Silent Generator

Posts Tagged ‘fuel’

As you’re going to learn, in the event of a power outage, a standby generator is your best choice. When a person first hears about backup generators, emergency generators and dealing with power outages, invariably they usually only hear about portable generators. To be fair, portable generators are a lifesaver. If they were the only choice, there would be no reason whatsoever for me to address this issue, but there is another choice. Before generators became popular, I was using portable generators as backup power and to provide power at the numerous sporting events, camping excursions, family outings and outdoor events. Needless to say, they make life easier.

However, the difference between a portable generator and a standby generator is a major one. If you have a portable generator and the power goes out, there is a sequence of steps that you must take before your portable generator can provide you with power. Step one; you have to retrieve the generator from storage. Step two, you have to connect extension cords to the generator and then to the appliances you want to power. Step three; you have to insure that you have enough fuel and oil. Step four; you have to start the generator. Unless your unit has a special automatic start feature, you will have pull start it just like you start a pull start lawnmower. Imagine having to do all that in the middle of an ice storm?

During a power outage, with a standby generator you have DO NOT have to go outside and set the unit up. Standby generators are permanently installed. You DO NOT have to manually start a standby generator; the unit has sensors designed to detect power outages and then an automatic transfer switch switches on your standby generator. The operation is so seamless; you’ll hardly notice it. If you use propane as your fuel source, you could literally give your standby generator five to eleven days or more of backup power.

Just think about the advantages of a standby generator. In the event of a power outage, you don’t have to go outside to set the unit up or start it. If your unit is fueled by propane or natural gas, you’ll never be caught off guard due to a lack of gasoline or diesel fuel. In outages caused by inclement weather such as the ice storm, it seems as though one of the first things to go is gasoline stations. The problem is, people who have gasoline and diesel fueled generators are now forced to drive around town desperately trying to find fuel. They essentially have to leave their homes after they run out of fuel. This is what makes the standby generator such an awesome invention.

It has been 114 years since Rudolph Diesel applied for a patent for his new improved engine. It was hoped to replace the gasoline engine but as we can all see that this has not happened. The gasoline engine having just been invented in 1876 was still considered inefficient in fuel consumption and power. An evaluation of each engine’s performance tells a story that is difficult to reconcile with the way things have shaken out in the beginning of the 21st Century. The invention of the Diesel offered the world a far more efficient and effective fuel based engine. It actually provides more horsepower per gallon or liter than a gasoline. This is why diesel engines power our large earth moving equipment, trucks, marine engines, low mileage cars and now aircraft.

The diesel is a combustion injection engine. Unlike the gasoline engine, air is compressed first and then the fuel is injected into it. The compressed air is hot enough to ignite the diesel fuel without the use of a sparkplug. Diesel engines developed out of the earlier work surrounding two engines; the original diesel design and the solid injection system of Herbert Akroyd Stuart created in his hot bulb engine. This means that the upward stroke of the diesel engine compresses the air to where its’ temperature is between 1300-1650° F. When the piston has reached the top of its’ upward stroke, diesel fuel is then injected, combustion occurs, pressure increases and pushes the cylinder downwards. This motion is transmitted by means of the connecting rods to the crankshaft which itself turns thus transmitting rotating power to a drive shaft which powers ships, cars, generators, aircraft and even motorcycles.

During cold weather, diesel fuel thickens when the wax crystallizes. It becomes a gel and the fuel injection will not easily work. Technological advances have made this a problem of the past. The fuel lines and fuel filter can be pre-warmed, others use a glow plug in the combustion chamber to pre-heat its’ walls, some use resistive heaters in the intake manifold to warm air taken into the combustion chambers and engine block heaters are used in areas like Kansas or Nebraska when automobiles are left in the cold overnight.

Diesel engine speed used to be controlled by governing the rate of fuel through a gear system. Today the use of electronically controlled engines ECM (electronic control module) allows diesel engines to adjust their timing to start according to the environmental conditions of heat and cold, regulate the engine speed in terms of RPM (revolutions per minute) and maintain fuel economy.

Diesel engines may not have beaten its’ chief contender, the gasoline engine, but it has kept ahead in terms of heavy machine and naval engines. It has recently performed outstandingly in the area of remotely piloted vehicle engines, set amazing land speed records for racecars and motorcycles. The diesel engine has improved amazingly in the past 114 years. The use of electronics has given all engines abilities of fuel conservation unheard of in past years. This makes the diesel engine a real budget-winning contender. This year the new 2006, Volkswagen diesel won fourth place in the best mileage evaluation according to http://www.fueleconomy.gov. Diesels may prove to be the green vehicle engine of choice in the future since they have very little carbon monoxide emissions. Catalytic converters and diesel particulate air filters have made diesel engines free from particulate, nitrogen and sulfur oxides. Diesel engines may prove to be the easiest solution to greenhouse gases.

Traditionally the diesel engine was both slow and noisy, suitable only for tractors, trucks and ships, but the trend in recent years has been for high performance diesels to take a large proportion of the car market away from the petrol engine car. Part of this change was the evolution of the high performance turbo diesel, and the popularity of these vehicles has been further improved by a healthy market for performance parts available to the Diesel performance tuning enthusiast.

One popular option has been the remapping of the fuel injection and ignition system using a variety of techniques to get the best performance out an engine without resorting to the cost of physically tuning the engine of the car.  A factor behind this appears to be the deliberate de-tuning of many cars by the manufacturers, supposedly for reasons of economy, but some say more cynically to leave a niche in the market for higher performance petrol models.

Here we take a quick look at how the remapping system works, and the general effects on a typical diesel engine.

A modern diesel engine’s functioning is almost completely controlled by the electronic system that manages the fuel injection and ignition functions.  These systems have a number of sensors which are controlled by the vehicles ECU.  These signals are processed many thousands of times each second to keep the vehicle running at its optimum efficiency, and also to keep the engine’s emissions at acceptable levels.

The idea behind a diesel tuning box is to intercept the signal between the ECU and the injection system, and basically allows it to inject a more optimal amount of fuel into the cylinders thus producing more torque and power.  Because of this the engine runs more efficiently.  Fuel economy is also improved because you would have to use less throttle to achieve the same performance level, and because the engine is tuned to burn its fuel more efficiently.

To understand how the tuning box works it is important to understand the workings of a diesel engine.  

In a diesel engine it is only air that is drawn into the compression cylinder.  This is then compressed and reaches a very high temperature. When the piston is nearing the top of its stroke fuel is injected into the combustion chamber and ignites due to the high temperature of the air.  This creates the power to drive the piston down, turning the crankshaft and wheels.

Often there is unused air left in the cylinder after the combustion completes:   sometimes as much as 50% of what was drawn in to the engine.  Simply speaking when the correct amount of extra fuel is injected into the chamber more torque and power and is created. 

The ìcommon railî is the central container which delivers the individual injectors with the fuel.  The three essential components of a fuel injection system:  Pressure, injection and generation are separated, and fuel can be stored at high pressure in the ëcommon railí container.  This allows high injection pressure even at slow speeds and provides a fine atomisation of the fuel, which gives a cleaner combustion.  The supply of fuel is not related to the engine speed as it is controlled independently at every point along the way improving efficiency.  

So in the modern common rail system engine there is greater opportunity to control fuel injection at the pre-injection stage. The main vehicle’s engine control unit  (ECU) is the brain of the system, which opens each injector electronically, these signals are processed many thousands of times in one second to maintain that the vehicle is running at its optimum efficiency and keeping the emissions and economy at acceptable levels.  The ECU contains a ìmapî which tells the fuel injection system, for every engine speed and setting, how much fuel to inject into the engine.

A similar unit is usually used to tune a large number of diesel vehicles but different settings are uploaded into the unit.  

When the box is plugged into your vehicle it will analyse the ECU signals and alter them.  This allows changes in injector opening times which increase or decrease the fuel rate to exactly the right amount, thus producing more torque and power. 

Using latest digital diesel tuning technology an electronic control unit can give a driving performance so individual that it as though the original control unit software has been completely changed.  Four to eight ignition maps are placed in the memory for the first time that then go into action according to your required driving performance. This means the optimal matching of all control parameters at every level of performance. 

A further novelty is the ability of the systems to adapt to the individual characteristics of your vehicle.  

Over a short running-in period, the memory function detects the individual data for the differing fuel injection cycles. The information gained in this way provides the basis for the optimization. The tolerances are then balanced and an optimal result is achieved with every vehicle without having to make any time consuming adjustments by hand. 

An enhanced ignition map leads to raised levels of efficiency, which in turn leads to reduced fuel consumption. The increase in torque facilitates a driving performance that requires fewer revs per minute and less accelerator pressure to achieve a given acceleration, therefore significantly lowering levels of fuel consumption.   Thus efficient diesel tuning can be seen to improve both the performance and the economy of a modern diesel engine.

Looking for the best diesel fuel saver?  Boy,  the last year has been tough on truckers all  over the country, hasn’t it?  I don’t mean to be preaching to the choir here, but something  has to be done with these high gas prices or you all are going to go bankrupt.  For those  who are using diesel, it’s even worse, isn’t  it?  Just the other day, there were prices  ranging anywhere from $4.76-$5.00 a gallon plus  for diesel.  Not something you really want to  be thinking about while you’re traveling OTR.

What’s that old saying, “If you want something  done you have to do it yourself.”  Well, now is  the time to take matters into your own hands  where you won’t feel like you’re working to pay  for gas.  Diesel fuel savers are set up to work  for any vehicle and bigger engines only mean  better gas mileage in the long run.  Here, let me explain.

Getting You Better Gas Mileage

While many smaller vehicles are using a diesel fuel saver with one electrolyzer hydrogen  generator, trucks get a bigger role.   Especially huge semis and campers will enjoy  what I’m about to tell you.  Instead of using just one, you will be able to build multiple  generators to get better fuel mileage.  In fact, they are set up where you can utilize six  electrolyzer units, getting more for your  money.

Just remember we can’t really put an exact amount of gas mileage improvement you’re going to receive because it’s going to vary for each vehicle.   There have been some OTR truckers who have experienced substantial increases and some that are simply minimal.  However, with that being said, something is better then nothing, and every little bit helps right now, right? 

Large Company Benefits

Listen, if you’re reading this and you own a fleet of trucks this water fuel saver system is  simply a gold mine.  Most likely you are spending thousands of dollars a month just on  fuel.  Wouldn’t it be nice to alleviate some of that financial burden and put it back into your  pockets?

Don’t forget you’ll be gaining a nice big tax  break as well.  Eighteen wheelers that run on  clean burning fuel get an energy tax that can  hit about fifty grand before it’s all said and  done.  Then of course, just think about the  “Pollution Free” advertising you can gather.   If you didn’t know, the HHO gas that is extracted from the water in the hydrogen generator turns back into its original form  throughout the system.  This creates a steam cleaning process and can cut down on costly repairs down the road.

What Do You Think

We can sit here and write fifty thousand words about these diesel fuel savers and everything they have to offer truckers and large companies using box trucks and semis.  The only problem is you have to realize it’s time to do things on your own and quit waiting for the government to do it for you.  Something that could take twenty years to make could cost you hundreds of thousands of dollars.  Might as well take a look at your options and keep an open mind about it.  We already know many people who are using it  today.

Hydrogen Fuelled Electricity Generation

U.SURESH KUMAR*

* Professor/HOD in electrical electronics department

MOHAMED SATHAK ENGINEERING COLLEGE,KILAKKARAI,T.N,INDIA

E mail uskrk@sify.com

Summary 

          This paper describes their tasks and the current state of development of fuel cell and some of practical applications also explained why I have taken to this topic because,Hydrogen is being promoted as the perfect environmentally friendly fuel of the future.

Introduction

         It will still be available when fossil fuels are exhausted  It is the earth’s tenth most abundant element and is the most abundant element in the universe It is generated from water and returns to water when it is burnt. It is available in vast quantities from the World’s oceans.

           What many “Hydrogen economists” don’t make clear is – Where will the energy come from to extract the hydrogen from the water?

              Hydrogen is an energy carrier, not an energy source, so the energy it delivers would ultimately have to be provided by a conventional power plant. 

Fuel Cells The fuel cell was invented in 1839 by Welsh lawyer Sir William Robert. It takes in Hydrogen and Oxygen from the air and puts out electricity, heat, and water. It doesn’t use fossil fuels and it doesn’t produce greenhouse gases and so it should be the ideal solution to providing distributed or portable electrical power. Despite its obvious advantages it was not until the 1950s in response to the needs of the US space programmer that practical devices were developed. Even today, although there are many variants of fuel cells working in development labs throughout the world and small  scale deployment of demonstration units in some countries, there is still no volume production. What is holding back the commercialization of fuel cells? The following diagram shows the key system components for providing AC or DC power(see figure 1 )   

                         But this diagram only tells part of the story. Though the basic principle is quite simple, converting this into a practical product involves many engineering challenges and up to now the solutions proposed have not been cost effective. Fuel cells are an expensive way of providing electrical energy. The prize of cheap, clean, renewable energy is still unclaimed but engineers are getting ever closer to winning it.

How Fuel Cells Work: Fuel cells don’t store energy like batteries. They only provide electrical energy while the active chemicals are supplied to the electrodes. The process is described in more detail in the two examples below.  

Proton Exchange Membrane (PEM) Fuel Cell The most common fuel cells use Hydrogen as the fuel and Oxygen from the air as the oxidant. The basic reaction can be illustrated by the Proton Exchange Membrane (PEM) fuel cell. (Also called the Polymer Electrolyte Membrane fuel cell.) The overall equation for the reaction is

2H2 + O2 ? 2H2O

The equation for the reactions at the individual electrodes are shown where they take place on the diagram below.fig2 

The Electrical Energy The electron flow between the anode and the cathode caused by the chemical reactions in the cell represents the conventional electrical current flowing in the opposite direction. This electrical current is available to do work in the external circuit.   Catalysts Catalysts are needed to increase the rate of oxidation at the anode and the rate of reduction at the cathode. In this way they allow the chemical reaction to take place at a lower temperature. Alternatively to avoid the cost of expensive catalysts, some fuel cells are designed to work at elevated temperatures.The platinum catalyst used in PEM and some other cells is very expensive and extremely sensitive to poisoning by even small amounts of Carbon Monoxide making it necessary to employ an additional filtering processes in the system to eliminate potential contaminants.

                          The working of the direct Methanol fuel cell is similar to the PEM fuel cell shown in the above diagram.The electrolyte is a polymer and the charge carriers are the hydrogen ions. Liquid Methanol (CH3OH) is fed into the anode of the cell where it is oxidized in the presence of water generating Carbon Dioxide (CO2). The cathode chemistry is the same as in the PEM cell with the Oxygen combining with the Hydrogen ions and electrons from the external circuit to produce water. The reactions are as follows:

Anode Reaction:

CH3OH + H2O ? CO2 + 6H+ + 6e–

Cathode Reaction:

3/2 O2 + 6H+ + 6e– ? 3H2O

Overall Cell Reaction:

2CH3OH + 3O2 ? CO2 + 4H2O

 Like PEM fuel cells DMFCs work at low operating temperatures in the range from about 50ºC to 120ºC but they have a relatively low efficiency and power density. Output power using current technology is limited to about 1.5 kW which enough to power most consumer goods but insufficient for automotive applications which require much higher power. Nevertheless the ability to use liquid fuel coupled with the elimination of the reformer make these fuel cells very attractive 

Balance of Plant (BOP) The fuel cell stack alone can not generate electricity. Practical systems need sub-systems to supply the fuel and to provide the necessary control over the processes involved in the energy conversion. The essential ancillary equipment , the so called “balance of plant”, can be just as expensive and complex as the fuel cell stack itself. Some of this equipment is outlined in the following list; 

Fuel Supply or Storage

The largest item is the reformer (See below) which provides local generation of the Hydrogen fuel. The reformer itself must have storage capacity for the reformat fuel used in the process. If Hydrogen generation is not part of the system, there must be some form of storage to carry the Hydrogen fuel to be consumed by the fuel cell. This requires expensive high pressure tanks or cryogenic storage tanks (See also below)

Pumps, Compressors and Expanders Pumps are needed to pump the reactant air through the stack and to provide forced cooling. Higher power systems require compressors to handle the higher airflow rates. Expanders are needed to reduce the high pressure of the stored Hydrogen to the required input pressure at the stack. Filters  Filters are needed to remove any contaminants from the fuel supplies which could poison the catalysts or damage the cells reducing their power production and ultimately causing their shut down. Particular offenders are Carbon Monoxide, resulting from incomplete reactions in the reformer, which affects the platinum catalysts and Sulphur found in reformats derived from fossil fuels, such as coal, oil, and natural gas, which contaminates the Hydrogen gas and in turn attacks and degrades the anodes. Thermal Management High power systems use forced cooling with fluid coolants to remove the heat. This requires fluid pumps and a radiator/heat exchanger to expel the heat.The system also requires heaters to bring the stack temperature up to its operating point on start up.An overall thermal management system is required to balance the heat flows to keep the temperature of the stack at its optimum operating point Water Management The conductivity of the electrolyte in the cell is proportional to the water content and it must be kept moist to remain conductive. The airflow and the heat generation in the cell tend to work against this. Consequently the air supplied to the cell must be humidified to stop electrolyte drying out and this requires a humidifier. Cold temperature operation in freezing conditions also brings problems due to the formation of ice crystals which can damage the electrolyte or membrane. The system must incorporate a method of purging the water or alternative anti-freeze controls.Another pump may be required to remove surplus water from the cathode. Electrical Power Management Though some fuel cells may be required to provide a steady operating current and voltage, most systems must be responsive to variable demands. This means that the system should provide for a variable output current and as a consequence, all the fuel, air and water flows must be varied accordingly. At the same time the heat dissipation will change and the temperature must be maintained within its designed operating range. The same will apply to the reformer if this is part of the systemThe fuel cell system output voltage is fixed but the application may require a different voltage or, in the case of most distributed power generators, an alternating current output. In these cases DC/DC converters or AC inverters may be an integral part of the system. Electric Motors Motors of different sizes are required to drive the pumps and compressors. Sensors Sensors are required to monitor temperatures, pressures, fluid and gas flows as well as electrical currents and voltages. Battery The fuel cell does not start to deliver electrical energy until it approaches its operating point. During start up, batteries are required to power all the electronic control systems, as well as the pumps, compressors and heaters needed to get the stack up to its operating point.The battery also provides an independent stable voltage to power the system electronics.Because of the slow dynamic performance of the fuel cell, the battery may also be required to provide a temporary power boost when the fuel cell is subject to a sudden demand. Safety Systems Safety systems must provide fail safe operation, protecting the system from out of tolerance conditions and abuse and shutting it down if necessary. Control SystemThe system could not function without comprehensive electronic control systems to manage all the sub-systems listed above. 

Electrical Output

Voltage Fuel cells typically generate about 0.6 Volts to 0.9 Volts DC per cell.Due to the internal impedance and losses within the cell, the output voltage falls as the current is increased. Multiple cells in a stack must be used to provide higher voltages.  Current and Power The current output from a single cell is directly proportional to the area of the electrodes. As with batteries the effective area of the electrodes and hence their potential current carrying capability can be increased without increasing their physical size by making the surface porous and using materials with very fine particle size.Typical power outputs are about 1 Watt /cm2 of electrode plates.  Dynamic Response PEM fuel cells operate at relatively low temperatures of around 80°C (176°F) which allow reasonably fast warm-up times (currently 10 to 20 seconds) compared with high temperature fuel cells which take as much as 30 minutes to reach their operating temperature. This is particularly important for automotive applications which require quick start-ups.  Efficiency Because the energy conversion in fuel cells is accomplished in a single direct conversion process, much higher efficiencies are possible than with conventional electricity generation by means of steam turbines which involve three energy conversion processes. As noted above, the output voltage of a fuel cell falls as the current drawn from it increases. The net effect of this is that the efficiency also drops as the power drawn from the cell increases so that the efficiency is almost proportional to the output voltage. The typical operating efficiency of a fuel cell running at 0.7 Volts is about 50%. This means that 50% of the energy content of the hydrogen input is converted into electrical energy; while the remaining 50% will be dissipated as heat or lost through incomplete oxidation within the cells.The waste heat from the fuel cell electricity generating process can be used in combined heat and power CHP) applications to provide local heating and thus improve the overall energy utilization efficiency of the Hydrogen fuel. This is particularly attractive for high temperature fuel cell systems. Fuel Cell Variants

A range of fuel cell designs using variants of the basic chemistry has been developed to meet different design or operating criteria such as less expensive construction, more efficient fuel utilisation, faster start-ups or the use of more convenient or less expensive fuels. Higher power outputs can be achieved by operating at high temperatures, by using catalysts to accelerate the fuel cell chemical reaction and by using electrodes with a greater surface area. Lower operating temperatures can be obtained by using more expensive catalysts.  

The main variants are as follows:

PEM Proton Exchange Membrane Fuel Cells follow the basic design described above. They have a good combination of efficiency, power output and low operating temperature make it the cell of choice for automotive applications. Though the maximum working temperature of most designs is 100°C to avoid damage to the fragile membrane, some products have been designed to work at temperatures up to 120°C. AFC Alkaline Fuel Cells use aqueous electrolytes of potassium hydroxide. They were some of the earliest practical cells and were used in the Apollo space programme, generating drinking water as well as electrical power. Although they are inexpensive compared with PEM cells, operating efficiencies of 60% are possible. Unfortunately they have a low power output and the catalyst is prone to poisoning from Carbon Dioxide in the atmosphere.   PAFC Phosphoric Acid electrolyte Fuel Cells run at a high temperatures of around 220°C delivering high power of a MegaWatt or more but a with relatively low efficiency of around 35%. The consequence of poor conversion efficiency is high heat generation in the fuel cell stack. Because of the high working temperature the efficiency losses can be mitigated by using the waste heat in combined heat and power (CHP) applications.  MCFCMolten Carbonate Fuel Cells run at even higher temperatures of 650°C to 1000°C. Their unique chemistry needs Carbon Dioxide from the air a part of the process. Efficiencies achieved are 45% or more and power outputs of over 1 MegaWatt are typical in grid supply applications. Because of their high working temperature they can operate directly with hydrocarbon gases which are reformed within the cell and do not need a separate Hydrogen supply. The high temperature also means that less expensive catalysts are needed, but the molten electrolyte imposes special requirements on containment and anti corrosion measures.   SOFC Solid Oxide Fuel Cells also operate in the same or higher temperatures as the molten carbonate cells with the same fuel and catalyst advantages. The ceramic electrolyte which can run as hot as 800 degrees Celsius has the advantage that the electrolyte stays solid. They can deliver powers of several Megawatts but at a lower efficiency of around 35%.  

System Cost/kW

     Care must be exercised in comparing costs since some estimates may be for the fuel cell stack alone while others may include all the balance of plant costs which could double the cost. 

 Large systems providing distributed power generation are significantly more expensive than small systems used in automotive applications. Currently, costs are around $650/kW.The Solid State Energy Conversion Alliance (SECA) formed by the US Department of Energy to promote the development of environmentally friendly solid oxide fuel cells (SOFC) has a cost target for a solid-state fuel cell module of no more than $400/kW. At this price, fuel cells would compete with gas turbine and diesel generators.Automotive ICE power plants currently cost about $25-35 / kW. A fuel cell system needs to cost less than $50 / kW for the technology to be competitive. Currently costs are around $70/kW.

                The US Freedom CAR project has set cost targets for PEM fuel cells at $45/kW by 2010 and $30/kW by 2015. 

Fuel Costs

The real cost of the energy supplied by fuel cells depends very much on the cost of the Hydrogen it consumes and this in turn depends on how the Hydrogen was produced.Until recently, steam reformation of natural gas was the cheapest way of producing Hydrogen but production costs have risen with the cost of the fuel. Currently, assuming the cost of natural gas is about $10per M Btu (Million Btu) the bulk cost of Hydrogen at the production plant will be about $5/Kg. The cost of pressurizing the gas and distribution it to refueling stations will add to this amount. Generating Hydrogen by electrolysis from wind farm electricity is now the cheapest way of producing the gas. Currently the retail price of pressurized hydrogen from an unsubsidized supplier is about $100/kg plus cylinder rental. 

Practical Fuel Cell System Applications  

1.Combined Heat and Power (CHP)

The chemical reaction taking place in a fuel cell is an exothermic catalytic oxidation. The excess heat generated in high temperature fuel cells such as SOFC, PAFC and MCFC can be captured and used to heat water in a combined heat and power (CHP) application giving overall system efficiencies of 80% or more. 

CHP is an ideal way of utilizing waste heat from less efficient fuel cell electricity generators fig 3.

           2.Automotive Applications Hydrogen powered internal combustion engines can already be found in emission free, traction (automotive) applications. The earliest examples were built in Germany by Rudolf Err en in the 1920s.Automotive engines can also be designed for multi-fuel use with the ability to use liquefied petroleum gas (LPG) or other fuels as well as Hydrogen. This could be an attractive option for early adopters of Hydrogen technology providing peace of mind on long journeys until a well developed network of Hydrogen dispensing stations has been installed.

         3. Electrical Power GenerationHydrogen powered internal combustion engines can also be used with rotary generators to generate electricity as shown in the following diagram: fig 4

 Though this is perfectly viable, small, stand  alone Hydrogen powered electricity generators are more likely to use fuel cells

Conclusion

              We have explained only few application of fuel cell. Also this one of the our ideas If we will generating the electricity   based upon the fuel cell application we have to be saved the our environment from co2 emission and also free from pollution

Reference

1.Tomorrow’s Energy: Hydrogen, Fuel      Cells, and the Prospects for a Cleaner Planet (Hardcover) by peter hobffman (Author), tom harkin (Author)

 

2.Fuel Processing: for Fuel Cells   BY GUNTHER KOLB (Institut für Microtechnik Mainz      GmbH, Germany)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Fuel cells are electrochemical devices which combine hydrogen with oxygen in order to produce electricity.

During the power generation cycle, water and heat are produced as a by-products. This is a far more ideal byproduct than the unclean emissions which are created by other methods of generating electricity.

They will operate and generate power so long as fuel is supplied. Since the conversion of the fuel to energy takes place via an electrochemical process, and not by combustion, the process is clean, quiet, and highly efficient – two to three times more efficient than regular combustion, such as that done by gasoline in a generator.

Fuel cell technology is unique as a power technology – no other energy generation technology offers the combination of benefits that these devices do. In addition to producing extremely low or zero emissions (depending on the type used), some of their main benefits include:

High efficiency and reliability Multi-fuel capability Durability Scalability Ease of maintenance

Since they generate power through a chemical process, they operate silently. Thus, they reduce noise pollution, as well as air pollution. Heat generated by the cells, in the process of generating electricity can be captured and used to provide hot water or space heating for a home or office, in larger applications.

Another key aspect of this technology is that the cells can be scaled to any size required, without difficulty. Small cells can be produced which will power mobile phones for up to thirty days, or operate laptops for twenty hours or more. Larger versions can be produced to operate as power plants, in order to provide electricity for small cities. And of course, there are many sizes in between.

The most notable use of fuel cells currently being developed is as a replacement for the combustion engine. It is very likely that cars and other vehicles will be powered by fuel cells in the not too distant future.

In light of the above, the U.S. Department of Energy (COE) is running a program in order to research and develop this technology further. The DOE considers this to be an important enabling technology for the hydrogen economy. It states that they have the potential to revolutionize the way we power our nation, by offering cleaner and more highly efficient alternatives to the combustion of gasoline and other hazardous fossil fuels.

The DOE also considers that these devices have the potential to replace internal-combustion engines in vehicles, and to provide power in stationary and portable power applications because they are energy-efficient, clean, and fuel-flexible.

Currently the DOE is working closely with its national laboratories, universities, and industry partners across the United States, in order to overcome critical technical barriers to the commercialization of fuel cell technology. It is currently focused on the development of reliable, low-cost, high-performance fuel cell system components, for transportation and buildings applications.

The first fuel-cell operated cars are currently being piloted. The first commercially available cars of this make are predicted to reach the consumer market by the year 2012.

There are many forms of alternative energy being researched, developed, and utilized around the world. There is solar power, wind power, hydro-kinetic power, biomass, ocean wave power, tidal power, and the list goes on and on. A key factor to reducing our uses of unhealthy fossil fuels will be to determine which clean alternative energy resources work best under which circumstances and in which locations. A full understanding of all clean alternative energy sources is necessary.

Fuels cells play a big role in helping clean up our environment.

At any RV Service Centers, every spring our service department are always booked with appointments for generators that either will not become operational, or if they did start they did not perform as they were supposed to. This was a result of letting the generator set over the winter time. Lack of use is one of the biggest problems with generators. In gasoline generators the fuel breaks down and gums up causing hard starting and surging problems. You can count on this problem if you don’t use the unit.

 

RV generators are extremely dependable and in many cases will out last the RV if they are properly maintained and cared for. They do not require your constant attention, just some basic maintenance. The first thing you need to understand about maintaining your generator is that they need to be used on a regular basis. This applies to gas and diesel generators. Gasoline generators could have fuel related problems in as little as one month of sitting idle. This is one of the biggest problems, but it can easily be prevented if you get in a habit of using the generator on a monthly basis.

 

Some people think that they could avoid this by adding a fuel preservative to the fuel tank and then running the generator long enough to get the preservative through the generator set. You definitely should use a fuel chemical addition whenever the unit will be in storage, but there are many other reasons to start and turnover the generator on a regular basis. Moisture build up can cause injury to your generator. When you use your generator it heats up the generator windings and stops this moisture build up. This monthly exercise regime also will keep your generator running for a long while.

 

So, what exactly do I mean when I say use your generator? For a gasoline generator I mean that you start and run the generator with at least a 50 percent load for at least two hours every month. It is most important that you run it with this minimum rated load. Generators are designed to run with a load placed on them. At the RV Service Maintenance Center the motor homes have a 4,000 watt generator and you can start up any load that will use half of it such as any item that will take at least 2,000 watts to run. It’s always better to let your generator run for longer periods than it is for short periods. Check your generator owner’s manual for load ratings specific to your unit.

 

Generators will last a long time if maintained. Your generator set will have an hour meter so you can monitor the usage. Consult your owner’s manual for maintenance intervals.

 

Lastly, do not hesitate to use your generator and when you do use it put a load on it. A little runn of the unit and preventive maintenance will keep you generator in top operating condition and provide many years of faithful service.At any RV Service Centers, every spring our service department are always booked with appointments for generators that either will not become operational, or if they did start they did not perform as they were supposed to. This was a result of letting the generator set over the winter time. Lack of use is one of the biggest problems with generators. In gasoline generators the fuel breaks down and gums up causing hard starting and surging problems. You can count on this problem if you don’t use the unit.

RV generators are extremely dependable and in many cases will out last the RV if they are properly maintained and cared for. They do not require your constant attention, just some basic maintenance. The first thing you need to understand about maintaining your generator is that they need to be used on a regular basis. This applies to gas and diesel generators. Gasoline generators could have fuel related problems in as little as one month of sitting idle. This is one of the biggest problems, but it can easily be prevented if you get in a habit of using the generator on a monthly basis.

Some people think that they could avoid this by adding a fuel preservative to the fuel tank and then running the generator long enough to get the preservative through the generator set. You definitely should use a fuel chemical addition whenever the unit will be in storage, but there are many other reasons to start and turnover the generator on a regular basis. Moisture build up can cause injury to your generator. When you use your generator it heats up the generator windings and stops this moisture build up. This monthly exercise regime also will keep your generator running for a long while.

So, what exactly do I mean when I say use your generator? For a gasoline generator I mean that you start and run the generator with at least a 50 percent load for at least two hours every month. It is most important that you run it with this minimum rated load. Generators are designed to run with a load placed on them. At the RV Service Maintenance Center the motor homes have a 4,000 watt generator and you can start up any load that will use half of it such as any item that will take at least 2,000 watts to run. It’s always better to let your generator run for longer periods than it is for short periods. Check your generator owner’s manual for load ratings specific to your unit.

Generators will last a long time if maintained. Your generator set will have an hour meter so you can monitor the usage. Consult your owner’s manual for maintenance intervals.

Lastly, do not hesitate to use your generator and when you do use it put a load on it. A little runn of the unit and preventive maintenance will keep you generator in top operating condition and provide many years of faithful service.