Diffusion and chemical reaction in the porous structures of solid oxide fuel cells

The Rolls-Royce Integrated-Planar Solid Oxide Fuel Cell (IP-SOFC) consists of ceramic modules which have electrochemical cells printed on the outer surfaces. The cathodes are the outermost layer of each cell and are supplied with oxygen from air flowing over the outside of the module. The anodes are in direct contact with the ceramic structure and are supplied with fuel from internal gas channels. Natural gas is reformed into hydrogen for use by the fuel cells in a separate reformer module of similar design except that the fuel cells are replaced by a reforming catalyst layer. The performance of the modules is intrinsically linked to the behaviour of the gas flows within their porous structures. Because the porous layers are very thin, a one-dimensional flow model provides a good representation of the flow property variations between fuel channel and fuel cell or reforming catalyst. The multi-component convective-diffusive flows are simulated using a new theory of flow in porous material, the Cylindrical Pore Interpolation Model. The effects of the catalysed methane reforming and water-gas shift chemical reactions are also considered using appropriate kinetic models. It is found that the shift reaction, which is catalysed by the anode material, has certain beneficial effects on the fuel cell module performance. In the reformer module it was found that the flow resistance of the porous support structure makes it difficult to sustain a high methane conversion rate. Although the analysis is based on IP-SOFC geometry, the modelling approach and general conclusions are applicable to other types of SOFC.

Non-catalytic multi-fuel reformer for syngas production for fuel cell applications

Rich combustion of n-heptane, diesel oil, jet A-1 kerosene, and bio-diesel (rapeseed-oil methyl ester) were studied to produce hydrogen enriched gas, ready for the cleanup stages for fuel cell applications. n-heptane was successfully reformed up to an equivalence ratio of 3:1, reaching a conversion efficiency up to 83% for a packed bed of alumina bead burner. Diesel, kerosene and bio-diesel were reformed to synthesis gas with conversion efficiency up to 65%. At equivalence ratio of 2:1 and P=7 kw, stability, low HC formation, high conversion efficiency, and low soot emission were achieved. A common synthesis gas composition around this condition was 15 and 13% H2, 15 and 17% CO, and 4 and 4.5% CO2 for n-heptane and diesel, jet A-1 and bio-diesel, respectively, for burner A. This is an abstract of a paper presented at the 2010 Spring National Meeting (San Antonio, TX 3/21-25/2010).

Improving the performance of a valveless pulse combustor using unsteady fuel injection

This paper describes an experimental investigation into the effect of unsteady fuel injection on the performance of a valveless pulse combustor. Two fuel systems were used. The first delivered a steady flow of ethylene through choked nozzles, and the second delivered ethylene in discrete pulses using high-frequency fuel injectors. Both fuel systems injected directly into the combustion chamber. The high-frequency fuel injectors were phase locked to the unsteady pressure measured on the inlet pipe. The phase and opening pulse width of the injectors and the time-averaged fuel mass flow rate through the injectors were independently varied. For a given fuel mass flow rate, it is shown that the maximum pressure amplitude occurs when fuel is injected during flow reversal in the inlet pipe, i.e. flow direction is out of the combustor. The optimal fuel injection pulse width is shown to be approximately 2/9th of the cycle. It should, however, be noted that this is the shortest time in which the injectors can reliably be fully opened and closed. It is shown that by using unsteady fuel injection the mass flow rate of fuel needed to achieve a given amplitude of unsteady pressure can be reduced by up to 65% when compared with the steady fuel injection case. At low fuel mass flow rates unsteady fuel injection is shown to raise the efficiency of the combustor by a factor of 7 decreasing to a factor of 2 at high fuel mass flow rates. Copyright © 2008 by the American Institute of Aeronautics and Astronautics, Inc.

Parameter measurement for heavy-vehicle fuel consumption modelling

A mathematical model is developed to predict the energy consumption of a heavy vehicle. It includes the important factors of heavy-vehicle energy consumption, namely engine and drivetrain performances, losses due to accessories, aerodynamic drag, rolling resistance, road gradients, and driver behaviour. Novel low-cost testing methods were developed to determine engine and drivetrain characteristics. A simple drive cycle was used to validate the model. The model is able to predict the fuel use for a 371 tractor-semitrailer vehicle over a 4 km drive cycle within 1 per cent. This paper demonstrates that accurate and reliable vehicle benchmarking and model parameter measurement can be achieved without expensive equipment overheads, e.g. engine and chassis dynamometers.

First real-time experimental demonstrations of 11.25Gb/s optical OFDMA PONs with adaptive dynamic bandwidth allocation.

End-to-end real-time experimental demonstrations are reported, for the first time, of aggregated 11.25Gb/s over 26.4km standard SMF, optical orthogonal frequency division multiple access (OOFDMA) PONs with adaptive dynamic bandwidth allocation (DBA). The demonstrated intensity-modulation and direct-detection (IMDD) OOFDMA PON system consists of two optical network units (ONUs), each of which employs a DFB-based directly modulated laser (DML) or a VCSEL-based DML for modulating upstream signals. Extensive experimental explorations of dynamic OOFDMA PON system properties are undertaken utilizing identified optimum DML operating conditions. It is shown that, for simultaneously achieving acceptable BERs for all upstream signals, the OOFDMA PON system has a >3dB dynamic ONU launch power variation range, and the BER performance of the system is insusceptible to any upstream symbol offsets slightly smaller than the adopted cyclic prefix. In addition, experimental results also indicate that, in addition to maximizing the aggregated system transmission capacity, adaptive DBA can also effectively reduce imperfections in transmission channel properties without affecting signal bit rates offered to individual ONUs.

Implications of local lifecycle analyses and low carbon fuel standard design on gasohol transportation fuels

State and regional policies, such as low carbon fuel standards (LCFSs), increasingly mandate that transportation fuels be examined according to their greenhouse gas (GHG) emissions. We investigate whether such policies benefit from determining fuel carbon intensities (FCIs) locally to account for variations in fuel production and to stimulate improvements in FCI. In this study, we examine the FCI of transportation fuels on a lifecycle basis within a specific state, Minnesota, and compare the results to FCIs using national averages. Using data compiled from 18 refineries over an 11-year period, we find that ethanol production is highly variable, resulting in a 42% difference between carbon intensities. Historical data suggests that lower FCIs are possible through incremental improvements in refining efficiency and the use of biomass for processing heat. Stochastic modeling of the corn ethanol FCI shows that gains in certainty due to knowledge of specific refinery inputs are overwhelmed by uncertainty in parameters external to the refiner, including impacts of fertilization and land use change. The LCA results are incorporated into multiple policy scenarios to demonstrate the effect of policy configurations on the use of alternative fuels. These results provide a contrast between volumetric mandates and LCFSs. © 2011 Elsevier Ltd.