787 Special Report
Boeing’s ‘More Electric’ 787 Dreamliner Spurs Engine Evolution
On the 787, Boeing eliminated bleed air and relied heavily on electric starter generators
____________________________________________________________ Jet engines for commercial airliners tend to develop in evolutionary rather than revolutionary ways – a development path best appreciated during long flights over the Pacific. And in many ways, the two competing engine platforms for the Boeing 787 Dreamliner are no exception to that evolutionary rule. Both the GEnx engine from GE Aviation and the Trent 1000 from Rolls Royce borrow their share of design features from each company’s previous engine platforms. Yet these two engine makers did not simply scale up their previous designs. In fact, they couldn’t. Boeing’s performance requirements for the 787 pushed the engine makers to innovate without abandoning their proven technology frameworks. Chief among these requirements was a drastically reduced fuel consumption compared to previous planes. Boeing claims the 787 will be 20 percent more fuel efficient than planes of a similar size. And Ron Hinderberger, propulsion team leader for the 787, says the new engines alone will produce about 8 percent of those fuel efficiency gains. “We put such an aggressive fuel consumption challenge on the engine companies that it required them to go into their development portfolios and pull forward technologies that were slated for 2010 so they would be ready for us in 2008,” says Hinderberger. Boeing likewise tightened its NOx and CO2 emissions targets with the 787. The company claims the 787 will produce up to 20 percent fewer emissions than previous planes of a similar size. Early on in the 787’s design process, Boeing engineers decided an increased reliance on electric systems, such as new starter generators and a move to a bleedless engine architecture, would help it meet both the fuel burn and emissions targets – as well as help reduce the plane’s long-term maintenance costs. Hinderberger says both engine makers came up with designs that successfully “blend in” the plane’s large new starter generators and no-bleed architecture. But each engine company did its blending very differently. Even for engineers not involved in the specialized field of jet engine design, these design differences offer important lessons about the broader trend toward electric systems as well as the value of design optimization when unproven technologies aren’t an option. Going Electric What Boeing calls a “more electric architecture” for the 787 primarily involves the use of much larger starter generators than were possible in years past. Each engine on the 787 sports two 250 kVA variable frequency starter generators from Hamilton Sundstrand. As their name suggests, these generators not only start the engines but also provide power for other systems during flight. A 767, by contrast, sports a single 120 kVA generator. Boeing’s ability to pack so much power on the plane, which also has two 125 kVA generators in its auxiliary power unit, comes down to the ongoing power density improvements taking place in general industry. Hinderberger says the two 250 kVA generators on the 787 take up just a little more space than the single 120 kVA generator used on the 767 15 years ago. “Fifteen years ago, if you said ‘let’s do two 250’s instead of one 120,’ it would have been impossible,” he says. Hinderberger says both engine makers accommodated the new generators without difficulty. GE’s Melvyn Heard, an engineer by training and one of the general managers responsible for the GEnx engine, describes the mechanical interface as “pretty much a straightforward gearbox.” One key difference, though, is in how the two engine companies tap into the starter generators. On the Trent 1000 – a three-spool engine with separate shafts for the high-, low-, and intermediate compressors – Rolls Royce opted to connect the starter generator to the engine’s intermediate compressor (IP). The company did not respond to requests for an interview but has released descriptions of this IP Power Offtake System, which includes a mechanism to couple the IP and HP compressors together to meet the relatively high start-up torque requirements. GE, by contrast, simply connects the high-pressure (HP) compressor of its two-spool GEnx engine to the starter generators, according to Heard. Hinderberger says Boeing is agnostic about the two approaches since both meet Boeing’s requirements for engine starts and power generation. During start-ups, both engine designs can start in under 40 seconds from the two generators and under 70 seconds from one. “From our point of view, even though one engine is two-spool and one engine is three-spool, we look at them as a gearbox to provide rotating energy to generate power,” Hinderberger says. How that horsepower extraction from the engine affects its duty cycle – during idle, take-off, climb and cruise – is something that Boeing left in the hands of the engine makers. “That’s held very close to the vest by them,” Hinderberger says. Stop the Bleed The biggest engine-related change enabled by Boeing’s more electric architecture has to do with the elimination of bleed air. Modern jet engines normally “bleed” hot, compressed air from the engine and put it to work on useful tasks such as de-icing the wings, running pneumatic actuators and pressurizing the cabin. On the 787, which flies around with 1.5 megawatts of power, the tasks that required bleed air can now be handled by electrically driven compressors. The benefits of no-bleed engines remain a subject of debate in aerospace circles. Hinderberger, however, believes the no-bleed architecture has some compelling advantages. One is the efficiency of the engine itself. “When you use bleed air off an engine, it does come at a fuel-economy cost,” Hinderberger says, though he’s quick to add that addition of new systems fulfilling the roles otherwise played by bleed air also affect the plane’s overall fuel burn. “It ends up becoming a really tortuous path if you try to follow it to the end,” he says. “Suffice it to say that anytime you extract less bleed air you’re doing a good thing for the engine.” Fuel economy isn’t the only thing the bleedless architecture has going for it. The bleedless engine eliminates a long list of pneumatic components from the plane, which has both weight and maintenance implications. “What we’ve been able to do is eliminate large number of line replaceable units that that over time usually played a major part in recurring maintenance costs of any one airplane. Just being able to get that off airlines’ books is a huge advantage,” Hinderberger says. Then consider elimination of the ducting and pipe work associated with bleed air. “What you get is an engine with an enormous amount of accessibility,” he says. Still, not everyone is convinced bleedless engines are the only way to go. “We’re neutral on the subject of bleed air,” says Heard, who maintains that there’s no performance drop from one to the other. And unlike the bleedless Trent 1000, the GEnx platform has both bleed and bleedless configurations. As for upcoming aircraft, Airbus’s A350 will use bleed air as will an upcoming version of Boeing’s own 747. Optimization The engine makers’ efforts on the 787 didn’t only involve accommodations for the new starter generators and bleedless architecture. While GE and Rolls Royce couldn’t run with completely unproven technologies on their engines for the 787, they still managed to achieve significant performance gains by optimizing and enhancing technologies they had used previously. GE’s engine, for example, is largely derived from its GE 90 model – though GE has made some weight and efficiency gains through materials and the combustor innovations (see sidebar). In general, though, both engine makers “optimized and fine-tuned every element in their aerodynamic cores,” Hinderberger says. Much of that work took place in tandem with Boeing’s optimization of the airframe. “The engine companies and Boeing worked together to adjust the thermodynamic cycle of the engine. Every time the engine companies selected a new approach, we would predict the weight, drag and fuel burn and match that to the airplane,” he says. “We just kept zeroing in until we said, “We got it.’” One thing Hinderberger finds interesting about optimization work is it produced two engines with very similar size and shape despite the big differences in the core designs. “The overall fan diameters came in very close – about an inch apart. If you look at the engines on an airplane, you wouldn’t see much difference in overall engine shape,” he says. So does one engine performs better? “There is a difference,” Hinderberger admits, though he adds that it exists somewhere to the right-hand side of the decimal. “We feel that both engine companies, in our minds, have hit the mark in providing an engine for 787 that will result in an economic advantage for airlines,” he says. The engine makers did make their new engines compatible with Boeing’s more-electric, bleedless systems architecture, but that’s not all they did. They also worked to optimize the aerodynamic and combustion efficiency of their engine cores. Take a look a the GEnx engine, which is based on the company’s GE90 engine but has some technology “firsts” in commercial aviation. According to Melvyn Heard, one of GE Aviation’s general managers for the GEnx, the new engine is just over 15 percent more fuel efficient than the CF6 engines with similar power. Part of that fuel burn gain comes from a materials-related weight savings. Heard says GE engineers managed to cut the weight of the engines and related hardware by about 800 lb per aircraft. The company also optimized the aerodynamic design and combustion of its engine core. Here’s a closer look at all three developments. Composites Save Weight, Maintenance. GE engines have been flying around with composite fan blades for more than a decade. But with the GEnx, the company, for the first time, decided to go with a composite fan case, as well. The composite fan case is made from epoxy reinforced braided fabric from A&P Technology. Heard says fan case, which sees significant loads, required a carefully optimized braids orientation. “It’s the only one in commercial aviation,” says Heard, though he adds that similar fan case construction has been proven in military applications. Heard says composite fan case is responsible for the bulk of the engine-related weight savings – about 350 lb/engine. According to Heard, some of the weight savings comes from the fact that these composite fan cases are strong enough to contain a suddenly-detached fan blade without the need for a kevlar wrapping that has been standard practice with aluminum fan cases. But weight savings aren’t the only thing composites bring to the table. They also have maintenance implications. “Composites get rid of the corrosion issue,” Heard says. Better Combustion. GE also implemented a combustor technology it has been maturing for the past decade. This Twin Annular Pre-Mixing Swirler (TAPS) system uses two swirlers adjacent to the fuel nozzles to pre-mix fuel and air prior to burning. According to Heard, this swirl creates a more homogeneous and leaner mix of fuel and air that burns at lower temperatures than in previous designs. One result is a significant reduction in NOx emissions. Heard estimates the GEnx engine has 50 percent lower NOx emissions than a comparable CF6 engine. Other types of emissions and particulate levels fall, too. Heard says TAPS may have a maintenance benefit, as well. “Its creates a more uniform temperature profile, which is a friendlier environment for the engine components,” he says. Aerodynamic and Other Improvements. The GEnx also features aerodynamic optimizations throughout. Heard says GEnx has half the number of fan blades, at 18, than a CF6. This reduction, which helps improve noise levels, was made possible through optimization of the blade shape. In the high-pressure compressor, GE makes use of three blisks, which integrate the fan blade and disks into a single part. The integration saves both weight and maintenance costs, Heard says. Finally, the GEnx engine is the company’s first commercial engine to use counter-rotating spools as a way to minimize parts count and weight. Heard says that this design decision resulted in a 10 percent parts count reduction. Put differently, GE went from a six- stage low pressure turbine to a seven-stage design on the GEnx “without any weight increase,” says Heard. Visit Design News’ 787 Dreamliner coverage page for more stories and podcasts on Boeing’s newest aircraft!
Joseph Ogando, Senior Editor — Design News, June 4, 2007
GE Technology Saves Weight, Fuel, Emissions
Silent revolution
Published: 21 May 2007 11:00 AM
Source: The Engineer Online
_____________________________________________________________
Cities can be windy places, especially in the UK, but urban wind turbines are a rare sight. The architects behind the London Eye are trying to change that with an ambitious plan to install 6,600 wind turbines in London in time for the 2012 Olympics, boosting the city’s green credentials. But these turbines won’t be the familiar triple-bladed units; they’ll be unlike anything the city’s ever seen.
David Marks and Julia Barfield, the celebrated husband and wife architectural team, have come up with the Beacon, an array of five, vertical-axis wind turbines set in a Y-shaped structure, specifically designed to generate the maximum power from the awkward wind conditions that occur in cities. ‘We live in one of the windiest countries in the world,’ David Marks said. ‘There’s no shortage of it anywhere.’ However, exploiting it is not simple, he said.
Although we are used to seeing power stations on the fringes of urban centres, or on the coast, there is a logic to generating power within the city.
‘The Victorians got it right when they decided to build their power plants in the centre of cities, because that’s where the power is required,’ Marks said. ‘They only moved them out of the city because it’s a dirty technology. But wind really is clean and city centre turbines would avoid the fantastic losses in energy production and transmission that you get with remote generation.’
There are two problems with urban wind generation, one linked to the nature of the wind and the other with the nature of cities. Average windspeeds in urban environments tend to be low, with occasional gusts of very high wind; the wind is also turbulent, with rapid changes of direction. This means conventional, horizontal-axis turbines are inefficient. They can only generate power when facing into the wind and, while they are tracking to take up the optimum orientation, they are not generating.
The second problem is that the noise and vibration generated by wind turbines is not acceptable in cities; it would disturb the large numbers of people who live and work nearby and the vibration could damage buildings and infrastructure.
The Beacon design avoids these problems because of the turbines it uses. The QuietRevolution turbine, developed by engineering consultancy XCO2, is a triple-bladed, vertical-axis turbine that is claimed to be silent and vibration-free.
‘When I first saw the design of the QR turbine, it rang a bell with me,’ Marks said. ‘I could immediately see that this had advantages and potential in an urban environment that the normal wind turbines, which we were used to seeing, didn’t have.’
Marks and Barfield had been looking at other vertical-axis turbines to incorporate into the i-360 project, a needle-like tower with a doughnut-shaped observation deck, planned for Brighton; the QR design was a natural choice for the urban wind energy project that was also on their drawing boards.
Vertical-axis turbines will spin in wind from any direction, said Robert Webb, XCO2 managing director. ‘We’ve done some modelling using real wind data that predicts we’ll be about 30 per cent better in terms of energy output than an equivalent-sized propeller-type turbine,’ he said.
A single QR turbine is rated to produce 6kW of instantaneous power in a wind speed of 12.5m/sec. ‘But that’s a little misleading,’ Webb said. ‘A more relevant way of talking about it is the annual average energy use and we usually quote 10,000kWhr/yr in a windspeed of 5.9m/s, which is fairly typical of urban settings.’
The vertical configuration also produces less noise. Although the turbines spin at a higher rate of revolutions per minute than a horizontal-axis turbine, the velocity of the blades through the air is lower. For a horizontal turbine, the tips of the blades — which create vortices of turbulent air as they travel, giving rise to the noise — have to describe a large circle with each revolution, while the vertical configuration has the blades parallel to the axis of rotation, and rotating 1.5m from the axis, leading to a relatively low blade velocity.
The QR has three blades twisted into a characteristic helical S-shape which, according to Webb, eliminates vibration. ‘The ideal, aerodynamically, is a single blade but that would need a counterweight, which isn’t practical,’ he said. ‘Two blades give you a fluctuation in the resulting loads on the turbine. But three blades smooth out the load. Along with the twisted geometry of the blade, it means that the wind pulls each blade around on the windward and leeward sides of the turbine, spreading the torque evenly over the course of each revolution. You smooth out the load, so it’s constant.’
Twisting the blade geometry also has a ‘happy side-effect, not altogether unlooked-for’, Webb added. The shape of the blade becomes a curve shape known as a catenary — the type of curve taken up by a chain hanging by its ends — which is easier to make, lighter and more efficient then an untwisted shape.
The lightness of the blade is also an important consideration, Webb said, as this reduces the centrifugal force acting on the blades as they spin. ‘We wanted a very high performance and because the centrifugal force is quite a high proportion of the structural loads the blades experience, the heavier the blade, the greater the centrifugal load. So we wanted something very, very light. We’ve been able to take the latest developments in pre-preg carbon fibre, working with people who design and make light aircraft. Our blades are 7m long, and they weigh about 4kg.’
The framework in which the Beacon’s five QR turbines sit was relatively simple to design, Marks said. ‘You need to get the turbines above the roofs, and in central London most of the buildings are below 50m in height, because of 1950s planning regulations. We worked with XCO2 and the structural engineers to get the optimum arrangement.’
The Beacon’s Y-shaped support structure is 40m high and each unit can generate some 50,000kWhr/yr.
The turbine is designed to be sited anywhere in the city with an appreciable wind, such as along major roads, banks of rivers and on roundabouts, and Marks is so confident of its potential he has proposed an ambitious scheme to site 6,650 around London in time for the 2012 Olympics. This, he argues, would meet half of the London Mayor’s target to generate 665GWhr/yr of electricity from renewable sources in a single step.
The scheme would include 600 Beacons along the length of the Thames; 1,800 around the M25 and 4,170 along major roads.
‘That’s four for every square kilometre or one for every 24 hectares,’ Marks said. ‘That’s not really a dense population, when you compare it to the number of bus stops or lamp posts on Transport for London’s roads.’
Marks said it is the efficiency of the design that allows a relatively small number of turbines to generate in excess of 330GWhr/yr.
‘To get the same amount of energy, you’d need 600,000 small building-mounted horizontal axis turbines and that’s never going to happen, is it? But you can imagine 6,650 Beacons. It’s an achievable target.’
At a cost of £100,000-150,000 per turbine, the total cost would be less than 10 per cent of the cost of the Olympics.
Some argument is to be expected about aesthetics but Marks believes the Beacon is an elegant design with a great deal of appeal. ‘On the skyline, they almost disappear — they look very light and airy. You need to consider the visual impact on the built heritage and access for installation and maintenance. But most people I’ve shown it to say it looks rather good.’
No decisions have yet been taken on the London proposal but the Beacon is ready for deployment, Marks said, and the need to harness renewable power is pressing.
‘This is something that needs to be done,’ he said. ‘Everyone agrees it needs to be done, and it can be done. We can do it — let’s get on with it.’
Uncategorized | Comment (0)Ford engineer says plug-in hybrid fuel-cell cars may reach market first
 |
|
|
|
|
|
|
|
Saturday, June 02, 2007
People ultimately will demand fuel-cell vehicles that provide the same performance and flexibility as conventional autos powered by internal-combustion engines, says Mujeeb Ijaz, Ford’s manager of fuel-cell vehicle engineering in Dearborn, Mich.
"You need to do all the requirements, including towing of trailers and boats and having the utility of a normal engine," he says.
But the duty cycle of conventional engines - lots of idling and hard acceleration under load - drastically cuts the lifespan of fuel cells at their current state of development.
So-called mild hybrids, whose fuel cells work like current hybrid cars to provide peak power, will eventually arrive.
But plug-in hybrids offer an elegant interim solution to getting people into fuel-cell vehicles, providing something close to normal range and a lifespan similar to normal engines.
"So I think that’s a second type of market, maybe the first commercially viable market because it’s got the greatest pull from the customer’s point of view," he says.
Plug-in hybrids - fuel-cell or not - are all the rage in green automotive circles.
The current crop of hybrids such as Ford’s Escape SUV and Toyota’s Prius sedan mate a small electric motor and battery pack to a conventional engine layout to provide either around-town electric drive or a kind of turbo boost to the gas motor.
Plug-in hybrids are essentially full-time electric vehicles that use a small conventional engine recharge a larger battery pack, drastically reducing emissions.
Substitute a fuel-cell for the internal-combustion engine and suddenly it becomes a pure zero-emission vehicle.
Fuel cells put hydrogen and air through a catalyst to produce electricity, with only heat and water as byproducts.
Ijaz says fuel cells are a good fit for plug-in hybrids because recharging the battery pack means running the fuel cell at a steady rate - not the performance peaks and valleys produced when actually driving the car.
And as the name implies, the vehicle can also be plugged into the owner’s house power to recharge its batteries at night.
"The fuel cell acts only as a backup power supply on the vehicle," he says. "It comes on when you need it to extend your range.
"But if you don’t need it to extend your range you just keep driving the vehicle, plugging it in and running it as an electric car."
With only a handful of hydrogen refuelling stations in California and no publicly accessible ones yet in British Columbia, Ijaz says plug-ins offer a way to get at least light-duty fuel-cell vehicles on the road sooner.
Sabina Russell, research and development project manager at Ballard Power Systems’ bus and automobile division, says fuel cells and batteries complement each other.
"We see this as having a potential to accelerate the commercialization of automotive fuel cells," she says.
Ford (NYSE:F) is showing off its HySeries plug-in hybrid prototype, based on its newest Edge crossover SUV, here this week as California Gov. Arnold Schwarzenegger visits Vancouver to promote the Hydrogen Highway initiative.
The Edge, which was driven here from Seattle, can travel its first 40 kilometres a day on battery power alone. It has a total range of 360 kilometres when the Ballard (TSX:BLD) fuel cell kicks in - still short of the 480 kilometres considered competitive with conventional vehicles.
Ford says the Edge HySeries delivers gasoline-equivalent fuel city/highway economy of 5.9 litres per 100 kilometres with zero emissions, and as little as three litres if the vehicle is driven less than 80 kilometres a day.
The HySeries frame under its Edge bodywork looks like a giant capital I with a long cylindrical hydrogen tank lying inside it. A lithium-ion battery pack and fuel cell hang off the sides and there are electric-drive units at either end.
Driving the Edge HySeries underscores how far fuel-cell cars have come from earlier lurching and wheezing prototypes.
It operates silently with only a little electric-motor whine under hard acceleration.
But while the Edge looks showroom ready, it isn’t.
Ford and its partner Ballard fall in line with its other competitors in forecasting fuel-cell cars will begin hitting dealers in the latter half of the next decade.
Large demonstration fleets in the hands of government and corporate users will be on the road before then.
"We have two critical steps that we have to get through that we currently haven’t accomplished," says Ijaz.
"One is we identify the right design that we’re going to commercialize and then we need to get the suppliers of that correct design lined up to build the factories that are necessary to start ramping up volume and bringing the cost down."
Engineers are getting the upper hand on factors such as durability, range and cold-weather starting, said Ijaz.
"We’re no longer at the point where we fear the technology is incapable," he says.
"But now we have to work on cost and so cost is the next main hurdle that we have to get over."
Running Cars on Hydrogen Made from Starch
A new way to make hydrogen from corn or potatoes could make fuel-cell vehicles more practical.
By Kevin Bullis
——————————————————————————————
Using a stew of enzymes culled from several organisms, researchers have developed a way to convert starch, available from numerous sources including corn and potatoes, into hydrogen gas at low temperatures and pressures. The method produces three times more hydrogen than an older enzymatic method does, suggesting that it might be practical to use such enzymes to produce hydrogen for fuel-cell vehicles.
While fuel-cell vehicles are appealing because they emit no pollutants, it’s been a challenge to find clean and affordable ways to produce, transport, and store hydrogen to fuel them. Most commonly, hydrogen is extracted from fossil fuels. Making hydrogen by electrolyzing water is energy intensive and can be expensive. The new system improves on other experimental methods for creating hydrogen from biomass by using low temperatures, making it potentially more convenient and energy efficient.
The researchers–from Virginia Tech, in Blacksburg, VA; Oak Ridge National Laboratory; and the University of Georgia, in Athens–combined 13 commercially available enzymes isolated from yeast, bacteria, spinach, and rabbit muscle. The work is available online in PLoS ONE, a journal published by the Public Library of Science. The hydrogen comes from two sources: the starch and the water used to oxidize the starch. The enzymes facilitate chemical reactions in which the water and starch can be completely converted into hydrogen and carbon dioxide, says Y. Percival Zhang, professor of biological systems at Virginia Tech. (The carbon dioxide released is offset by the carbon dioxide captured by plants that provide the starch.)
The new system produces a higher yield of hydrogen than previous experimental systems that used enzymes for converting sugars into hydrogen. But while the yield of hydrogen is high, so far the rates at which the gas is produced are extremely low. That’s in part because the researchers used off-the-shelf enzymes and have not optimized the system, Zhang says. The scientists’ next project will include analyzing each stage of the process in detail to find the rate-limiting steps.
For example, one of the enzymes may be producing a by-product that slows down later steps, says Michael Adams, professor of biochemistry and molecular biology at the University of Georgia. The researchers would then look for other enzymes, or modify current ones, to minimize the by-product. They will also look for enzymes that can operate at higher temperatures. "If you increase the temperature by 10 degrees, most times you can increase the reaction rate twofold," Zhang says.
One of the first applications of the system, Zhang says, could be generating hydrogen for fuel cells in portable electronics. The starch could be a safer way of storing energy than using methanol, a current leading option for such small fuel-cell systems. He estimates that it will take about six to eight years to improve the rates enough for such applications. Eventually, he hopes to use his process to solve one of the biggest current problems with hydrogen fuel-cell vehicles: fitting enough hydrogen on board to compete with gasoline-powered vehicles.
But some Department of Energy (DOE) officials doubt that the entire system will be light enough for onboard use. Sunita Satyapal, the hydrogen-storage team leader at DOE, notes that the researchers’ estimates do not include the weight of the water or the other equipment needed to produce the hydrogen. These things could more than double the weight of the system, she says, even if water produced by the fuel cell is recycled. The system will probably be too heavy to give the vehicle a driving range competitive with gasoline engines, suggests Satyapal.
She also notes that the rate of hydrogen production is now orders of magnitude lower than it would need to be for use in vehicles, and it will be very difficult, if not impossible, to sufficiently improve the rate.
But even if the new system is not useful as a way of producing hydrogen in a car, it eventually could prove useful for producing hydrogen at fueling stations. One of the challenges with hydrogen production is the cost of compressing and transporting hydrogen from central locations. On-site production using enzymes at filling stations, or even in people’s homes, could get around these issues. In such applications, the hydrogen production rate can be lower than it is aboard a vehicle, as the hydrogen can be produced around the clock in relatively large tanks.
Still, some are skeptical of the basic concept of using starch to create fuel. "Making food into hydrogen is not such a great idea," says John Deutch, a chemistry professor at MIT. Indeed, demand for corn to make ethanol is already increasing food prices. Using corn starch to make hydrogen could exacerbate the problem.
But Zhang notes that employing starch to make hydrogen would be a much better use of the available corn than turning it into ethanol: fuel cells can be three times more efficient than ethanol-burning internal combustion engines. Nevertheless, he sees starch as a temporary solution. Zhang is also developing a version of the process that starts with cellulose, found primarily in the nonfood parts of plants.
心理测验！
1.喝噁心綜合果汁500CC
2.愛的小手打大腿內側30下
3.殘酷的腳底按摩10分鐘
解析 :
1.選擇「喝噁心綜合果汁500CC」的朋友，你是為了合法「炒飯」而結婚，所以選了這個答案的人呢，你認為炒飯就是相愛的表現，但你又怕被人在後面指指點點，所以你認為結婚之後，就能夠名正言順的合法炒飯囉。
2.選擇「愛的小手打大腿內側30下」的朋友，你是為了結婚而結婚，因為觀念保守傳統的你，認為結婚是人生必經的過程，只要對方能夠很穩定，你就會很想跟他結婚。
3.選擇「殘酷的腳底按摩10分鐘」的朋友，你是為了有人聽你囉唆而結婚，因為認為夫妻一定要能夠分享情緒的你，沒有辦法跟不能交談的人相處，所以只要另外一半能夠傾聽你說話，你就會很感動的想要娶她或是嫁他喔！其實這類型的人很希望有一個精神伴侶，他覺得兩個人能夠一起成長、一起互相傾聽對方說話是件很棒的事。
WELCOME TO SOLAR 2007!
The National Solar Energy Conference is the largest and most inclusive solar and renewable energy conference in the U.S. each year. SOLAR 2007, taking place in Cleveland, Ohio, will explore the theme “Sustainable Energy Puts America to Work .” The National Solar Energy Conference combines a premiere technical conference, plenary and forum sessions exploring both the conference theme and the most timely topics of the day, a Renewable Energy Products and Services exhibit that showcases manufacturers, dealers, distributors, installers and other related businesses and services, and workshops, tours and special events of interest to professionals and consumers.
………………………………………………………………………………
A Letter from the SOLAR 2007 National Organizing Committee Chair
Don’t miss the 2007 National Solar Conference being held July 7 – 12 in Cleveland, Ohio at the Cleveland Convention Center in the heart of downtown. Often cited as a model for urban rebirth and known as the “Green City on a Blue Lake,” the city of Cleveland, located on the shores of Lake Erie, has truly lived up to its image as one of America’s great cities.
Cleveland’s success story today is fueled by an on-going commitment to sustainable growth and a global vision for the future. Come enjoy the world’s only Rock and Roll Hall of Fame and Museum, the Great Lakes Science Center, the best roller coasters in the world at Cedar Point or Geauga Lake, and the largest performance arts center outside of New York City at Playhouse Square. Visit many world-class treasures in University Circle, which is the largest concentration of cultural arts, medical and educational institutions. Or hit the outdoors by enjoying the largest park system in the nation with 14 metropark reservations, the Cuyahoga Valley National Park and the access to more lakeshore than any metropolitan area in the world.
Situated in this robust and industrialized setting, the SOLAR 2007 Conference will focus on the economic development opportunities with the growth of the renewable energy industry. The conference theme is “Sustainable Energy Puts America to Work”! and we’re proud to feature Rosie the Riveter on the conference logo. Targeting this theme for the first time, we will engage a diverse group of stakeholders with a “Can Do” attitude.
In Ohio, we are exploring the state’s enormous potential for job creation in manufacturing, distributing and installing clean energy technologies. Building upon the momentum from the SOLAR 2006 Conference focus on climate recovery and the vision of large-scale deployment of renewable energy, we will target opportunities that fuel our nation’s economic engine and continue our path to climate recovery. Working together, as Rosie says, “We Can Do It.”
Don’t forget to bring your family to this safe, culturally fascinating, top destination for summer vacations in the nation. Discover why Cleveland Rocks!
Bill Spratley
Executive Director, Green Energy Ohio
Chair, SOLAR 2007 National Organizing Committee
………………………………………………………………………………
更多的详情，可以参阅：
http://www.ases.org/solar2007/latest.htm
如果有机会，真想去！哈哈~~
Uncategorized | Comment (0)该忘了？
一直在想。。。真的忘了的好吗？
悠然记得那一场车祸。。。
虽然很多的画面遗失了，可是我想寻找的不是那个画面，而是，人为什么会把画面遗失了？
这一点困扰了我~我很想知道~
或许说我太多的疑问，可是。。。却还是想知道~
就在车撞向黑白分割线的时候，我就什么都不记得了。。。醒来的时候只知道自己已经躺在急救室的病床上~睁开眼的时候就像电视里拍得一样！还很模糊自己在哪里~
所有人我认为我没事，可是到底问题出在哪里？为什么我一点都记不得？
那时候睁开眼的那一刻，真的是无法形容！就像自己已经沉睡了好久！睁开眼，是晕的，是模糊的。。。
或许很多事情，还是不要有疑问的好，凡事心存感激就好了！
开始对人脑的记忆产生了兴趣！嘻嘻！！到底在输送的过程中，哪里出了错？嘻嘻！
对世界的事物，都觉得太奇妙了！嘻嘻！！
12星座桃花朵朵開》12星座結婚全攻略
六月結束，七月將至，又將有一批大學新鮮人畢業，有些人選擇跟大學攜手四年的男女朋友結婚，有些女生選擇等男友當完兵再說，更有些人覺得「匈奴不滅，何以為家？」，先搞好事業，鈔票要緊，也有些人覺得換了環境，也該換個對象，老猴子該玩新把戲了。那麼，各星座對結婚會有怎樣的心態呢？請從上升星座來參考：
■水象星座（雙魚、巨蟹、天蠍）：
象徵情感的水象星座最需要安全的感覺，而「婚姻與家庭」更是安定的象徵，因此，很多看似感情生活混亂的水象人（雙魚、巨蟹、天蠍），反而有「結婚狂」傾向，只是因為個人的完美主義，會因為一些小問題而挑三檢四，所以才放棄一次次的良緣，到最後反而弄得自己的感情生活一片烏煙瘴氣，如果能夠大而化之一點，或許老早就找到理想的另一半。
■火象星座（牡羊、獅子、射手）：
愛好自由、衝動、熱血的火象星座，反而是對婚姻最慎重其事的一群，因為他們自我中心而愛好自由，因此更加恐懼婚姻的來臨是否對生活產生破壞，因此，他們會做出慎密的思考，只是不同於水象人著重於物質，火象星座比較會考慮雙方思想與價值觀的異同，未來要如何相處才能保有雙方的自由空間，不過挑三挑四的結果，到頭來反而蹉跎不少良緣。
■風象星座（雙子、天秤、水瓶）：
以「聰明」和「無厘頭」見稱的風象星座，是最容易「閃電結婚」的一群人，凡事都有獨特見解的他們，經常是在熱戀期的某種情緒之下，就決定了終身大事，然後婚禮越快越好，巴不得結婚、訂婚、生產都在一天之內通通搞定，不過，他們的「結婚情緒」來得快也去得快，對婚姻的持久度與耐性更只像一杯咖啡、一支煙的長度，如果想要和他們結婚，千萬不能有多餘的考慮，必需打鐵趁熱，一次搞定，至於婚後如何，那就請你多拜菩薩或上帝了。
■土象星座（金牛、處女、魔羯）：
追求安定、平凡，講求現實的土象人，其實並沒有麼容易結婚，因為他們看重現實，安於責任，在有一定的金錢和事業基礎前，絕不敢冒然結婚，因此，不是他們花心，卻往往一拖再拖，伴侶一換再換，結不了就是結不了，其實，「經濟基礎」本來就是見仁見智，假使一個臺北人要有一棟房子來過安定生活，談何容易？更何況有了房子之後，「基礎」的標準更會越來越高，所以「大膽」或「瘋狂」才可以解決他們的婚姻大事。
當然，結婚不一定好，不結婚也不一定不好，只是婚姻畢竟是人生大事，一個想結，一個死都不結，更是件麻煩事，看看對方的星座，或許可以幫助你作出逼婚（擋婚）的完全攻略！
Why Chinese must not have English names
> > > > > > > > > > > > > > > > Anne Chang (Mandarin)- Dirty
> > > > > > > > > > > > > > > > Anne Chin (Mandarin) - Keep quiet
> > > > > > > > > > > > > > > > Faye Chen (Mandarin) - Dusty
> > > > > > > > > > > > > > > > Carl Cheng (Hokkien) - Buttock
> > > > > > > > > > Monica Cheng (Hokkien) - Touching your buttocks
> > > > > > > > > > > > > > > > Lucy Leow (Hokkien) - You are dead
> > > > > > > > > > > > > > > > Jane Tan (Mandarin) - Frying eggs
> > > > > > > > > > > > > > > > Suzie Leow (Hokkien) - Lost till death
> > > > > > > > > > > > > > > > Henry Mah (Mandarin) - Hate your mum
> > > > > > > > > > > > > > > > Corrine Tai (Hokkien) - Poor fellow
> > > > > > > > > > > > > > > > Paul Chan (Mandarin) - Bankrupt
> > > > > > > > > > > Nelson Tan (Mandarin) - Bird laying eggs
> > > > > > > > > > > > > > > > Leslie Tong (Mandarin) - Rubbish bin
> > > > > > > > > > > > > > > > Carmen Teng (Hokkien) - Leg hair long
> > > > > > > > > Connie Mah (Mandarin) - Call your mother
> > > > > > > > > > Danny See (Hokkien) - Squeeze you to death
> > > > > > > > > > > > > > > > Rosie Teng (Hokkien) - Screws and nails
> > > > > > > > > > > > > > > > Pete Tsai (Hokkien) - Nose droppings
> > > > > > > > > > > Macy Koh (Cantonese) - Never die before
> > > > > > > > > Michael Tan (Cantonese) - sell chicken eggs
> > > > > > > > > > > > > > > > pass around for some laughter*
yiruma-first love
开始喜欢yiruma….
这个要从哪里开始说起呢？哈哈~~
就是我的一个朋友，推荐我听“kiss the rain” 听了就觉得很喜欢~
重温了韩剧的剧情。。。嘻嘻！！
之前的韩剧真的好得没话说。。。可是最近为什么感觉有点失败了呢？或许是因为我最近都在看台湾偶像剧吧？嘿嘿~
说到台湾偶像剧，一定要提一提“换换爱”还有“放羊的星星”~哈哈~~一定要看哦！哈哈哈哈~~
那么今天就说说yiruma吧~因为那一首歌，我竟然去下载了很多yiruma的专辑！哈哈~~真的很好听！很棒！现在就是听着它，写着我的部落格~尤其到夜里的时候，听着它的歌，就会想到很多很多的东西~
只是音乐，却可以让你回想很多的过去~
或许是甜蜜的，或许是悲伤的。。。
不管怎样，那种心情就有你来整理啦！嘻嘻！
****************************************************************************
专辑介绍:
韩国最擅长用音乐描写都会爱情的Yiruma，用音乐在这个城市的角落与你一同守护爱情……
韩国都会男女爱情最佳音乐诠释者Yiruma，最热门韩剧《冬季恋歌》感人配乐原作，在细腻动人的旋律里，人们听到的是温暖，是柔情，也是伤感。2002艳惊法国坎城唱片大展，世界各国唱片公司争相代理。全程收录经典韩剧《冬季恋歌》配乐插曲!
“这是一张很棒的音乐，可说是一位韩籍音乐家晋升世界器乐领域的一大成功挑战。”
————-世界级mastering 工程师Ian Cooper 推荐
如果你喜欢钢琴，喜欢NEWAGE音乐，喜欢韩剧，喜欢《冬季恋歌》,那么你一定不要错过这张CD，在Yiruma的音乐中重温你的First Love!
Yiruma & First Love
1.I 我
我…
虽然深切地渴望与你相逢
但，现在的我为了自己
还是要放弃
可是…
（2001.7.20）
2.MAY Be 在五月
在五月
我期待能与你重新相逢
就像我们初次相见一般
就在五月
我有一个小小的期待
不知道那一天会不会再来
（2001.5.8）
3.Love Me 爱我
直到现在
我还是无法相信
你说要忘记我
你不再是我所认识的你
过去你曾经说过喜欢我
如果我会再爱上一个人
希望那个人永远不会是你
PS：这是我从前写的曲子。
我以前暂住的地方，巷子的角落有一家冰淇淋店，偶尔经过的时候，会买那家的冰来吃。
在很多冰淇淋当中，我最喜欢一种名叫‘Love Me’的冰淇淋，它其实并不甜，也不是特别的冰淇淋，但我却最爱这个冰淇 淋，因为它叫"Love me"
"Love me"是我很想从我最爱的你的口中所听到的一句话。
（2000.8.12）
4.River Flows In You 在你身上流动的河
就像江水流动一般
时间也在无声无息中流逝
已经快到凌晨四点了…
在这个时候
你也在某个地方和我一起度过时间的流逝
就好像我们共同看着江水流走一般
我觉得很庆幸
5.Passing By 擦身而过
我常想
也许有一天你会与我在人群中擦身而过
所以不管我去了哪里
我总是怀抱着这样的心情过日子
时间就在我的期待中
不知不觉地流失
我在想你的同时
与时间擦身而过
（2001.2.15）
6.It’s Your Day 属于你的日子
今天是单单为了你的一天
我多么期待这一天的到来
在今天
除了你以外的任何事我都不会想
我要阅读你写给我的每一封信
就好像我在读你的心一样
就在今天
我要把不好的回忆通通丢掉
今天是单单为了你的一天
（2001.8.30）
7.When The Love Falls 当爱来临 (“冬季恋歌”插曲)
当陷入爱情时
会先找上门的是颤抖
为什么呢
我想大概是因为害怕吧
（ 2001.9）
8.Left My Heart 我心已远离
我希望
当我们离别时有多少痛楚
再重逢时就能得到多少喜悦…
（2001.4.16）
9.Time Forgets 时间会遗忘
我相信随着时间的流逝
你的悲伤也将遗忘
（2001.10.12）
10.On The Way 在途中
走在路上
看着一对对亲密的恋人
就会觉得
自己好孤单
（2000.11.4）
11.Till I Find You直到我遇见你
不知道距离我们重逢
还剩下多少时间
也不知道
我们之间的距离是渐渐缩短 还是拉长呢…
这个答案
必须等到再见时才会明白
（2001.3.6）
12.If I Could See You Again 如果我们能再相遇
假如真有那么一天
我能再次见到你
我想
我一定会主动跟你打招呼
就像很久以前就认识的朋友一般
（2001.10.2）
13.Dream A Little Dream Of Me 梦里有我
即使是短短的时间
求你在你梦里与我见面
我会等你等到早晨的太阳叫醒你为止
（ 2001.2）
14.I… 我…
我…想跟你见面
15.Farewell 告别
这个时刻应该要与悲伤告别
Uncategorized | Comment (0)