Www.kostic.niu.edu © MMIV* Prof. M. Kostic FUEL-CELL AND HEAT-ENGINE ENERGY-CONVERSION COMPARATIVE ANALYSIS FUEL-CELL AND HEAT-ENGINE ENERGY-CONVERSION.

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Presentation transcript:

© MMIV* Prof. M. Kostic FUEL-CELL AND HEAT-ENGINE ENERGY-CONVERSION COMPARATIVE ANALYSIS FUEL-CELL AND HEAT-ENGINE ENERGY-CONVERSION COMPARATIVE ANALYSIS “ An Actual Engineering Topic! " Prof. M. Kostic Mechanical Engineering Mechanical Engineering NORTHERN ILLINOIS UNIVERSITY

© MMIV* Prof. M. Kostic Hydrogen Fuel Cell…

© MMIV* Prof. M. Kostic TABLE I: Energy-to-work conversion efficiencies Engine/ProcessEfficiency % Otto (gasoline) engine25-35 Diesel engine30-40 Gas turbine30-40 Steam turbine30-40 Nuclear, steam turbine30-35 Combined gas/steam turbines Fuel cell (hydrogen, etc.) Photovoltaic cell10-20 Windmill30-40 (59% limit) Hydro turbine80-85 Electro-mechanical motor/generator80-95

© MMIV* Prof. M. Kostic Chemical reaction

© MMIV* Prof. M. Kostic Maximum possible reversible work

© MMIV* Prof. M. Kostic Enthalpy of hydrogen formation or combustion

© MMIV* Prof. M. Kostic Efficiency of a hydrogen fuel-cell

© MMIV* Prof. M. Kostic Efficiency of a hydrogen fuel-cell (2)

© MMIV* Prof. M. Kostic Standard Formation Enthalpy (h f ) and Gibbs Free Energy (g f ) for Water-Vapor(g) and Water-Liquid(l) [in scale]. 95% 100% 83%

© MMIV* Prof. M. Kostic Maximum adiabatic combustion temperature

© MMIV* Prof. M. Kostic Combustion entropy generation and work lost due to entropy generation (combustion irreversibility)

© MMIV* Prof. M. Kostic Combustion Second Law efficiency (i.e., work availability, or exergy efficiency)

© MMIV* Prof. M. Kostic Heat engine, constant T ad temperature, ideal Carnot cycle

© MMIV* Prof. M. Kostic Heat engine, constant and variable temperature, ideal Carnot cycle

© MMIV* Prof. M. Kostic Heat engine, constant temperature Carnot cycle

© MMIV* Prof. M. Kostic Heat engine, variable temperature, ideal Carnot cycle

© MMIV* Prof. M. Kostic Conclusion

© MMIV* Prof. M. Kostic Conclusion…... the practical efficiencies are usually half of their theoretical limits, about 35% and 50% for heat engines and fuel cells, respectively. Still, further developments are needed to overcome fuel-cell limitations in low power density and competitive cost.

© MMIV* Prof. M. Kostic No Limits … No Limits … The Future Belongs To… … Whoever Gets There First NO SPEED LIMIT

© MMIV* Prof. M. Kostic You may contact Prof. Kostic at: mailto: mailto: or on the Web: prof.mkostic.com prof.mkostic.com Prof. M. Kostic Mechanical Engineering Mechanical Engineering NORTHERN ILLINOIS UNIVERSITY