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Academic literature on the topic 'Hydrogen as fuel Specifications Australia'

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Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Hydrogen as fuel Specifications Australia"

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Dicks, A. L., J. C. Diniz da Costa, A. Simpson, and B. McLellan. "Fuel cells, hydrogen and energy supply in Australia." Journal of Power Sources 131, no. 1-2 (May 2004): 1–12. http://dx.doi.org/10.1016/j.jpowsour.2003.11.079.

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Oh, Taek Hyun. "Design specifications of direct borohydride–hydrogen peroxide fuel cell system for space missions." Aerospace Science and Technology 58 (November 2016): 511–17. http://dx.doi.org/10.1016/j.ast.2016.09.012.

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Boretti, Alberto. "Fuel cycle CO2-e targets of renewable hydrogen as a realistic transportation fuel in Australia." International Journal of Hydrogen Energy 36, no. 5 (March 2011): 3290–301. http://dx.doi.org/10.1016/j.ijhydene.2010.12.071.

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O'Reilly, James, Clare Pope, and Amy Lomas. "Development of the clean hydrogen industry in Australia – a regulatory and fiscal roadmap for the fuel of the future." APPEA Journal 61, no. 2 (2021): 454. http://dx.doi.org/10.1071/aj20190.

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As Australia moves toward decarbonisation across all of its sectors, the production and use of clean hydrogen have emerged as a clear alternative. It is versatile, storable, transportable and, ultimately, a fuel source that is carbon free. Funding and policy announcements across State and Federal Governments for the hydrogen industry have built momentum in recent years, with projects already underway to address new uses for hydrogen, which are looking to improve the economics of production to meet the expected future demand not only here in Australia but also internationally. So, how can Australia lead the global shift to hydrogen and what is the regulatory and fiscal infrastructure needed to drive the development of the hydrogen industry in Australia? The key issues to be considered include the following: The need for government funding for development of the future uses of hydrogen to help build confidence and stimulate investment across the supply chain to enable commercialisation; Establishing an attractive investment environment for projects in Australia – not only the production of hydrogen but also for the supply chain infrastructure; Development of a certification scheme and Australia’s role in setting regional and/or international standards and Policy settings, including the necessary regulatory and fiscal reforms, relevant to support the period of transition to green hydrogen.
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Azharuddin, Dwi Arnoldi, Fenoria Putri, Kemas M. Fadhil Almakky, and M. Ivan Davala. "Study Analysis Fuel from Plastic Waste." International Journal of Research in Vocational Studies (IJRVOCAS) 1, no. 3 (December 23, 2021): 17–25. http://dx.doi.org/10.53893/ijrvocas.v1i3.59.

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The explosion of plastic-based waste (polymer) in the environment, as a result of its excessive use, so that this phenomenon causes damage to environmental ecosystems, water absorption is not optimal causes flooding, and polluting nutrients in the soil. Plastic is a polymer compound composed of the main elements, namely carbon and hydrogen. The best results in this study by using this tool have a physical appearance: yellow like premium fuel type "1.0" (color test results using the ASTM D1500 method), very pungent smelling liquid, thicker when compared to premium fuel types. And has specifications: Density value of 786.4 kg/m3, Sulfur Content 0.003% m/m, water content 282 ppm, CCI 53.4.
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Hoque, Najmul, Wahidul Biswas, Ilyas Mazhar, and Ian Howard. "Sustainability Implications of Using Hydrogen as an Automotive Fuel in Western Australia." Journal of Energy and Power Technology 2, no. 3 (July 31, 2020): 1–17. http://dx.doi.org/10.21926/jept.2003013.

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Kritzinger, Niel, Ravi Ravikumar, Sunil Singhal, Katie Johnson, and Kakul Singh. "Blue hydrogen production: a case study to quantify the reduction in CO2 emission in a steam methane reformer based hydrogen plant." APPEA Journal 59, no. 2 (2019): 619. http://dx.doi.org/10.1071/aj18164.

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In Australia, and globally, hydrogen is primarily produced from natural gas via steam methane reforming. This process also produces CO2, which is typically vented to the atmosphere. Under this configuration, the hydrogen produced is known as grey hydrogen (carbon producing). However, if the CO2 from this process is captured and stored after it is produced, the hydrogen product is CO2-neutral, or ‘blue hydrogen’. To enable production of blue hydrogen from existing natural gas steam methane reformers (SMRs) in Australia, gasification of biomass/bio waste can be utilised to produce fuel gas for use in a SMR-based hydrogen plant, and the CO2 in the shifted syngas can be removed as pure CO2 either for sequestration, enhanced oil recovery, or enhanced coal bed methane recovery. Australian liquefied natural gas that is exported and utilised as feedstock to existing SMRs in other countries can incorporate carbon emission reduction techniques for blue hydrogen production. The use of bio-derived syngas as fuel will generate hydrogen with only bio-derived CO2 emissions. Additional carbon credit can be obtained by replacing petrol or diesel consuming automobiles with fuel cell vehicles powered by hydrogen derived from gasification of biomass.
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Bethoux, Olivier. "Hydrogen Fuel Cell Road Vehicles: State of the Art and Perspectives." Energies 13, no. 21 (November 9, 2020): 5843. http://dx.doi.org/10.3390/en13215843.

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Driven by a small number of niche markets and several decades of application research, fuel cell systems (FCS) are gradually reaching maturity, to the point where many players are questioning the interest and intensity of its deployment in the transport sector in general. This article aims to shed light on this debate from the road transport perspective. It focuses on the description of the fuel cell vehicle (FCV) in order to understand its assets, limitations and current paths of progress. These vehicles are basically hybrid systems combining a fuel cell and a lithium-ion battery, and different architectures are emerging among manufacturers, who adopt very different levels of hybridization. The main opportunity of Fuel Cell Vehicles is clearly their design versatility based on the decoupling of the choice of the number of Fuel Cell modules and hydrogen tanks. This enables manufacturers to meet various specifications using standard products. Upcoming developments will be in line with the crucial advantage of Fuel Cell Vehicles: intensive use in terms of driving range and load capacity. Over the next few decades, long-distance heavy-duty vehicles and fleets of taxis or delivery vehicles will develop based on range extender or mild hybrid architectures and enable the hydrogen sector to mature the technology from niche markets to a large-scale market.
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Petter, Ryan, and Wallace E. Tyner. "Technoeconomic and Policy Analysis for Corn Stover Biofuels." ISRN Economics 2014 (February 4, 2014): 1–13. http://dx.doi.org/10.1155/2014/515898.

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Conventional fossil fuels dominate the marketplace, and their prices are a direct competitor for drop-in biofuels. This paper examines the impact of fuel selling price uncertainty on investment risk in a fast pyrolysis derived biofuel production facility. Production cost specifications are gathered from previous research. Monte Carlo analysis is employed with uncertainty in fuel selling price, biomass cost, bio-oil yield, and hydrogen price parameters. Experiments reveal that fuel price has a large impact on investment risk. A reverse auction would shift risk from the private sector to the public sector and is shown to be more effective at encouraging private investment than capital subsidies for the same expected public cost.
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Arnott, James, and Nadia Leibbrandt. "A hydrogen future?" APPEA Journal 60, no. 2 (2020): 385. http://dx.doi.org/10.1071/aj19088.

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Hydrogen is emerging as an alternate carrier of energy. It has the potential to play a key role in the decarbonisation of the energy sector. Governments around the world and in Australia are signalling interest in moving the hydrogen economy forward. Current efforts are focused on developing hydrogen visions and strategies, supported by investments and partnerships with industry to progress technology and unlock the barriers across the hydrogen value chain. KPMG has worked with CSIRO, ATCO Gas and the Australian Renewable Energy Agency (ARENA) in the development of a Hydrogen City tool (H2City Tool) (available for public download from the ARENA website). The H2City Tool assists users with screening communities that may be suitable for transitioning to a hydrogen-based energy future and provides two broad pathways: a hydrogen pathway and an electrification pathway, allowing a relative comparison to be made between these options. This abstract provides a summary of outcomes arising from analysis performed by KPMG using the H2City Tool, which illustrates the conditions and viability of several pathways to convert to a hydrogen-based energy future. These pathways were: Scenario 1 – converting a large metropolitan community to hydrogen; Scenario 2 – adopting hydrogen to fuel transport at scale; Scenario 3 – adopting hydrogen in electricity grid firming at scale; and Scenario 4 – adopting the concept of hydrogen hubs in regional Australia.
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Dissertations / Theses on the topic "Hydrogen as fuel Specifications Australia"

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Ally, Jamie. "Life cycle assessment and life cycle costing of hydrogen fuel cell, natural gas, and diesel bus transportation systems in Western Australia." Thesis, Ally, Jamie (2015) Life cycle assessment and life cycle costing of hydrogen fuel cell, natural gas, and diesel bus transportation systems in Western Australia. PhD thesis, Murdoch University, 2015. https://researchrepository.murdoch.edu.au/id/eprint/32053/.

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Hydrogen fuel cell systems have many characteristics which are attractive for the heavyduty transport industry, including complementarity with electric vehicles and a cross-benefit from developments in batteries and electric drivetrains. Fuel cells may find their niche in the electrification of heavy-duty drivetrains, where zero emissions are desirable and where duty cycle or payload requirements exceed the capabilities of battery-only vehicles. Three hydrogen fuel cell buses (HFCBs) were trialled in Perth from 2004 to 2007. Life Cycle Assessment (LCA) and Life Cycle Cost (LCC) models were developed based on primary data. The LCA and LCC determine the overall environmental, energetic and economic performance of each technology by enumerating all phases of the complete transportation system including the fuel infrastructure, bus manufacturing, operation, and end-of-life disposal. LCA’s of the existing diesel and natural gas transportation systems were developed in parallel. In 2013 Transperth introduced a diesel-electric hybrid bus, which was incorporated in the study. International state-of-the-art HFCB data was also collected and modelled to determine the performance of a next-generation fleet in Perth. HFCB and Diesel-electric Hybrid technologies are compared to the baseline performance of the current Diesel bus fleet operating in Perth. The HFCB is modelled for several Australian hydrogen production pathways, and finds that electrolysis using grid electricity would increase emissions dramatically across all impact categories, while hydrogen from natural gas reforming provides a modest improvement. Electrolysis from wind dramatically reduces total emissions. The diesel-electric hybrid achieves a significant emissions reduction. However, the LCC finds that both the diesel-electric hybrid and the HFCB are far from costcompetitive with Diesel on a Total Cost of Ownership basis. An uncertainty analysis quantifies the potential LCA error, and several sensitivity analyses are used to understand the key factors that dominate the LCA and LCC outcomes, the breakeven points, and areas for further research.
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Jegathala, Krishnan Kannan. "Implementation of Renewable Energy to Reduce Carbon Consumption and Fuel Cell as a Back-up Power for National Broadband Network (NBN) in Australia." Thesis, 2013. https://vuir.vu.edu.au/25679/.

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A reliable power is paramount and loss of power to communication equipment can mean loss of service to clients and loss of millions of dollars to industries. Also, climate is changing; greenhouse gas emissions from human activity are the major cause for global warming.
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Book chapters on the topic "Hydrogen as fuel Specifications Australia"

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A. Lloyd, Stephen, Luke L.B.D. Lloyd, and W. J. Atteridge. "Hydrogen as a Rail Mass Transit Fuel." In Railway Transport Planning and Management [Working Title]. IntechOpen, 2021. http://dx.doi.org/10.5772/intechopen.99553.

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There is a continually growing need for mass transport and along with customer desire for greater comfort and speed, its consumption of energy will grow faster still. The fiscal cost of energy plus global warming has spurred efficiency improvement and thoughts now concentrate on fuels. In the UK for major lines for trains, this is electricity generated in a benign fashion in large facilities nominally remote from the train and track. Electric trains tend to be lighter, hence more efficient and demand less maintenance than their diesel counterpart. Similar arguments, including pollution emissions apply to city mass transit systems. For medium density and lower density routes, whether fuel cells or the next generation of IC or GT engines are employed, hydrogen is a prime energy candidate and here we examine its feed, production, distribution, and application, including generator location. Hydrogen from steam hydrocarbon reformers have even been installed in ships. Other countries have similar desires to those of the UK, including Saudi Arabia, but their problems are different and outline examples from Australia and Saudi Arabia are included.
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Conference papers on the topic "Hydrogen as fuel Specifications Australia"

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Verhasselt, Eric, Cornelius Macfarland, Imoleayo Abel, Raundi Quevedo, and Nelson Macken. "Design, Construction, and Testing of a Hydrogen Fuel Cell Powered Vehicle." In ASME 2014 12th International Conference on Fuel Cell Science, Engineering and Technology collocated with the ASME 2014 8th International Conference on Energy Sustainability. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/fuelcell2014-6488.

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We have designed, built and tested a hydrogen fuel cell powered vehicle. The vehicle was constructed to specifications set forth for an international competition, which challenges high schools and universities to build and test energy efficient vehicles. We use a commercially available polymer exchange membrane (PEM) fuel cell system with a maximum output of 1.2 kW (1.6HP). The three-wheeled vehicle has a welded frame design utilizing aluminum square tubular components, an Ackermann steering system and an aerodynamically efficient hand-molded fiberglass body. A hub motor/controller powers the single rear wheel. Vehicle performance was determined in the laboratory. Performance curves for fuel consumption, torque and efficiency are presented. The vehicle successfully competed in the hydrogen fuel cell division of the competition.
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Bawa, Daljit, and Jake DeVaal. "Application of Certification/Safety Experience Gained in Fuel Cell Public Transportation With Buses Towards Marine Applications of Fuel Cells." In ASME/USCG 2010 2nd Workshop on Marine Technology and Standards. American Society of Mechanical Engineers, 2010. http://dx.doi.org/10.1115/mts2010-0202.

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Fuel cells with hydrogen fuel have now been demonstrated in public transportation for over 15 years worldwide. During this time Ballard-powered fuel cell buses have clocked more than 300,000 hours while accumulating over 5 million kilometers. These public transport buses have been certified and homologated in the USA, Europe, Australia and China. While certification agencies such as TUV, CHP, NHTSA, and other local governing bodies have been involved with the approval process for ensuring safety of personnel and equipment, the components themselves have met stringent requirements of NFPA, NGV, SAE, ASME, ANSI and other governing organizations. This paper highlights the various standards and safety concepts used in the approval process of public transportation using fuel cell buses. Since marine ferries involve movement of personnel, it is recommended that many of the requirements used for public buses can be easily adapted for marine applications of fuel cells. Paper published with permission.
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Bradley, Thomas H., Blake A. Moffitt, Dimitri Mavris, and David E. Parekh. "Validated Modeling and Synthesis of Medium-Scale Polymer Electrolyte Membrane Fuel Cell Aircraft." In ASME 2006 4th International Conference on Fuel Cell Science, Engineering and Technology. ASMEDC, 2006. http://dx.doi.org/10.1115/fuelcell2006-97233.

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This paper describes a methodology for design and optimization of a polymer electrolyte membrane (PEM) fuel cell unmanned aerial vehicle (UAV). The focus of this paper is the optimization of the fuel cell propulsion system and hydrogen storage system for a baseline aircraft. Physics-based models, and experimentally-derived sub-system performance data are used to characterize the performance of each configuration within a design space. The results of aircraft synthesis and performance modeling routines are used to create response surface equations where tradeoffs among component specifications can be explored. Significant tradeoffs between fuel cell performance, hydrogen storage and aircraft aerodynamic and propulsion system design are presented. Validation and test results from a proof-of-concept fuel cell UAV propulsion system are presented. Validated models of the fuel cell and aircraft systems are used to predict the performance of fuel cell UAVs at the scale of the baseline aircraft.
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Shi, Jun, Biao Cheng, Jiepu Li, Mingdao Sun, Xin Li, and Xiang Li. "Research on Standard Comparison of Hydrogen Cycling Test Method for On-Board Composite Hydrogen Storage Cylinders." In ASME 2022 Pressure Vessels & Piping Conference. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/pvp2022-84610.

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Abstract As one of the key components of Hydrogen Fuel Cell Vehicles (HFCVs), on-board composite hydrogen storage cylinder has developed rapidly in recent years. Hydrogen cycling test is an important means to test the anti-fatigue, bottle mouth leakage, and anti-hydrogen permeability of the tank of the on-board hydrogen storage cylinder. Therefore, a series of technical specifications and standards of different countries have been issued to specify the performance indexes and evaluation methods of hydrogen cycling test of vehicle composite hydrogen storage cylinders. This paper compared and analyzed the differences of hydrogen cycling test methods of vehicle composite hydrogen storage cylinders in various standards from the aspects of test objects, upper and lower limits of circulating pressure, hydrogen charging rate, filling time, gas temperature, hydrogen decompression rate, cycle times and qualified indexes. It was discussed that the relationship between gas temperature in cylinder/hydrogen charging rate/filling time, decompression rate, and qualification criteria of leakage/penetration test at extreme temperature, and it was found that the gas temperature, hydrogen charging rate, and filling time specified in the standard could not provide enough guidance for the practical operation, the upper limit of hydrogen decompression rate was not clear, and the qualified index of leakage/penetration test under extreme temperature needs to be further studied. The results of this study can provide a reference for the hydrogen cycling in Chinese standards for vehicle composite hydrogen storage cylinders in China.
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Yang, Yee-Pien, Fu-Cheng Wang, Hsin-Ping Chang, Ying-Wei Ma, Chih-Wei Huang, and Biing-Jyh Weng. "Proton Exchange Membrane Fuel Cell System Identification and Control: Part I — System Dynamics, Modeling and Identification." In ASME 2006 4th International Conference on Fuel Cell Science, Engineering and Technology. ASMEDC, 2006. http://dx.doi.org/10.1115/fuelcell2006-97119.

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This paper consists of two parts to address a systematic method of system identification and control of a proton exchange membrane (PEM) fuel cell. This fuel cell is used for communication devices of small power, involving complex electrochemical reactions of nonlinear and time-varying dynamic properties. From a system point of view, the dynamic model of PEM fuel cell is reduced to a configuration of two inputs, hydrogen and air flow rates, and two outputs, cell voltage and current. The corresponding transfer functions describe linearized subsystem dynamics with finite orders and time-varying parameters, which are expressed as discrete-time auto-regression moving-average with auxiliary input models for system identification by the recursive least square algorithm. In experiments, a pseudo random binary sequence of hydrogen or air flow rate is fed to a single fuel cell device to excite its dynamics. By measuring the corresponding output signals, each subsystem transfer function of reduced order is identified, while the unmodeled, higher-order dynamics and disturbances are described by the auxiliary input term. This provides a basis of adaptive control strategy to improve the fuel cell performance in terms of efficiency, transient and steady state specifications. Simulation shows the adaptive controller is robust to the variation of fuel cell system dynamics.
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Undavalli, Vamsikrishna, Jerry Hamilton, Emamode Ubogu, Ihab Ahmed, and Bhupendra Khandelwal. "Impact of HEFA Fuel Properties on Gaseous Emissions and Smoke Number in a Gas Turbine Engine." In ASME Turbo Expo 2022: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/gt2022-82201.

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Abstract The study aims to establish the behavior of hydro processed esters and fatty acids (HEFA), as a type of alternative fuel with a conventional Jet A-1 as a reference fuel using a GTCP85 aircraft auxiliary power unit (APU). The research evaluates the impact of fuel properties on emissions using HEFA (blends in 18 proportions) and Jet A-1. With increasing HEFA proportions in the fuel, it is observed that reduction of gaseous emissions is not absolute. No specific trend of gaseous emissions reduction, in terms of aromatic and hydrogen content, were observed for the 18 blend ratios tested. For 50:50 blend of HEFA and Jet A-1, which meets current American Society for Testing and Materials (ASTM) specifications D7566 as drop-in fuel to D1655, the average reduction of NOX, CO, UHC emissions in PPM are ∼ 40%, 18%, and 28%, respectively. In contrast, no significant difference observed in CO2 emissions as compared with Jet A-1. Furthermore, the smoke number is proportional to the aromatic fuel content, fuel density (at 15°C), and carbon content irrespective of load condition. Conversely, the smoke number tends to be inversely proportional to the hydrogen, Sulphur, iso-paraffinic, and heat content of the fuel. Finally, these findings will contribute to the knowledge of fuel properties on impact engine performance and emissions as the aviation industry moves towards 100% SAFs.
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Liu, Jianxin, Tiebiao Zhao, and YangQuan Chen. "Maximum Power Point Tracking of Proton Exchange Membrane Fuel Cell With Fractional Order Filter and Extremum Seeking Control." In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-46633.

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Proton Exchange Membrane FC (PEMFC) is widely recognized as a potentially renewable and green energy source based on hydrogen. Maximum power point tracking (MPPT) is one of the most important working conditions to be considered. In order to improve the searching performance such as convergence and robustness under disturbance and uncertainty, a kind of fractional order low pass filter (FOLPF) is applied for the MPPT controller design based on general Extremum Seeking Control (ESC). The controller is designed with FOLPF and high pass filter (HPF) substituting the normal LPF and HPF in the original ESC design. With this FOLPF ESC, better convergence and smooth performance is gained while maintaining the robust specifications. Simulation results are included to validate the proposed new FOLPF ESC scheme under disturbance and comparisons between FOLPF ESC and general ESC method are also provided.
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Najjar, Yousef S. H., and Riad M. Droubi. "Prediction of Gas Turbine Combustor-Liner Temperature." In ASME 1987 International Gas Turbine Conference and Exhibition. American Society of Mechanical Engineers, 1987. http://dx.doi.org/10.1115/87-gt-177.

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Broadening of fuel specifications decreases the hydrogen content and increases the aromatics and final boiling point. The cumulative effect will be an increase in soot formation hence flame radiation which affects flame tube durability. In this work an analytical study is made where empirical formulae are developed for luminosity, radiation and convection at idle and full load conditions. These equations predict combustor liner temperature with high degree of agreement with previous experimental work.
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Siefert, Nicholas, Dushyant Shekhawat, Randall Gemmen, Edward Robey, Richard Bergen, Daniel Haynes, Kevin Moore, Mark Williams, and Mark Smith. "Operation of a Solid Oxide Fuel Cell on Biodiesel With a Partial Oxidation Reformer." In ASME 2010 8th International Conference on Fuel Cell Science, Engineering and Technology. ASMEDC, 2010. http://dx.doi.org/10.1115/fuelcell2010-33326.

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The National Energy Technology Laboratory’s Office of Research & Development (NETL/ORD) has successfully demonstrated the operation of a solid oxide fuel cell (SOFC) using reformed biodiesel. The biodiesel for the project was produced and characterized by West Virginia State University (WVSU). This project had two main aspects: 1) demonstrate a catalyst formulation on monolith for biodiesel fuel reforming; and 2) establish SOFC stack test stand capabilities. Both aspects have been completed successfully. For the first aspect, in–house patented catalyst specifications were developed, fabricated and tested. Parametric reforming studies of biofuels provided data on fuel composition, catalyst degradation, syngas composition, and operating parameters required for successful reforming and integration with the SOFC test stand. For the second aspect, a stack test fixture (STF) for standardized testing, developed by Pacific Northwest National Laboratory (PNNL) and Lawrence Berkeley National Laboratory (LBNL) for the Solid Energy Conversion Alliance (SECA) Program, was engineered and constructed at NETL. To facilitate the demonstration of the STF, NETL employed H.C. Starck Ceramics GmbH & Co. (Germany) anode supported solid oxide cells. In addition, anode supported cells, SS441 end plates, and cell frames were transferred from PNNL to NETL. The stack assembly and conditioning procedures, including stack welding and sealing, contact paste application, binder burn-out, seal-setting, hot standby, and other stack assembly and conditioning methods were transferred to NETL. In the future, fuel cell stacks provided by SECA or other developers could be tested at the STF to validate SOFC performance on various fuels. The STF operated on hydrogen for over 1000 hrs before switching over to reformed biodiesel for 100 hrs of operation. Combining these first two aspects led to demonstrating the biodiesel syngas in the STF. A reformer was built and used to convert 0.5 ml/min of biodiesel into mostly hydrogen and carbon monoxide (syngas.) The syngas was fed to the STF and fuel cell stack. The results presented in this experimental report document one of the first times a SOFC has been operated on syngas from reformed biodiesel.
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McCormick, John L. "High Temperature Reactor: Driving Force to Convert CO2 to Fuel." In Fourth International Topical Meeting on High Temperature Reactor Technology. ASMEDC, 2008. http://dx.doi.org/10.1115/htr2008-58132.

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The rapidly increasing cost of petroleum products and uncertainty of long-term supply have prompted the U.S. military to aggressively pursue production of alternative fuels (synfuels) such as coal-to-liquids (CTL). U.S. Air Force is particularly active in this effort while the entire military is involved in simultaneously developing fuel specifications for alternative fuels that enable a single fuel for the entire battle space; all ground vehicles, aircraft and fuel cells. By limiting its focus on coal, tar sands and oil shale resources, the military risks violating federal law which requires the use of synfuels that have lifecycle greenhouse gas emissions less than or equal to emissions from conventional petroleum fuels. A climate-friendly option would use a high temperature nuclear reactor to split water. The hydrogen (H2) would be used in the reverse water gas shift (RWGS) to react with carbon dioxide (CO2) to produce carbon monoxide (CO) and water. The oxygen (O2) would be fed into a supercritical (SC) coal furnace. The flue gas CO2 emissions would be stripped of impurities before reacting with H2 in a RWGS process. Resultant carbon monoxide (CO) is fed, with additional H2, (extra H2 needed to adjust the stoichiometry: 2 moles H2 to one mole CO) into a conventional Fischer-Tropsch synthesis (FTS) to produce a heavy wax which is cracked and isomerized and refined to Jet Propulsion 8 (JP-8) and Jet Propulsion 5 (JP-5) fuels. The entire process offers valuable carbon-offsets and multiple products that contribute to lower synfuel costs and to comply with the federal limitation imposed on synfuel purchases. While the entire process is not commercially available, component parts are being researched; their physical and chemical properties understood and some are state-of-the-art technologies. An international consortium should complete physical, chemical and economic flow sheets to determine the feasibility of this concept that, if pursued, has broad applications to military and civilian aviation fleets and freight-hauling diesel engines.
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