, construction, transport, tourism, mechanics and metallurgy, food and agriculture, and leather and shoes.

Many Italian firms have also been awarded major Tunisian infrastructure contracts. Additional attractive opportunities are also expected for Italian firms following the Tunisian government’s approval of the 11th 5-year development plan (2007-2011) that calls for major investments in public works.

Despite this already solid economic partnership, Italy still feels the need to strengthen its business presence and participation in the infrastructure projects being planned by Tunisia over the coming years in various sectors, such as sea transport and seaport services, energy and tourism.

The energy sector is one of the most important areas of economic collaboration between Italy and Tunisia. Within the framework of plans to integrate the European and Maghreb electrical power systems a joint Italo-Tunisian project is being studied that envisions the construction of a combined-cycle electrical power plant at El Houaria and an underwater electrical power cable connection with Italy. The Italian firm Terna is working with the Tunisian firm STEG on designing a project for the  construction and management of that power plant. Other initiatives for potential collaboration in the field of energy could include the creation of other electrical power plants (Gannouche, Korba, Bir Mcherga, Ajloula).

The Italian firm ENI is particularly important in the hydrocarbons sector and manages the Transmed gas pipeline collecting Algeria with Sicily through Tunisia, which is currently being enlarged by the SNAM. The capacity of this pipeline is slated for boostong by the end of 2008 to an annual total of approximately 34 billion cubic metres.

Italy is also likely to find some appealing building prospects in the foreseen integration of the Euro-Mediterranean  agriculture/food processing sector, with the possibility of making Italy one of the privileged access routes for high-quality Tunisian products directed into Europe. Indeed, Italy is favoured by its geographical proximity and the high quality of its food processing and packaging industries.

There are also good prospects for collaboration in the context of organic agriculture, for which Tunisia is the only country in the Middle East and North African region to have approved a specific development strategy and ad hoc regulations.

Finally, there are major prospects for the development of the tourism sector, where Italy is already substantially active. In January 2006 a bilateral cooperation agreement was signed with the objective of creating a legal and regulatory context allowing for increased public and private cooperation between the two countries and increases in the already significant flow of tourists between Italy and Tunisia.

North American versus European distribution systems

Figure 1 compares the two systems. Relative to North American designs, European systems have largertransformers and more customers per trans-former. Most European transformers are three-phase and on the order of 300 to 1000 kVA, much larger than typical North American 25- or 50-kVA single-phase units.
Secondary voltages have motivated many of the differences in distribution systems. North America has standardized on a 120/240-V secondary system; on these, voltage dropconstrains how far utilities can run secondaries, typically no more than 250 ft. In European designs, higher secondary volt-ages allow secondaries to stretch to almost 1 mi. European secondaries are largely three-phase and most European countries have a standard secondary voltage of 220, 230, or 240 V, twice the North American standard. With twice the voltage, a circuit feeding the same load can reach four times the distance. And because three-phase secondaries can reach over twice the length of a single-phase secondary, overall, a European secondary can reach eight times the length of an American secondary for a given load and voltage drop.
Although it is rare, some European utilities supply rural areas with single-phase taps made of two phases with single-phase transformers connected phase to phase.
In the European design, secondaries are used much like primary laterals in the North American design. In European designs, the primary is not tapped frequently, and primary-level fuses are not used as much. Euro-pean utilities also do not use reclosing as religiously as North American utilities. Some of the differences in designs center around the differences in loads and infrastructure. In Europe, the roads and buildings were already in place when the electrical system was developed, so the design had to “fit in.”


Cost

The European system is generally more expensive than the North American system, but there are so many variables that it is hard to compare them on a one-to-one basis. For the types of loads and layouts in Europe, the European system fits quite well. European primary equipment is generally more expensive, especially for areas that can be served by single-phase circuits.

Flexibility

The North American system has a more flexible primary design, and the European system has a more flexible secondary design. For urban systems, the European system can take advantage of the flexible secondary; for example, transformers can be sited more conveniently. For rural systems and areas where load is spread out, the North American primary system is more flexible.
The North American primary is slightly better suited for picking up new load and for circuit upgrades and extensions.

Safety

The multigrounded neutral of the North American primary system provides many safety benefits; protection can more reliably clear faults, and the neutral acts as a physical barrier, as well as helping to prevent dangerous touch voltages during faults.
The European system has the advantage that high-impedance faults are easier to detect.

Reliability

Generally, North American designs result in fewer customer interruptions. Nguyen et al. (2000) simulated the perfor-mance of the two designs for a hypothetical area and found that the average frequency of interruptions was over 35% higher on the European system.
Although European systems have less primary, almost all of it is on the main feeder backbone; loss of the main feeder results in an interruption for all customers on the circuit. European systems need more switches and other gear to maintain the same level of reliability.

Power quality

Generally, European systems have fewer voltage sags and momentary interruptions. On a European system, less primary exposure should translate into fewer momentary interrup-tions compared to a North American system that uses fuse saving.
The three-wire European system helps protect against sags from line-to-ground faults. A squirrel across a bushing (from line to ground) causes a relatively high impedance fault path that does not sag the voltage much compared to a bolted fault on a well-grounded system. Even if a phase conductor faults to a low-impedance return path (such as a well-grounded secondary neutral), the delta – wye customer transformers provide better immunity to voltage sags, especially if the substation transformer is grounded through a resis-tor or reactor.

Aesthetics

Having less primary, the European system has an aes-thetic advantage: the secondary is easier to underground or to blend in. For underground systems, fewer transformer locations and longer secondary reach make siting easier.

Theft

The flexibility of the European secondary system makes power much easier to steal. Developing countries especially have this problem. Secondaries are often strung along or on top of build-ings; this easy access does not require great skill to attach into.
Outside of Europe and North America, both systems are used, and usage typically follows colonial patterns with European practices being more widely used. Some regions of the world have mixed distribution systems, using bits of North American and bits of European practices.
The worst mixture is 120-V secondaries with European-style primaries; the low-voltage secondary has limited reach along with the more expensive European pri-mary arrangement. Higher secondary voltages have been explored (but not implemented to my knowledge) for North American systems to gain flexibility. Higher secondary voltages allow extensive use of secondary, which makes under-grounding easier and reduces costs.
Westinghouse engineers contended that both 240/480-V three-wire single-phase and 265/460-V four-wire three-phase secondaries provide cost advantages over a similar 120/240-V three-wire secondary (Lawrence and Griscom, 1956; Lokay and Zimmerman, 1956). Higher secondary voltages do not force higher utilization voltages; a small transformer at each house converts 240 or 265 V to 120 V for lighting and standard outlet use (air conditioners and major appliances can be served directly without the extra transformation).
More recently, Bergeron et al. (2000) outline a vision of a distribution system where primary-level distribution voltage is stepped down to an extensive 600-V, three-phase secondary system. At each house, an electronic transformer converts 600 V to 120/240 V.

Transforming energy losses in electrical distribution networksTransformers are key components in every electrical distribution network.

Transformers are key components in every electrical distribution network. They are used in multiple locations throughout the network operating companies (NOCs) systems, and large energy users such as factories and hospitals frequently have one or more power transformers of their own, usually forming part of an on-site substation. 
Given the ever-present and growing need for energy efficiency, the good news is that transformers are relatively efficient. In fact, with typical modern power transformers efficiencies in excess of 97percent are routinely achieved, which on the face of it sounds perfectly satisfactory.
Looked at in another way, however, this figure means that up to 3percent of all electrical power generated is wasted in transformer losses. Clearly these losses are far from negligible, and anything that can be done to reduce them has the potential to deliver huge savings, not just in monetary terms, but also in terms of reduced environmental impact.
And there is a perfectly good way of cutting these losses – the use of transformers with amorphous cores.
Conventional transformers have cores assembled from stacks of laminations that are made from silicon steel with an almost uniform crystalline structure. In transformers with amorphous cores, a ribbon of steel is wound, usually into a rectangular toroid shape, to form the core. Although the material used for the core is still a form of silicon steel, it is produced in such a way that it has no regular crystalline structure – hence the name amorphous, which means without structure.
The big benefit is that amorphous steel has lower hysteresis losses. Put in simple terms, this means that less energy is wasted in magnetising and demagnetising it during each cycle of the supply current. In addition, the construction of amorphous cores means that they have higher electrical resistance than conventional cores, so losses due to unwanted eddy currents in the core are also reduced.
These effects, known collectively as iron losses, are most significant in transformers that are lightly loaded, so just how important are they in practice? To answer this question, it is important to realise that transformers rarely operate at full load. In fact, because they have to be sized to handle the maximum anticipated load, most spend many hours a day very lightly loaded.
For example, a transformer supplying a factory may be, say, 70percent loaded during working hours, and only 10 per cent loaded during the evenings and at weekends. This variation in loading is usually expressed as a load factor that, in effect, represents the percentage of the transformer’s overall capacity to supply energy that is used over a given period – often a year.
On this basis, studies have shown that transformers used to supply factories typically have load factors around 40percent, while those used to supply offices, hospitals and similar premises often have load factors as low as 20percent.
With this in mind, let us look at some loss data for a 500kVA transformer supplying an industrial installation with a load factor of 40percent. With a conventional transformer of modern design, the no-load losses were 665W, while the on-load losses were 4400W. At 40percent load factor, this equates to total losses of 11992kWh 
per year. With an amorphous core transformer, the corresponding figures are 220W, 3500W and annual losses of just 6883kWh.
This is a massive reduction of 5159kWh which, at £0.08 per unit, corresponds to a cash saving in excess of £400. Over the typical 30-year life of the transformer, the saving is an impressive £12 000 at today’s prices. Even more impressive is the associated reduction in CO2 emissions, which equates to almost 3tonnes per year. 
Finally, it is worth noting that these calculations are based on an industrial installation with a 40percent load factor. In commercial and residential applications where the load factor is invariably lower, even greater savings will be achieved.
If power transformers with amorphous cores have so much to offer, the big question has to be why are they not more widely used? Before answering this question, it's important to put it in a global context. The demand for amorphous core transformers is, in fact, increasing rapidly in many countries, including Japan, China and India. The big exceptions are Europe and the USA.
In these relatively conservative markets, the usual objection is that amorphous core transformers are more expensive than their conventional counterparts. There is some truth in this but, in recent years, the silicon steel used in ordinary transformers has increased in price much more rapidly than the amorphous materials, so the price differential between the two types of transformer is now small.
Recent calculations have, in fact, shown that the payback period for the extra investment in an amorphous core transformer is usually in the region of three to five years. If, as seems likely, energy prices increase, this period will become even shorter.
Regrettably the problem still remains of contracts being placed on the lowest initial price, often with scant regard to lifetime costs. Growing environmental concern is, however, starting to force a change in this attitude, which hopefully means that the benefits of amorphous core transformers will, in future, be more carefully taken into account when contracts are placed.
Other objections raised in connection with amorphous core transformers are that they are physically larger than conventional types, and that they generate more noise. Once again there is an element of truth behind these assertions but, with the latest amorphous materials, these differences are becoming smaller and, in particular, the noise issue is almost completely solved.

Electricity systems can cope with large-scale wind power


Research by TU Delft proves that Dutch power stations are able to cope at any time in the future with variations in demand for electricity and supply of wind power, as long as use is made of up-to-date wind forecasts. PhD candidate Bart Ummels also demonstrates that there is no need for energy storage facilities. Ummels will receive his PhD on this topic on Thursday 26 February. Wind is variable and can only partially be predicted. The large-scale use of wind power in the electricity system is therefore tricky. PhD candidate Bart Ummels MSc. investigated the consequences of using a substantial amount of wind power within the Dutch electricity system. He used simulation models, such as those developed by Dutch transmission system operator TenneT, to pinpoint potential problems (and solutions).
His results indicate that wind power requires greater flexibility from existing power stations. Sometimes larger reserves are needed, but more frequently power stations will have to decrease production in order to make room for wind-generated power. It is therefore essential to continually recalculate the commitment of power stations using the latest wind forecasts. This reduces potential forecast errors and enables wind power to be integrated more efficiently.
Ummels looked at wind power up to 12 GW, 8 GW of which at sea, which is enough to meet about one third of the Netherlands' demand for electricity. Dutch power stations are able to cope at any time in the future with variations in demand for electricity and supply of wind power, as long as use is made of up-to-date, improved wind forecasts. It is TenneT's task to integrate large-scale wind power into the electricity grid. Lex Hartman, TenneT's Director of Corporate Development: "in a joint effort, TU Delft and TenneT further developed the simulation model that can be used to study the integration of large-scale wind power. The results show that in the Netherlands we can integrate between 4 GW and 10 GW into the grid without needing any additional measures.
Surpluses
Ummels: 'Instead of the common question 'What do we do when the wind isn't blowing?', the more relevant question is 'Where do we put all the electricity if it is very windy at night?'. This is because, for instance, a coal-fired power station cannot simply be turned off. One solution is provided by the international trade in electricity, because other countries often can use the surplus. Moreover, a broadening of the 'opening hours' of the international electricity market benefits wind power. At the moment, utilities determine one day ahead how much electricity they intend to purchase or sell abroad. Wind power can be better used if the time difference between the trade and the wind forecast is smaller.'
No energy storage
Ummels' research also demonstrates that energy storage is not required. The results indicate that the international electricity market is a promising and cheaper solution for the use of wind power.
Making power stations more flexible is also better than storage. The use of heating boilers, for instance, means that combined heat and power plants operate more flexibly, which can consequently free up capacity for wind power at night.
The use of wind power in the D

ELECTRICAL SYSTEM

 Electrical power is supplied by a 12 volt, direct current system. The system includes a 
12 volt 45 ampere alternator, regulator and 35 ampere hour battery to produce electrical power. 
The battery is located in a sealed box aft of the baggage compartment. On the right side of the 
fuselage near the battery is an external power receptacle enabling the use of an automotive 
battery or external battery charger assist for starting or charging. The aircraft Master 
Switch must be on for the external power relay to be energized to provide power to the aircraft 
battery and electrical system.
 A dual volt / amp meter indicates system performance. The gauge is designed so that 
normal operation is indicated with both needles at or above level. Charging is indicated by a 
positive ammeter reading and a voltage between 13 and 14.5 volts.
 The split BAT / ALT Master switch "BAT" side energizes the master solenoid to provide 
power to the main bus and lower row of circuit breakers. The "ALT" side of the switch energizes 
the alternator field turning the alternator on to enable it to recharge the battery. The AVIONICS 
MASTER switch / circuit breaker energizes the upper row of circuit breakers providing power to 
the avionics. This switch is normally off for engine start. The engine starter solenoid is 
located near the base of the copilot's control stick and is activated by the magneto key switch.
 The circuit breakers automatically break the electrical circuit if an overload should 
occur. To reset the circuit breaker simply push in the reset button. It may be necessary to 
allow approximately two minutes for cooling before resetting a circuit breaker. Corrective 
action should be taken in the event of continual circuit breaker popping or a circuit breaker 
that will not stay reset. It is possible to manually trip a breaker by pulling out on the reset 


Electrical System Schematic

Current schematic with alternator

Electrical System schematic

Former schematic with generator

Electrical System schematic

button.