PEM fuel cells show outstanding advantages for air-independent propulsion on submarines. Siemens has developed 30-40kW and 120kW PEM fuel cell modules that have been installed on German submarines of the U212A and planned for the U214 class. The fuel cell modules generate electric power through a chemical reaction between hydrogen and oxygen with high efficiency and no pollutant emissions.
Benefits of Upgrading the Overhead Line of a DC Railway Line in the NetherlandsLeonardo ENERGY
Highlights:
* Major improvements were seen in the upgrade from 500 to 800 mm².
* Upgrading to 1000 mm² is still attractive, but payback period and internal rate of return are less favourable.
* Energy consumption of the track decreased by 6%.
* Optimisation of conductor size should become standard in design of traction power supply systems.
* Such optimization requires a simulation study.
Welcome to International Journal of Engineering Research and Development (IJERD)IJERD Editor
journal publishing, how to publish research paper, Call For research paper, international journal, publishing a paper, IJERD, journal of science and technology, how to get a research paper published, publishing a paper, publishing of journal, publishing of research paper, reserach and review articles, IJERD Journal, How to publish your research paper, publish research paper, open access engineering journal, Engineering journal, Mathemetics journal, Physics journal, Chemistry journal, Computer Engineering, Computer Science journal, how to submit your paper, peer reviw journal, indexed journal, reserach and review articles, engineering journal, www.ijerd.com, research journals,
yahoo journals, bing journals, International Journal of Engineering Research and Development, google journals, hard copy of journal
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
Benefits of Upgrading the Overhead Line of a DC Railway Line in the NetherlandsLeonardo ENERGY
Highlights:
* Major improvements were seen in the upgrade from 500 to 800 mm².
* Upgrading to 1000 mm² is still attractive, but payback period and internal rate of return are less favourable.
* Energy consumption of the track decreased by 6%.
* Optimisation of conductor size should become standard in design of traction power supply systems.
* Such optimization requires a simulation study.
Welcome to International Journal of Engineering Research and Development (IJERD)IJERD Editor
journal publishing, how to publish research paper, Call For research paper, international journal, publishing a paper, IJERD, journal of science and technology, how to get a research paper published, publishing a paper, publishing of journal, publishing of research paper, reserach and review articles, IJERD Journal, How to publish your research paper, publish research paper, open access engineering journal, Engineering journal, Mathemetics journal, Physics journal, Chemistry journal, Computer Engineering, Computer Science journal, how to submit your paper, peer reviw journal, indexed journal, reserach and review articles, engineering journal, www.ijerd.com, research journals,
yahoo journals, bing journals, International Journal of Engineering Research and Development, google journals, hard copy of journal
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
H2 energy storage presentation to russian acad of sciences oct 99 aGlenn Rambach
Description of hydrogen energy storage options for intermittent renewable sources. Presented to Russian Academy of Sciences - US DOE International Seminar on Fuel Cell Technology, Oct 12-14, 1999
STUDY OF 1.26 KW – 24 VDC PROTON EXCHANGE MEMBRANE FUEL CELL’S (PEMFC’S) PARA...ecij
The eternally intensifying exigency for electrical energy and the mount in the electricity expenditures due
to the recent transience of the oil charges over and above to the desensitizing of the air standard resulting
from the ejections of the obtaining energy transmutation devices have amplified exploration into substitute
renewable proveniences of electrical energy. In today, there are six antithetical types of fuel cell
technologies attainable – molten carbonate fuel cells; phosphoric acid fuel cells; solid oxide fuel cells;
alkaline fuel cells; polymer electrolyte membrane fuel cells and direct methanol-air fuel cells. Polymer
electrolyte membrane (PEM) fuel cells – also known proton exchange membrane fuel cells, which are one
of the uncomplicated types of fuel cell. PEMFC’s output power is unpredicted on nonlinearly on its output
voltage and current. The output current of a proton exchange membrane fuel cell stack relies on the load
located on that particular stack. This paper presents a 1.26 kW -24 Vdc PEMFC system and DC – DC
boost converter topology used in 1.26 kW PEM fuel cell to fortify that the zenith obtainable output power
from a PEM membrane fuel cell is distributed to a load during a power outage bridging the start-up time
and to optimize the health of the fuel cell membrane stack. A 1.26 kW – 24 Vdc PEMFC system is
considered in this study as well as investigate how the output behaves.
Today, the transportation sector has undergone a change from conventional vehicle to hybrid electric vehicle especially land-based with the aim to reduce fuel consumption and emissions. However, water transportation is also one of the contributors of excessive use of fuel and emissions. Therefore, water transport needs changes as it has been done on land transport, especially cars. In this paper, plug in hybrid electric recreational boat (PHERB) is introduced. PHERB is a special model because in PHERB powertrain configuration, it only needed one EM compared to existing configuration with energy management strategy (EMS). In this work, the optimal EMS for PHERB are presented via genetic algorithm (GA). To estimate the fuel economy and emissions, the model of PHERB is employed numerically in the MATLAB/SIMULINK environment with a special EMS using Kuala Terengganu (KT) river driving cycle. Simulation result of PHERB optimization using GA improve to 15% for KT river driving cycles without violating the PHERB performance.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
The performance expectations for commercial wind turbines, from a variety of geograph- ical regions with differing wind regimes, present significant techno-commercial challenges to manufacturers. The determination of which commercial turbine types perform the best under differing wind regimes can provide unique insights into the complex demands of a concerned target market. In this paper, a comprehensive methodology is developed to explore the suitability of commercially available wind turbines (when operating as a group/array) to the various wind regimes occurring over a large target market. The three major steps of this methodology include: (i) characterizing the geographical variation of wind regimes in the target market, (ii) determining the best performing turbines (in terms of minimum COE accomplished) for different wind regimes, and (iii) developing a metric to investigate the performance-based expected market suitability of currently available tur- bine feature combinations. The best performing turbines for different wind regimes are determined using the Unrestricted Wind Farm Layout Optimization (UWFLO) method. Expectedly, the larger sized and higher rated-power turbines provide better performance at lower average wind speeds. However, for wind resources higher than class-4, the perfor- mances of lower-rated power turbines are fairly competitive, which could make them better choices for sites with complex terrain or remote location. In addition, turbines with direct drive are observed to perform significantly better than turbines with more conventional gear-based drive-train. The market considered in this paper is mainland USA, for which wind map information is obtained from NREL. Interestingly, it is found that overall higher rated-power turbines with relatively lower tower heights are most favored in the onshore US market.
Sizing Optimization of Stand-Alone Wind Power System Using Hybrid Energy Stor...ijsrd.com
In this study, the hydrogen production potential and costs by using wind/electrolysis system were considered. In order to evaluate costs and quantities of produced hydrogen, number of wind-turbines and hub heights are considered as the variable Levelized cost of electricity method was used in order to determine the cost analysis of wind energy and hydrogen production. The results of calculations brought out that the electricity costs of the wind turbines and hydrogen production costs of the electrolyzers are decreased with the increase of turbine hub height. The maximum hydrogen production quantity was obtained 1420KWh/year.
Investigation on Chassis Dynamometer with Capability to Test Regenerative Bra...IJPEDS-IAES
An investigation-based approach to a bidirectional power flow method for
testing regenerative braking function on a chassis dynamometer is presented.
The requirements and specifications for capability to test regenerative
braking function of Electric Vehicle (EV) emulated by using a bidirectional
chassis dynamometer are discussed. The dynamometer emulates road load
conditions during testing, and regenerative braking is able to test their
function while the vehicle is in deceleration condition. Performances of
power requirement are illustrated and translated into sequence diagram. It is
shown that the proposed topology is particularly advantageous in generating
and regenerating power for energy consumption. The overview of
conventional chassis dynamometer and the proposed chassis dynamometer is
compared to investigate the parameter in the development of regenerative
braking test.
Hybrid vehicle drivetrains- My published manuscript in International Research...ZelieusNamirian
Here is an overview of my research paper "A comprehensive overview of hybrid vehicle drivetrains", It contains an overview of Energy Management systems(EMS), Hybrid Vehicle types based on its drivetrains- Series, Parallel, Power Split (Series/parallel) and degrees of hybridization with some final notes.
Alternative energy technologies are being popular for power generation applications nowadays. Among others, Fuel cell (FC) technology is quite popular. However, the FC unit is costly and vulnerable to any disturbances in input parameters. Thus, to perform research and experimentation, Fuel cell emulators (FCE) can be useful. FCEs can replicate actual FC behavior in different operating conditions. Thus, by using it the application area can be determined. In this study, a FCE system is modelled using MATLAB/Simulink®. The FCE system consists of a buck DC-DC converter and a proportional integral (PI) based controller incorporating an electrochemical model of proton exchange membrane fuel cell (PEMFC). The PEMFC model is used to generate reference voltage of the controller which takes the load current as a requirement. The characteristics are compared with Ballard Mark V 5kW PEMFC stack specifications obtained from the datasheet. The results show that the FCE system is a suitable replacement of real PEMFC stack and can be used for research and development purpose.
STUDY OF 1.26 KW – 24 VDC PROTON EXCHANGE MEMBRANE FUEL CELL’S (PEMFC’S) PARA...ecij
The eternally intensifying exigency for electrical energy and the mount in the electricity expenditures due to the recent transience of the oil charges over and above to the desensitizing of the air standard resulting from the ejections of the obtaining energy transmutation devices have amplified exploration into substitute renewable proveniences of electrical energy. In today, there are six antithetical types of fuel cell
technologies attainable – molten carbonate fuel cells; phosphoric acid fuel cells; solid oxide fuel cells; alkaline fuel cells; polymer electrolyte membrane fuel cells and direct methanol-air fuel cells. Polymer electrolyte membrane (PEM) fuel cells – also known proton exchange membrane fuel cells, which are one of the uncomplicated types of fuel cell. PEMFC’s output power is unpredicted on nonlinearly on its output voltage and current. The output current of a proton exchange membrane fuel cell stack relies on the load located on that particular stack. This paper presents a 1.26 kW -24 Vdc PEMFC system and DC – DC boost converter topology used in 1.26 kW PEM fuel cell to fortify that the zenith obtainable output power
from a PEM membrane fuel cell is distributed to a load during a power outage bridging the start-up time and to optimize the health of the fuel cell membrane stack. A 1.26 kW – 24 Vdc PEMFC system is considered in this study as well as investigate how the output behaves.
H2 energy storage presentation to russian acad of sciences oct 99 aGlenn Rambach
Description of hydrogen energy storage options for intermittent renewable sources. Presented to Russian Academy of Sciences - US DOE International Seminar on Fuel Cell Technology, Oct 12-14, 1999
STUDY OF 1.26 KW – 24 VDC PROTON EXCHANGE MEMBRANE FUEL CELL’S (PEMFC’S) PARA...ecij
The eternally intensifying exigency for electrical energy and the mount in the electricity expenditures due
to the recent transience of the oil charges over and above to the desensitizing of the air standard resulting
from the ejections of the obtaining energy transmutation devices have amplified exploration into substitute
renewable proveniences of electrical energy. In today, there are six antithetical types of fuel cell
technologies attainable – molten carbonate fuel cells; phosphoric acid fuel cells; solid oxide fuel cells;
alkaline fuel cells; polymer electrolyte membrane fuel cells and direct methanol-air fuel cells. Polymer
electrolyte membrane (PEM) fuel cells – also known proton exchange membrane fuel cells, which are one
of the uncomplicated types of fuel cell. PEMFC’s output power is unpredicted on nonlinearly on its output
voltage and current. The output current of a proton exchange membrane fuel cell stack relies on the load
located on that particular stack. This paper presents a 1.26 kW -24 Vdc PEMFC system and DC – DC
boost converter topology used in 1.26 kW PEM fuel cell to fortify that the zenith obtainable output power
from a PEM membrane fuel cell is distributed to a load during a power outage bridging the start-up time
and to optimize the health of the fuel cell membrane stack. A 1.26 kW – 24 Vdc PEMFC system is
considered in this study as well as investigate how the output behaves.
Today, the transportation sector has undergone a change from conventional vehicle to hybrid electric vehicle especially land-based with the aim to reduce fuel consumption and emissions. However, water transportation is also one of the contributors of excessive use of fuel and emissions. Therefore, water transport needs changes as it has been done on land transport, especially cars. In this paper, plug in hybrid electric recreational boat (PHERB) is introduced. PHERB is a special model because in PHERB powertrain configuration, it only needed one EM compared to existing configuration with energy management strategy (EMS). In this work, the optimal EMS for PHERB are presented via genetic algorithm (GA). To estimate the fuel economy and emissions, the model of PHERB is employed numerically in the MATLAB/SIMULINK environment with a special EMS using Kuala Terengganu (KT) river driving cycle. Simulation result of PHERB optimization using GA improve to 15% for KT river driving cycles without violating the PHERB performance.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
The performance expectations for commercial wind turbines, from a variety of geograph- ical regions with differing wind regimes, present significant techno-commercial challenges to manufacturers. The determination of which commercial turbine types perform the best under differing wind regimes can provide unique insights into the complex demands of a concerned target market. In this paper, a comprehensive methodology is developed to explore the suitability of commercially available wind turbines (when operating as a group/array) to the various wind regimes occurring over a large target market. The three major steps of this methodology include: (i) characterizing the geographical variation of wind regimes in the target market, (ii) determining the best performing turbines (in terms of minimum COE accomplished) for different wind regimes, and (iii) developing a metric to investigate the performance-based expected market suitability of currently available tur- bine feature combinations. The best performing turbines for different wind regimes are determined using the Unrestricted Wind Farm Layout Optimization (UWFLO) method. Expectedly, the larger sized and higher rated-power turbines provide better performance at lower average wind speeds. However, for wind resources higher than class-4, the perfor- mances of lower-rated power turbines are fairly competitive, which could make them better choices for sites with complex terrain or remote location. In addition, turbines with direct drive are observed to perform significantly better than turbines with more conventional gear-based drive-train. The market considered in this paper is mainland USA, for which wind map information is obtained from NREL. Interestingly, it is found that overall higher rated-power turbines with relatively lower tower heights are most favored in the onshore US market.
Sizing Optimization of Stand-Alone Wind Power System Using Hybrid Energy Stor...ijsrd.com
In this study, the hydrogen production potential and costs by using wind/electrolysis system were considered. In order to evaluate costs and quantities of produced hydrogen, number of wind-turbines and hub heights are considered as the variable Levelized cost of electricity method was used in order to determine the cost analysis of wind energy and hydrogen production. The results of calculations brought out that the electricity costs of the wind turbines and hydrogen production costs of the electrolyzers are decreased with the increase of turbine hub height. The maximum hydrogen production quantity was obtained 1420KWh/year.
Investigation on Chassis Dynamometer with Capability to Test Regenerative Bra...IJPEDS-IAES
An investigation-based approach to a bidirectional power flow method for
testing regenerative braking function on a chassis dynamometer is presented.
The requirements and specifications for capability to test regenerative
braking function of Electric Vehicle (EV) emulated by using a bidirectional
chassis dynamometer are discussed. The dynamometer emulates road load
conditions during testing, and regenerative braking is able to test their
function while the vehicle is in deceleration condition. Performances of
power requirement are illustrated and translated into sequence diagram. It is
shown that the proposed topology is particularly advantageous in generating
and regenerating power for energy consumption. The overview of
conventional chassis dynamometer and the proposed chassis dynamometer is
compared to investigate the parameter in the development of regenerative
braking test.
Hybrid vehicle drivetrains- My published manuscript in International Research...ZelieusNamirian
Here is an overview of my research paper "A comprehensive overview of hybrid vehicle drivetrains", It contains an overview of Energy Management systems(EMS), Hybrid Vehicle types based on its drivetrains- Series, Parallel, Power Split (Series/parallel) and degrees of hybridization with some final notes.
Alternative energy technologies are being popular for power generation applications nowadays. Among others, Fuel cell (FC) technology is quite popular. However, the FC unit is costly and vulnerable to any disturbances in input parameters. Thus, to perform research and experimentation, Fuel cell emulators (FCE) can be useful. FCEs can replicate actual FC behavior in different operating conditions. Thus, by using it the application area can be determined. In this study, a FCE system is modelled using MATLAB/Simulink®. The FCE system consists of a buck DC-DC converter and a proportional integral (PI) based controller incorporating an electrochemical model of proton exchange membrane fuel cell (PEMFC). The PEMFC model is used to generate reference voltage of the controller which takes the load current as a requirement. The characteristics are compared with Ballard Mark V 5kW PEMFC stack specifications obtained from the datasheet. The results show that the FCE system is a suitable replacement of real PEMFC stack and can be used for research and development purpose.
STUDY OF 1.26 KW – 24 VDC PROTON EXCHANGE MEMBRANE FUEL CELL’S (PEMFC’S) PARA...ecij
The eternally intensifying exigency for electrical energy and the mount in the electricity expenditures due to the recent transience of the oil charges over and above to the desensitizing of the air standard resulting from the ejections of the obtaining energy transmutation devices have amplified exploration into substitute renewable proveniences of electrical energy. In today, there are six antithetical types of fuel cell
technologies attainable – molten carbonate fuel cells; phosphoric acid fuel cells; solid oxide fuel cells; alkaline fuel cells; polymer electrolyte membrane fuel cells and direct methanol-air fuel cells. Polymer electrolyte membrane (PEM) fuel cells – also known proton exchange membrane fuel cells, which are one of the uncomplicated types of fuel cell. PEMFC’s output power is unpredicted on nonlinearly on its output voltage and current. The output current of a proton exchange membrane fuel cell stack relies on the load located on that particular stack. This paper presents a 1.26 kW -24 Vdc PEMFC system and DC – DC boost converter topology used in 1.26 kW PEM fuel cell to fortify that the zenith obtainable output power
from a PEM membrane fuel cell is distributed to a load during a power outage bridging the start-up time and to optimize the health of the fuel cell membrane stack. A 1.26 kW – 24 Vdc PEMFC system is considered in this study as well as investigate how the output behaves.
GENERATION OF POWER THROUGH HYDROGEN – OXYGEN FUEL CELLSinventy
Research Inventy : International Journal of Engineering and Science is published by the group of young academic and industrial researchers with 12 Issues per year. It is an online as well as print version open access journal that provides rapid publication (monthly) of articles in all areas of the subject such as: civil, mechanical, chemical, electronic and computer engineering as well as production and information technology. The Journal welcomes the submission of manuscripts that meet the general criteria of significance and scientific excellence. Papers will be published by rapid process within 20 days after acceptance and peer review process takes only 7 days. All articles published in Research Inventy will be peer-reviewed.
Storage represents the key to the penetration of renewable energies especially wind and solar energy on the network electric. It avoids unloading in the event of overproduction, ensuring real-time The production-consumption balance and also improve the robustness of the electricity grid. CAES (Compressed Air Energy Storage) is a mature technology that allows to store long or short duration an amount of energy sucient to support the number of cycles requested. The E-PV-CAES system will be presented and the modeling of the compressed air engine will also be treated in more detail in this article.
Performance comparison of PEMFC hydrogen reformer with different controllersTELKOMNIKA JOURNAL
The renewable energy technology has become very popular due to major constraint in
the existing electrical system such as high electricity demand, increased in fuel prices and concern of
environmental pollution. The aims of this project are to develop a complete Proton Exchange Membrane
Fuel Cell (PEMFC) model with hydrogen reformer by using MATLAB/Simulink with three different
controllers and comparison between the three controllers will be discussed. This project presents
the development of methods to solve the problem of PEMFC output voltage by using different controllers
which are Proportional Integral (PI), Proportional Integral Derivatives (PID) and Proportional Integral Fuzzy
(PI-Fuzzy) controllers. The Ziegler Nicholas tuning method is used to tune PI and PID gains in a Simulink
model. It helps the system to achieve a balance between performance and robustness for both controllers.
The Mamdani type was used to develop the fuzzy controller in Simulink model. The transient performances
that will be discussed are rise time, settling time, maximum overshoot, and percentage of overshoot.
The results show that the proposed PI-Fuzzy is better than the conventionally used PI and PID controllers.
This was for my college seminar. This will tell you all about different kinds of fuel cells, their advantages, limitations and applications. Hope this was informative.
Stochastic renewable energy resources integrated multi-objective optimal powe...TELKOMNIKA JOURNAL
The modern state of electrical system consists the conventional generating units along with the sources of renewable energy. The proposed article recommends a method for the solution of single and multi-objective optimal power flow, integrating wind and solar output energy with traditional coal-based generating stations. In the first part of the article, the two wind power plants and one solar PV power plants are incorporated with the thermal power plants. The optimal power flow problem of single and conflicting multi-objectives are taken with this scenario. The second part of the paper, solar power plant is replaced with another wind power plant with the conventional coal-based power plants. The techno-economic analysis are done with this state of electrical system. In proposed work, lognormal and weibull probability distribution functions are also utilized for predicting solar and wind outputs, respectively. A non-dominated multi-objective moth flame optimization technique is used for the optimization issue. The fuzzy decision-making approach is applied for extracting the best compromise solution. The results are validated though adapted IEEE-30 bus test system, which is incorporated with wind and solar generating plants.
Novel technique for maximizing the thermal efficiency of a hybrid pveSAT Journals
Abstract In this paper a comparison between numerical model and experimental work results for a fixed Photovoltaic/ Thermal (PV/T) hybrid system is presented. The simulation in this work is based on a numerical model in solving the equations and determining the Photovoltaic (PV) cells thermal characteristics using both MATLAB and COMSOL Multiphysics. COMSOL is simulating the electromagnetic waves produced by the Sun through solving Maxwell's equations in three dimensions using Finite Elements Methods (FEM) and the sun irradiance is assumed to be Gaussian distribution across the twelve mourning hours. Beside that an experimental work is presented depending on the results conjured from the theoretical experience used in Comsol Multiphysics. A Pulse Width Modulator (PWM) is used to control the solenoid valve operation. In addition to the above a thermal analysis for the fixed PV modules and the piping water is presented where the output water temperatures, rate of heat transfer, overall heat transfer coefficient and thermal efficiency are calculated. As a result, a significant enhancement in the total thermal efficiency is observed with acceptable increase in the output water temperature. Keywords: Cooling systems; DAQ; Hybrid; COMSOL MULTIPHYSICS; MATLAB; Solid work; Lab view.
Fuel Cell System and Their Technologies A Reviewijtsrd
Renewable energy generation is quickly rising in the power sector industry and extensively used for two groups grid connected and standalone system. This paper gives the insights about fuel cell process and application of many power electronics systems. The fuel cell voltage drops bit by bit with increase in current because of losses related with fuel cell. It is difficult to control large rated fuel cell based power system without regulating tool. The issue associated with fuel based structural planning and the arrangements are extensively examined for all sorts of applications. In order to increase the reliability of fuel cell based power system, the combination of energy storage system and advanced research methods are focused in this paper. The control algorithms of power architecture for the couple of well-known applications are discussed. Rameez Hassan Pala "Fuel Cell System and Their Technologies: A Review" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-3 | Issue-2 , February 2019, URL: https://www.ijtsrd.com/papers/ijtsrd20316.pdf
Paper URL: https://www.ijtsrd.com/engineering/electrical-engineering/20316/fuel-cell-system-and-their-technologies-a-review/rameez-hassan-pala
Flies like a plane Safe as a plane with the Power of a plane TS820 Brief introwww.thiiink.com
Advanced Hybrid Propulsion System – TS820 Flettner Rotor
TS820 easy to install – done in normal a docking cycle – easy to operate
TS820 one rotor system, servicing 4 different Tanker types
Cost & IRR?
”Why use 4 or 2 Rotors? ”If you can do it with 2 or 1?
A380/TS820 How much power du you need? how much will you get?
Power Tanker has 12,000Kw installed 2 rotors make up-to 19,000Kw
Base tech 10 years of full scale sea trial
Safety at Sea for Explosive Cargos & Tanker Operations
TS820 Rotors up to 50% of RetroFit fuel and Co2 savings
10 days Retrofit to fix most problems, in a normal docking Cycle cost Only $1...www.thiiink.com
10 days Retrofit to fix most problems, in a normal docking Cycle cost Only $15 million per vessel for a 50% Retrofit emissions and cost reduction?
Shipyards 1 million employed 24/7?
Yearly cost reduction 100 billion US$?
2008 to 2014, nobody noticed 1 ship went from 50 million to 376 million cars per vessels?
Or 2018 just 4 ships equal all the worlds 1 billion cars" or 1.3 trillion cars worth of emissions on 70% of Earth our Oceans?
Or we are all driving 1300 cars each not just 1?
https://www.focus.de/wissen/natur/wissen-und-gesundheit-dicke-luft-auf-hoher-see_id_5247004.html
All shipping date wrong by a factor of 5?
300,000 to 500,000 will die a year + 3 to 5 million with cancer?
Why because nobody somehow noticed 10,000 die plus 100,000 with cancer in Scandinavia alone" in the Scandinavian CLEAN FUEL ZONE?
http://www.dailymail.co.uk/sciencetech/article-3327622/Why-sea-breeze-not-good-anymore-Particle-pollution-shipping-far-worse-thought.html
Or by 2020 we will be back to 15 ships equal all world cars like in 2008?
Why no Scrubber?
How is the Co2 50% reduction target by 2050 possible, when its mostly Biofuel and LNG worse than Coal in Actual Co2 emissions?
https://www.theguardian.com/environment/2017/nov/07/natural-gas-emissions-will-blow-europes-carbon-budget-at-current-levels
https://www.transportenvironment.org/what-we-do/what-science-says-0
How did BIMCO & ICS get away with it?
Why is nobody saying anything?
https://www.slideshare.net/jornw1/wartsila-shipping-energy-efficiency-presentation19-sep-2008
Letter outlining technical performance verification and due diligence undertaken by THiiiNK and its third party partners on THiiiNK Flettner technology and its fuel saving effects
LIFE-CYCLE IMPACTS OF TESLA MODEL S ͦͣ AND VOLKSWAGEN PASSATwww.thiiink.com
The environmental impacts of Volkswagen Passat gasoline-,
flexifuel E85- and NExBTL biodiesel-fueled cars and Tesla Model S
85 electric car in the United States are assessed in this report.
Volkswagen Passat is about the same size as Tesla Model S.
Burden of proof: A comprehensive review of the feasibility of 100% renewable-...www.thiiink.com
An effective response to climate change demands rapid replacement of fossil carbon energy sources. This must occur concurrently with an ongoing rise in total global energy consumption. While many modelled scenarios have been published claiming to show that a 100% renewable electricity system is achievable, there is no empirical or historical evidence that demonstrates that such systems are in fact feasible. Of the studies published to date, 24 have forecast regional, national or global energy requirements at sufficient detail to be considered potentially credible. We critically review these studies using four novel feasibility criteria for reliable electricity systems needed to meet electricity demand this century. These criteria are: (1) consistency with mainstream energy-demand forecasts; (2) simulating supply to meet demand reliably at hourly, half-hourly, and five-minute timescales, with resilience to extreme climate events; (3) identifying necessary transmission and distribution requirements; and (4) maintaining the provision of essential ancillary services. Evaluated against these objective criteria, none of the 24 studies provides convincing evidence that these basic feasibility criteria can be met. Of a maximum possible unweighted feasibility score of seven, the highest score for any one study was four. Eight of 24 scenarios (33%) provided no form of system simulation. Twelve (50%) relied on unrealistic forecasts of energy demand. While four studies (17%; all regional) articulated transmission requirements, only two scenarios—drawn from the same study—addressed ancillary-service requirements. In addition to feasibility issues, the heavy reliance on exploitation of hydroelectricity and biomass raises concerns regarding environ- mental sustainability and social justice. Strong empirical evidence of feasibility must be demonstrated for any study that attempts to construct or model a low-carbon energy future based on any combination of low-carbon technology. On the basis of this review, efforts to date seem to have substantially underestimated the challenge and delayed the identification and implementation of effective and comprehensive decarbonization pathways.
NGO data manipulation of financial markets?
Everywhere data has been manipulated to suite or fit
the Greenpeace & Co 100% WindSolar UTOPIA?
Not 1 word on Methane 10,000 billion tons of Gas? Puts long term large Green Energy investment decisions into an unforeseeable level of risk, as the go no go or careful timing for these very capital intensive investments in the long term, is suddenly unimaginable or non existing 4 the investor = Not a word Not 1 in Carbon Tracker?
Eu coal stress_test_report_2017 WindSolar = More and More Coal (1)www.thiiink.com
An inconvenient truth ineffective Greenpeace & Co WindSolar FORCED Germany to install more Coal in 10 year than most in 30 years? Or it took Greenpeace & Co ONLY 50 years to Destroy Earth
Tuesday climate stabalization and reducing carbon and ghg emissionswww.thiiink.com
You think Greenpeace is Green Wrong?
100% WindSolar would EQUAL the biggest disruption and destruction of nature in recorded human history” their would be machines everywhere” were there are machines there are people” if there are people were is nature were
is wildlife” we need to stay away from Nature leave it alone?
Peters et al_a_search_for_large-scale_effects_of_ship_emissions_on_clouds_and...www.thiiink.com
Introduction
Ship tracks are widely seen as one of the most prominent
manifestations of anthropogenic aerosol indirect effects
(AIEs), or the change in cloud properties by anthropogenic
aerosols serving as cloud condensation nuclei. A very uncertain
and scientifically interesting question, however, is about
the climatically relevant large-scale forcing by AIEs due to
ship emissions.
In the past decades, a whole suite of AIE-hypotheses has
been put forward of which the “Twomey-effect”, or first AIE,
is the most prominent. For this effect, an increase in available
cloud condensation nuclei (CCN) eventually leads to
more and smaller cloud droplets if the liquid water content of
the respective cloud remains constant. More cloud droplets
increase the total droplet surface area by which the cloud
albedo is enhanced; an effect which was put into the general
context of anthropogenic pollution by Twomey (1974). Other
AIE-hypotheses include effects on cloud lifetime (Albrecht,
1989; Small et al., 2009) or cloud top height (Koren et al.,
2005; Devasthale et al., 2005). Especially the latter hypotheses
are far from being verified (e.g. Stevens and Feingold,
2009). In total, AIEs are subject to the largest uncertainties
Published by Copernicus Publications on behalf of the European Geosciences Union.
5986 K. Peters et al.: Aerosol indirect effects from shipping emissions
of all radiative forcing (RF) components of the Earth System,
when it comes to assessing human induced climate change
(Forster et al., 2007). However, there exists broad consensus
that on global average, AIEs have a cooling effect on the
Earth System with the most recent multi-model estimate being
−0.7 ± 0.5 W m−2
(Quaas et al., 2009).
Introduction
The transport sectors, including land transport, shipping and
aviation, are major sources of atmospheric pollution (e.g.,
Righi et al., 2013). The emissions from transport are growing
more rapidly than those from the other anthropogenic activities.
According to the ATTICA assessment (Uherek et al.,
2010; Eyring et al., 2010), land transport and shipping shared
74 and 12 % of the global CO2 emissions from transport in
the year 2000, respectively. In the time period 1990–2007,
the EU-15 CO2-equivalent emissions from land transport and
shipping increased by 24 and 63 %, respectively. This growth
is expected to continue in the future, due to increasing world
population, economic activities and related mobility. The future
road traffic scenarios analyzed by Uherek et al. (2010)
essentially agree in projecting an increase of both fuel demand
and CO2 emissions until 2030, with up to a factor of
∼ 3 increase in CO2 emissions with respect to 2000. The ATTICA
assessment also showed that emissions of CO2 from
land transport and shipping affect the global climate by exerting
a radiative forcing (RF) effect of 171 (year 2000)
and 37 mW m−2
(year 2005), respectively. These two sectors
together account for 13 % of the total anthropogenic CO2
warming (year 2005).
In addition to long-lived greenhouse gases, ground-based
vehicles and ocean-going ships emit aerosol particles as well
as a wide range of short-lived gases, including also aerosol
precursor species. Atmospheric aerosol particles have significant
impacts on climate, through their interaction with solar
radiation and their ability to modify cloud microphysical
and optical properties (Forster et al., 2007). In populated areas,
they also affect air quality and human health (Pope and
Dockery, 2006; Chow et al., 2006).
Righi et al_climate_impact_of_biofuels_in_shipping-global_model_studies_og_th...www.thiiink.com
ABSTRACT: Aerosol emissions from international shipping
are recognized to have a large impact on the Earth’s radiation
budget, directly by scattering and absorbing solar radiation and
indirectly by altering cloud properties. New regulations have
recently been approved by the International Maritime Organi-
zation (IMO) aiming at progressive reductions of the maximum
sulfur content allowed in marine fuels from current 4.5% by
mass down to 0.5% in 2020, with more restrictive limits already
applied in some coastal regions. In this context, we use a global
bottom-up algorithm to calculate geographically resolved emis-
sion inventories of gaseous (NOx, CO, SO2) and aerosol (black
carbon, organic matter, sulfate) species for different kinds of
low-sulfur fuels in shipping. We apply these inventories to study the resulting changes in radiative forcing, attributed to particles from shipping, with the global aerosol-climate model EMAC-MADE. The emission factors for the different fuels are based on measurements at a test bed of a large diesel engine. We consider both fossil fuel (marine gas oil) and biofuels (palm and soy bean oil) as a substitute for heavy fuel oil in the current (2006) fleet and compare their climate impact to that resulting from heavy fuel oil use. Our simulations suggest that ship-induced surface level concentrations of sulfate aerosol are strongly reduced, up to about 40-60% in the high-traffic regions. This clearly has positive consequences for pollution reduction in the vicinity of major harbors. Additionally, such reductions in the aerosol loading lead to a decrease of a factor of 3-4 in the indirect global aerosol effect induced by emissions from international shipping.
Det generer ham, at daværende indenrigsminister
Birte Weiss populistisk lukkede
Danmarks atomforsøgsstation på Risø, som
Niels Bohr havde kæmpet utrætteligt for i
1950erne, og hvis første forsøgsreaktor blev
åbnet i 1957. Den sidste reaktor blev lukket i
2000 efter i næsten fyrre år at have fungeret
upåklageligt og leveret eksperimentel fysik
i verdensklasse samt isotoper til hospitalsbehandling.
Isotoper, som i dag må hentes i
udlandet for dyre penge.
Nu handler striden så om de 50 års radioaktive
affald, »som næppe er så skadeligt som
det vore kulkraftværker leverer på 50 dage«
(fordi der er uran i det kul, der brændes af og
sendes ud af skorstenen og spredes ud over
landet, red.).
Thomas Grønlund skriver, at den samlede
mængde affald fra 25 års kernekraft, der har
forsynet Frankrig med 80 procent af elektriciteten,
fylder omtrent det samme som en 1-krone
pr. franskmand, og affaldet kan opbevares i et
rum på størrelse med en gymnastiksal, men
der er en vrangforestilling om, at det er et stort
problem. »Halveringstiden« er cirka 30 år for
de vigtigste affaldstyper fra et kernekraftværk,
men der er ikke samme nul-tolerance over for
andet affald – at det for eksempel tager tusinder
af år at nedbryde meget af det plasticaffald,
der spredes i verdenshavene
Are we overlooking potential abrupt climate shifts?
Most of the studies and debates on potential climate change, along with its ecological and economic impacts, have focused on the ongoing buildup of industrial greenhouse gases in the atmosphere and a gradual increase in global tempera- tures. This line of thinking, however, fails to consider another potentially disruptive climate scenario. It ignores recent and rapidly advancing evidence that Earth’s climate repeatedly has shifted abruptly and dramatically in the past, and is capable of doing so in the future.
Fossil evidence clearly demonstrates that Earth’s climate can shift gears within a decade, establishing new and different patterns that can persist for decades to centuries. In addition, these climate shifts do not necessarily have universal, global effects. They can generate a counterintuitive scenario: Even as the earth as a whole continues to warm gradually, large regions may experience a precipitous and disruptive shift into colder climates.
This new paradigm of abrupt climate change has been well established over the last decade by research of ocean, earth
The global ocean circulation system, often called the Ocean Conveyor, transports heat worldwide. White sections represent warm surface cur- rents. Purple sections represent cold deep currents.
and atmosphere scientists at many institutions worldwide. But the concept remains little known and scarcely appreciated in the wider community of scientists, economists, policy mak- ers, and world political and business leaders. Thus, world lead- ers may be planning for climate scenarios of global warming that are opposite to what might actually occur.1
It is important to clarify that we are not contemplating a situation of either abrupt cooling or global warming. Rather, abrupt regional cooling and gradual global warming can un- fold simultaneously. Indeed, greenhouse warming is a desta- bilizing factor that makes abrupt climate change more prob- able. A 2002 report by the US National Academy of Sciences (NAS) said, “available evidence suggests that abrupt climate changes are not only possible but likely in the future, poten- tially with large impacts on ecosystems and societies.”2
The timing of any abrupt regional cooling in the future also has critical policy implications. An abrupt cooling that hap- pens within the next two decades would produce different climate effects than one that occurs after another century of continuing greenhouse warming.
Sachpazis:Terzaghi Bearing Capacity Estimation in simple terms with Calculati...Dr.Costas Sachpazis
Terzaghi's soil bearing capacity theory, developed by Karl Terzaghi, is a fundamental principle in geotechnical engineering used to determine the bearing capacity of shallow foundations. This theory provides a method to calculate the ultimate bearing capacity of soil, which is the maximum load per unit area that the soil can support without undergoing shear failure. The Calculation HTML Code included.
About
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
Technical Specifications
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
Key Features
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface
• Compatible with MAFI CCR system
• Copatiable with IDM8000 CCR
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
Application
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
Industrial Training at Shahjalal Fertilizer Company Limited (SFCL)MdTanvirMahtab2
This presentation is about the working procedure of Shahjalal Fertilizer Company Limited (SFCL). A Govt. owned Company of Bangladesh Chemical Industries Corporation under Ministry of Industries.
1. PEM Fuel Cells for Submarines
Industrial Solutions and Services
Your Success is Our Goal
2. Fuel Cell
Applications for
electric energy
production
Emergency power supply
(PEFC)
Frighter
Emission-free and noiseless
operation (PEFC)
Bus
Delivery trucks
Elektrischer Antrieb
Bahn
Energy storage with gases
(PEFC)
Storage system for
regenerative energies
Space Shuttle
Grid-independent operation
(SOFC, PEFC)
Decentral
Power plants
Railroad
H2/O2
Reformer gas/Air
H2/Air
Passenger car
Emission-free and energy-
efficient operation (PEFC)
Electrical propulsion
(SOFC, PEFC)
Air-independent power supply
(PEFC)
Emission-free and noiseless
operation (PEFC)
Gas tanker
Electrical propulsion
(SOFC, PEFC)
Air-independent propulsion
(PEFC)
Submarine
Reformer gas/Air
Fig. 1:
Possible applications
for generating
electrical energy
3. Fuel cells allow the direct generation of electric
power from hydrogen and oxygen with a consid-
erably better efficiency and no pollutant emission
compared to conventional combustion engines.
Their operation is noiseless.
In addition to these basic advantages, the fuel
cell with a solid, ion conducting, polymeric mem-
brane (Polymer Electrolyte Membrane – PEM)
has further positive properties:
• Quick switch-on, switch-off behavior
• Low voltage degradation and long service life
• Favorable load and temperature cycle behavior
• Overload possibility
• Low operating temperature (80°C)
• Absence of a liquid corrosive electrolyte.
All these characteristics make the PEM fuel cell
(PEM FC) an ideal power unit.
Aboard submarines they show their outstanding
advantages against conventional AIP systems
(Air Independent Propulsion) using oxygen and
hydrogen, carried on board.
The new submarines of class U 212 A are
equipped with PEM FC modules with an electri-
cal output of 30 to 40 kW each, which have been
developed since 1985 on behalf of the German
Ministry of Defense. The new type U 214 class
submarines will be fitted with 120 kW fuel cell
modules which have been developed by
Siemens in a next step.
The basic suitability of fuel cell
technology onboard submarines
has been demonstrated by
installing a 100 kW FC power
plant with alkaline
fuel cells on the
submarine U1 of
the Federal German
Navy in 1988.
During the tests the
performance of additional
equipment such as H2
and O2 components has been
proven.
Further possible applications of PEM FCs for
power generation are listed below (see also
Fig. 1, left side):
Using hydrogen and oxygen
• Operation in spacecrafts
• Component in a long-term energy storage
system (consisting of solar cells, an electrol-
yser system and a hydrogen/oxygen storage
system)
Using hydrogen and air
• Zero emission operation of electrically driven
vehicles
Using reformer gas and air
• Power supply far distant from a public power
supply system
• Safe, low emission power supply on cargo
vessels especially in harbor
• Utilization of boil-off gases aboard gas tankers
• Power supply e.g. for drives on rail vehicles
Concentrating on manufacture and development
of fuel cells for AIP applications, Siemens
demonstrated its technological competence in
projects for air-breathing PEM fuel cells, e.g.
– Fork lift truck
– Micro co-generation
– Propulsion systems for busses.
The Siemens R&D activities in the fields of
Direct Methanol Fuel Cells (DMFC) and Solid
Oxide Fuel Cells (SOFC) are not presented in this
brochure.
Introduction
OxygenHydrogen
Energy
Water
3
Cover photo: 30–40 kW module (top)
and 120 kW module (below)
4. Both the basic function and the design
of the PEM FC are very simple (Fig. 2):
the electrochemical element at which
the chemical energy is converted into
electrical energy is the membrane
electrode unit. It consists of the poly-
mer electrolyte, the gas diffusion elec-
trodes with a platinum catalyst and
carbon sheets on each side.
After the abstraction of the electrons
from hydrogen – they flow from the
anode via the electrical load to the
cathode – the resulting protons
migrate from the anode to the cathode
where they combine with oxygen (and
the electrons) to water. The theoretical
voltage of an H2/O2 fuel cell is 1.48 V
(referred to the upper heat value of
hydrogen). At zero load conditions,
slightly more than 1 V per cell is avail-
able.
The cooling units or bipolar plates in
combination with carbon diffusion lay-
ers distribute the reactants uniformly
across the area of the cell, conduct the
electrons across the stack, remove the
heat from the electrodes and separate
the media from each other.
PEM
fuel cell
Fig. 3: Components of cell Fig. 5: Comparison of cells: 120 kW type (front)
30–40 kW type (back)
4
Fig. 3 shows the two core compo-
nents of a cell with outside dimen-
sions of 400 mm x 400 mm. As used
in 30–40 kW modules.
Fig. 5 compares the bipolar plate of
the 30–40 kW modules to the 120 kW
type. Two cells of the 120 kW type
produce about twice the power of one
cell of the 30–40 kW type with nearly
the same active area.
The in principle high development
potential in regard to the membrane
material is shown in Fig. 4. With
improved materials the power density
can nearly be doubled.
The voltage of a PEM FC referred to
the operating time is stable, degrada-
tion rates are less than 2 µV/h for the
30–40 kW module (Fig. 6).
Cooling unit
Membrane
electrode unit
Cooling unit
400 mm
5. 1500
1000
500
CelloutputPz
0
W
1.1
V
0.9
0.7
0.5
CellVoltageUz
0 500 1000 1500 2000A
CurrentI
TKW
pO2
pH2
pK
Aact
= ~80°C
= 2.3 bar abs.
= 2.0 bar abs.
= 5.0 bar abs.
= 1163 cm2
Dow (G 29)
Naf 115 (D 14)
Naf 117 (A 37)
Dow
Naf 115
Naf 117
60
56
54
52
50
Module
voltage
[V]
Degradation of voltage (single cell):
(55.75-55.56V)/72cells/1.500h = 1.76µV/h
1000
500
0
Module
Current
[I]
55.75V 55.56V
Operating time [h]2000 600400 800 1500
pO2
: 2,3 bar a
pH2
: 2,0 bar a
Temp.: 80° C
Fakt.: 1163 cm2
Zellenzahl: 72
Electrical load
Polymer
electrolyte
Product water
H2O + O2
Oxygen
O2
Hydrogen
H2
Waste heat
4e–
H+
Anode Cathode
H+
H+
H+
O2+4e–=
2H2O
20- -
20--+4H+=
4e–=2H2–
4H+
Fig. 2: Functional principle
Fig. 4: Potential output increase when
using various electrolytes
Fig. 6: Voltage degradation referred to operating time
(measurement from 30–40 kW module)
6. Fuel cell
modules
Fuel cell
power plant
The fuel cells need additional auxiliaries
for their operation. The FC stack,
valves, piping and sensors form the FC
module, the corresponding module
electronics controls the proper opera-
tion of the FC process. The ancillaries
comprise the equipment for supplying
H2, O2 and N2, for reactant humidifica-
tion, for product water, waste heat and
residual gas removal. The FC stack and
the ancillaries are installed in a contain-
er which is filled with inert gas (N2) at
3.0 bar abs. to prevent a release of H2
and/or O2 in the case of leakage.
The FC module can be operated at vari-
ous static load currents. Currents
below 650 A for 30–40 kW modules or
below 560 A for 120 kW modules
respectively can be applied in continu-
ous operation. The output power/cur-
rent characteristics for 30–40 kW
modules are shown in Fig. 7.
For currents above the rated current
the loading time is limited due to the
insufficient heat removal at such work-
ing points. Even loads up to the double
of the rated current can be applied for
a short time.
At the rated operating point, the over-
all efficiency is approximately 59%
referred to the lower heat value of H2
(LHV). It increases in the part load
range, reaching a maximum of approxi-
mately 69% at a load factor of some
20% of the rated current (approx.
100 A) (Fig. 8).
The properties of the 30–40 kW and
120 kW modules are listed in the
table.
Suitable operating conditions for fuel
cell modules are provided for subma-
rine application by a fuel cell system in
which fuel cell modules are connected
• to the hydrogen and oxygen supply
• to disposal units such as for
– cooling
– residual gas
– reaction water
• to auxiliary systems such as for
– inert gas drying
– nitrogen supply
– evacuating system
• to the propulsion/ship’s system as
the purpose of the whole FC system.
Operator control and visualization of
the fuel cell system is effected by the
integrated platform management sys-
tem, or directly by the control panel of
the fuel cell system.
Fig. 10 gives a simplified impression of
the AIP system.
The fuel cell system in its entirety –
the complete fuel cell power plant,
especially the supply and disposal sys-
tems described above for AIP opera-
tion including spatial and functional
integration on board – has been devel-
oped by HDW (Howaldtswerke
Deutsche Werft AG).
The new submarine classes U 212 A
and U 214 are equipped with the new
fuel cell power plant by HDW with the
PEM fuel cell modules by Siemens.
Fig. 9 shows PEM fuel cell modules
assembled in a test rack.
6
Technical data
Rated power 30–40 kW 120 kW
Voltage, about 50–55 V 215 V
Efficiency at
rated load 59% 58%
Efficiency at
20% load 69% 68%
Operating
temperature 80°C
H2 pressure 2.3 bar abs.
O2 pressure 2.6 bar abs.
Dimensions H = 48 cm 50 cm
W = 48 cm 53 cm
L = 145 cm 176 cm
Weight
(without module
electronics) 650 kg 900 kg
7. Propulsion switchboard
Feeding of
propulsion/ship’s system
H2 supply
O2 supply
Removal • Waste heat
• Product water
• Residual gas
Integrated Platform
Management System (IPMS)
FUEL CELL
MODULES
Fuel cell system
Control panel
Module electronics
Control and monitoring
kW
0
ModuleoutputPM
0 A
Module current IM
TKW
pO2
pH2
pK
Aact
n
Membrane: Nafion 117
= ~80°C
= 2.3 bar abs.
= 2.0 bar abs.
= 5.0 bar abs.
= 1163 cm2
= 72 Cells
60
200 400 600 800 1000
10
20
30
50
1200
40
%
0
Overallefficiencyηo
0 A
Module current IM
TKW
pO2
pH2
pK
Aact
n
Membrane: Nafion 117
= ~80°C
= 2.3 bar abs.
= 2.0 bar abs.
= 5.0 bar abs.
= 1163 cm2
= 72 Cells
100
100 200 300 400 500
20
40
60
80
600
After the successful development
the FC modules are now under
manufacturing. They have proven
their performance and reliability in
extensive tests including long term
tests. They are an integral part of
an AIP system for modern sub-
marines like that of Class U 212 A
(30–40 kW modules) and U 214
(120 kW modules).
The field for use of PEM FC will
be widened when suitable reform-
ers produce hydrogen from liquid
fuels, e.g. methanol. Then it may
be possible that fuel cells can
become the sole power source
of submarines of the future.
Using PEM fuel cells and replac-
ing oxygen with air, they are an
interesting alternative for environ-
mental-friendly power generation,
e.g. for vehicles in cities.
In general: the excellent operating
performance of PEM fuel cells like
high efficiency and noiseless oper-
ation can lead to a promising
future upon further reduction in
manufacturing and operating
costs.
Fig. 7: Module output referred to load current
(measurement from 30–40 kW module)
Fig. 8: Efficiency (measurement from 30–40 kW module)
Fig. 10: Integrated AIP system
Outlook
7
Fig. 9: PEM fuel cell modules assembled in a test rack