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Low Carbon Energy System
Published in Atul Sharma, Amritanshu Shukla, Renu Singh, Low Carbon Energy Supply Technologies and Systems, 2020
Madhu Sharma, Debajyoti Bose, Tulika Banerjee
The energy discharged empowers hydrogen to go about as a fuel. In an electrochemical cell, that energy can be utilized with moderately high efficiency. Like electricity, hydrogen can be considered as a perfect energy carrier. In the long run, hydrogen will lessen the reliance on foreign oil and the emission of ozone harming substances and various other pollutants. As compared to any other normal fuel by weight, hydrogen has the highest energy content and also has the lowest energy content by volume [28]. Hydrogen is considered an energy carrier. In a structure, energy carriers are utilized to move, store, and convey the energy that can be effectively utilized. Electricity is the most notable case of an energy carrier. Hydrogen as a significant energy carrier, later on, has various preferences. For instance, an enormous volume of hydrogen can be effectively stored in various ways. Where it is hard to utilize electricity, hydrogen acts as a highly efficient and low-polluting fuel that can be utilized for various applications, such as, transportation, heating, and power generation in places. In certain examples, it is less expensive to dispatch hydrogen by pipeline than sending power over long separations by wire (Table 10.1).
Opportunities for Hydrogen Production from Urban/Industrial Wastewater in Bioelectrochemical Systems
Published in Sonia M. Tiquia-Arashiro, Deepak Pant, Microbial Electrochemical Technologies, 2020
Albert Guisasola, Juan Antonio Baeza, Antonella Marone, Éric Trably, Nicolas Bernet
How can we recover this energy? Energy carriers are moving toward more hydrogen-rich fuels (C, coal → -CH2-, oil → CH4, natural gas → H2, hydrogen), which together with the necessity to avoid carbon dioxide emissions, converts hydrogen to the energy carrier of the future. Hydrogen is a clean and renewable energy carrier that does not influence greenhouse gas emissions in its energy generation process and has a high combustion heat (122 kJ g−1) when compared to other possible fuels (methane 50.1 kJ g−1 or ethanol 26.5 kJ g−1). Finally, it is expected that the price of hydrogen will not be very fluctuating if it is produced from natural sources. Hydrogen, nowadays, is mainly produced by natural gas steam reforming, and therefore it cannot be considered either renewable or carbon-neutral fuel. Water electrolysis is an alternative, but it is energy consuming and remains a promising technology for a future with more available renewable energy.
Hydrogen
Published in Arumugam S. Ramadhas, Alternative Fuels for Transportation, 2016
Fernando Ortenzi, Giovanni Pede, Arumugam Sakunthalai Ramadhas
As far as potential energy from fossil fuels is concerned, it can be converted into usable energy either in a concentrated (power plants) or distributed (ICEs for vehicles, boilers for ambient heating, etc.) manner. The concentrated conversion has the advantage that the environmental pollution created during the process can be controlled much better in large than in small plants. Also conversion efficiency can be much higher, just to make a single example, fuel energy can be converted into electricity by modern combined-cycle power plants with efficiencies that reach 58% while the best automotive ICEs barely reach 40%. Moreover, concentrated conversion is made in places located far from densely populated urban areas and therefore the emissions produced can be distributed over very large areas before reaching large masses of persons, thus far reducing any public health impact from the emissions. It can be concluded that if an energy carrier is available that is able to transport energy into places of final utilization, and able to generate energy in the final form with negligible pollution, it can bring large environmental advantages.
Improved Dynamic Performance of the Fuel Cell-Fed Boost Converter Using Super Twisting Sliding Mode Control Strategy
Published in IETE Journal of Research, 2023
F. Punnya Priya, K. Latha, K. Ramya
Nowadays, the increase in electrical power demands and the limitations to fossil fuel resources, pave the way for the use of renewable energy resources. Out of them, Photovoltaic and wind energies are dependent on climatic conditions, whereas fuel cells (FC) are independent of climatic conditions and supply power as long as fuel is provided. Hydrogen, which is a possibly clean, environment-friendly energy carrier is used as a fuel in FC. Mostly in distribution systems, FC is installed normally close to the loads and due to this, they encounter frequent and large disturbances when the load changes [1]. The advantages of FC over other renewable energies and also the reason for interfacing the dc/dc converters along with FC are discussed in Ref. [2]. Despite its advantages, the low output voltage with an increase in load current paves the way for various control strategies applied to the dc converters interfaced with FC. Even though a high voltage ratio is easily achievable in a transformer-based converter, the requirements of weight, power density, cost and size in renewable energy applications make the transformerless dc-dc converter the best choice [3]. The nonlinear characteristics of FC as well as the non-minimum phase structure and highly nonlinear dynamics of the boost converter need a controller with adequate steady-state and transient performance. The durability of FC is affected by voltage reversals and fuel starvation [4]. Challenges are still there in cost cutting, improving performance and increasing the durability of FC, which can be solved by material selection [5].
Can the hydrogen economy concept be the solution to the future energy crisis?
Published in Australian Journal of Multi-Disciplinary Engineering, 2022
Hydrogen as a vehicular fuel and energy carrier. Where hydrocarbons can be substituted by hydrogen, reductions in CO2, particulates and nitrogen oxides emissions to the atmosphere will occur. Where hydrogen is used in a combustion engine (reciprocating pistons or gas-turbine) particulates will be formed from lubricant combustion and emitted through the exhaust, and given the high temperatures of hydrogen flame, some nitrogen oxides will also be in the exhaust. In the vehicle fuel schematic below (Figure 3), a vehicle is being designed and built to utilise hydrogen as a fuel. Other proponents are working on supplementing natural gas with up to 20% hydrogen (St. John 2020). (N.B. This would not be useful in any system that required combustion to liberate energy and use heat transfer by radiance, since hydrogen burns with virtually no useful radiance and the methane is only marginally more radiant.) The concept of hydrogen as a supplementary fuel is looked upon as a partial decarbonising procedure (St. John 2020).
Performance enhancement of camless air engine by optimising the inlet-valve cut-off position
Published in International Journal of Ambient Energy, 2022
Nikhilkumar Jagjivanbhai Chotai, Vivek Patel, Vimal Savsani, Motwani Karan
In view of energy density, compressed air tank energy is the function of tank volume and ambient and tank pressure. This limits the compressed air tank as a poor energy carrier compared to conventional fuel and rechargeable batteries. Greater energy storage is possible with high tank pressure, but it increases the losses in gas expansion. Andrew et al. worked on the drive cycle of vehicle performance and cost analysis and presented a detailed conclusion (Papson, Creutzig, and Schipper 2010). Performance matrices measured by standard European urban drive cycle (UDC) determine how much power is consumed at the wheel to operate a compressed air vehicle. The UDC also includes the three forces on the vehicle throughout the drive cycle: rolling cycle, which is constant; air resistance depending on the speed; and work to overcome inertia, which is the function of acceleration. The compression stage losses reported a fuel economy of 47 km per gallon gasoline equivalent with 1200 kg vehicle mass, 300 bar tank pressure and 53% expansion efficiency. This can be improved with the improvising engine efficiency.