Fuel Cell Vehicles

Das Ziel dieser Arbeit war, das Anwendungspotential der Wasserstofftechnologien auf Kläranlagen aufzuzeigen. Wie bereits in der Einleitung dieser Arbeit erwähnt, ist zum Schutze des Klimas eine massive Minderung der von uns Menschen erzeugten CO2-Emissionen erforderlich. Das heisst, dass die derzeitigen primären, fossilen und auch endlichen Energieträger durch nachhaltige, erneuerbare Energieträger, wie z.B. Windkraft, Photovoltaik, etc., ersetzt werden müssen. Der Ausbau der erneuerbaren Energien und die Reduzierung der Treibhausgase um 80 % bis zum Jahr 2050, sind klare Ziele der deutschen Bundesregierung. Der Ausbau der erneuerbaren Energien hat zur Folge, dass grosse Kapazitäten an elektrischer Energie als Überschussenergie vorhanden sein werden. Diese Überschussenergie gilt es für nachhaltige Prozesspfade sinnvoll einzusetzen. Einer dieser Pfade stellt die Umwandlung der Überschussenergie in „Power-to-X“ mittels diverser Wasserstofftechnologien dar. Wasserstoff wird im Rahmen der Dekarbonisierung wieder als idealer sekundärer Energieträger für eine schadstofffreie Energieversorgung gehandelt. Kläranlagen sind grosse Energieverbraucher, aber auch potentielle Energieerzeuger. Der Standort Kläranlage bietet sich, aufgrund seiner bestehenden Infrastruktur, hervorragend für die Implementierung der Wasserstofftechnologie an. Zur Herstellung von Wasserstoff gibt es viele verschiedene Verfahren. Auf Kläranlagen hat sich bisher gezeigt, dass die Wasserdampfreformierung und die Wasserelektrolyse für die Herstellung von Wasserstoff Stand der Technik sind. Der Unterschied zwischen beiden Verfahren ist, dass für die Wasserdampfreformierung eine ausreichend grosse Faulgasmenge zum kontinuierlichen Betrieb der Dampfreformierung notwendig ist. Bei der Wasserelektrolyse gibt es mit der alkalischen - und der PEM-Elektrolyse zwei kommerzielle Typen von Elektrolyseuren, welche sich auf Kläranlangen in kommerziellen Projekten bewiesen haben. Abhängig vom Leistungsbereich, von den Investitionskosten und vom Platzangebot auf der Kläranlage, ergeben sich für den Einsatz von Elektrolyseuren kläranlagenspezifische Entscheidungen. Die hier angegebenen Systemwirkungsgrade der Elektrolyseure liegen in Wirklichkeit viel höher, da zum einen ihre Abwärme auf der Kläranlage, z.B. für den Faulbehälter, verwendet werden könnte und zum anderen können sie bei Überschussenergieaufnahme eine Abschaltung der Windkraft- und Photovoltaikanlagen verhindern. Mit beiden Elektrolyseurtypen wird neben dem Wasserstoff auch Sauerstoff erzeugt. Der Sauerstoff kann stofflich im Belebungsbecken oder in der Beseitigung von Spurenstoffen mit Ozon eingesetzt werden. In beiden Fällen hätte der eingesetzte Sauerstoff eine Energieeinsparung zur Folge, weil zum einen die herkömmliche energieintensive Druckbelüftung wegfallen könnte und zum anderen für die Ozonierung der Sauerstoff nicht zusätzlich produziert oder über externe Lieferanten bereitgestellt werden müsste. Für den Einsatz von Sauerstoff auf Kläranlagen gibt es in der Literatur noch keine ausreichend praxistauglichen und belastbaren Zahlen, jedoch wird derzeit dieses Thema in verschiedenen Projekten untersucht. Der auf Kläranlagen erzeugte Wasserstoff kann zwischengespeichert und je nach Bedarf zu einem späteren Zeitpunkt rückverstromt werden. Die Rückverstromung kann über ein Wasserstoff- oder über ein Brennstoffzellen-BHKW stattfinden. Dabei kann die entstehende Abwärme für Wärmesenken, wie z.B. den Faulbehälter, die Betriebsgebäudeheizung oder die Beheizung des Belebungsbeckens im Winter, verwendet werden. Falls ein lokales Erdgasnetz vorhanden ist, besteht die
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Möglichkeit, den entstandenen Wasserstoff bis zu 2 Vol. % direkt einzuspeisen. Neben der Wasserstofferzeugung wurden auch die technischen Möglichkeiten der Speicherung von Produkten der Wasserstofftechnologie untersucht. Im Rahmen des Konzeptes „Power-to-X“ ergeben sich mehrere Möglichkeiten den Überschussstrom aus den erneuerbaren Energien zwischen zu speichern. Eine Möglichkeit besteht im Konzept „Power-to-Hydrogen“. Dabei wird der erzeugte Wasserstoff direkt, entweder in Druckbehältertanks, in Metallhydridspeichern oder über Verflüssigungsverfahren in Flüssigtanks, bis zu seiner bedarfsabhängigen Nutzung, z.B. der Rückverstromung, zwischengelagert. Da jede Speichereinheit ihre Vor- und Nachteile hat, ist die Wahl des richtigen und wirtschaftlichsten Speichers kläranlagenspezifisch zu prüfen. Eine weitere Möglichkeit besteht im Konzept „Power-to-Methan“. Dabei wird der Wasserstoff zusammen mit dem ebenfalls auf Kläranlagen vorhandenen Kohlendioxid, entweder einem katalytischen- oder einem biologischen Methanisierungsreaktor zugeführt, um dadurch ein hochwertiges Methan als Synthesegas zu erhalten. Bei diesem Prozess entsteht Abwärme die abgeführt und im Sinne einer hohen Anlageneffizienz in Wärmesenken der Kläranlage verwendet werden muss. Das entstandene Synthesegas Methan kann in Erdgastanks zwischengespeichert, in Gasmotoren- und Brennstoffzellen-BHKWs rückverstromt oder in ein lokales Erdgasnetz eingespeist werden. Eine dritte Möglichkeit besteht im Konzept „Power-to-Liquid“. Dabei wird auf der Kläranlage das Faulgas aufbereitet und zusammen mit Elektrolyse-Wasserstoff dem Methanolsynthesereaktor zugeführt. Methanol ist einfacher zu handhaben als Wasserstoff und kann einfach in Flüssigtanks bis zu seiner späteren Verwendung zwischengelagert werden. Zudem kann Methanol in Methanol-BHKWs, in Direktmethanolbrennstoffzellen rückverstromt oder Kraftstoffen beigemischt werden. Allerdings existieren bis heute weder ausgereifte Methanol-BHKWs, noch entsprechend grosse und leistungsstarke Direktmethanolbrennstoffzellen. Des Weiteren ist in Deutschland und Europa auch noch keine nennenswerte Methanol-Infrastruktur vorhanden. Für die energetischen Nutzungen der Wasserstofftechnologie gibt es sieben verschiedene Brennstoffzellentypen. Beim Einsatz von Brennstoffzellen auf Kläranlagen haben sich bisher die Festoxidbrennstoffzelle (SOFC), die Schmelzkarbonatbrennstoffzelle (MCFC) und die Phosphorsäurebrennstoffzelle (PAFC), in verschiedenen Pilotprojekten, erfolgreich bewährt. Diese drei Brennstoffzellentypen sind brennstoffflexibel und können mit aufbereitetem Faulgas betrieben werden. Die MCFC und die SOFC haben, mit durchschnittlichen 65 %, die höchsten elektrischen Wirkungsgrade und ihre entstehende Prozessabwärme kann für eine interne oder externe Reformierung verwendet werden. Die Reinigungsstufe des Faulgases stellt die grösste Herausforderung bei der Brennstoffzellentechnik auf Kläranlagen dar. Da die Zusammensetzung des Faulgases variiert und somit kläranlagenspezifisch ist, muss für die Implementierung der Brennstoffzellentechnik, im Vorfeld die Zusammensetzung des Faulgasstroms für jede einzelne Kläranlage über Zeitreihen analysiert werden. Die Mikrobielle Brennstoffzelle (MFC) stellt, unter den in dieser Arbeit beschriebenen Brennstoffzellen, einen Spezialfall dar, da in ihre Brennkammer keine Gase, sondern Abwasser einströmt, dessen Energiegehalt über den chemischen Sauerstoffbedarf (CSB) ermittelt wird. Mit der Verwendung der MFC im Abwasserbereich könnte, neben der Stromproduktion, auch die organischen Kohlenstoffverbindungen reduziert werden. Für die MFC besteht ein grosses zukünftiges Potential zur relevanten Stromproduktion auf Kläranlagen, allerdings ist dafür noch viel Forschungsarbeit notwendig. Wasserstoff kann weiterhin energetisch in Wasserstoff-BHKWs verbrannt werden. Der Wirkungsgrad der Wasserstoff-BHKWs ist
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gegenüber den Brennstoffzellen zwar geringer und durch den Carnot-Kreisprozess begrenzt, dafür ist die Technik ausgereifter und auch massiv günstiger. Der produzierte Wasserstoff kann ausserdem für die betriebseigene Fahrzeugflotte verwendet werden. Dabei können kommerzielle Brennstoffzellenfahrzeuge und Fahrzeuge mit Wasserstoffverbrennungsmotor eingesetzt werden. Im Fall der Methanisierung bietet sich auch die Nutzung des erzeugten Methans in Erdgasfahrzeugen an. Für die mobile Nutzung durch Betriebsfahrzeuge ist allerdings eine kostenintensive Implementierung von Wasserstoff- oder Erdgastankstellen notwendig. Ähnlich den erneuerbaren Energien, wird sich auch bei der Wasserstofftechnologie auf Kläranlagen, nicht nur eine einzelne spezifische Technologie durchsetzen, sondern es wird ein Zusammenspiel aus mehreren hier beschriebener Wassertechnologien stattfinden. Mit den in dieser Arbeit beschriebenen Wasserstofftechnologien ist es grundsätzlich auf Kläranlagen möglich, den Überschussstrom aus erneuerbaren Energien, in die sekundären Energieträger Wasserstoff, Biomethan und Methanol umzuwandeln. Diese Energieträger können zwischengespeichert und bedarfsgesteuert zu einem späteren Zeitpunkt wieder rückverstromt werden. Mit den hier beschriebenen Wasserstofftechnologien können Kläranlagen als Energieproduzenten, sowie als Kurz- und Langzeitspeicher fungieren. Dennoch sind diese hier beschriebenen Wasserstofftechnologien derzeit noch von finanziellen Förderungen abhängig, da ohne sie kein wirtschaftlicher Betrieb möglich wäre. Aber nicht nur Förderprogramme spielen zur Implementierung der Wasserstofftechnologie eine Rolle, sondern auch die Energierechtlichen Angelegenheiten, wie beispielsweise die Regelung im Umgang mit Nutzungsentgelten, mit der Stromsteuer und mit der EEG-Umlage.

This paper describes a vehicle simulation toolbox developed under Matlab® environment, which can be used to estimate the range of a vehicle battery, or a fuel cell/battery hybrid system. The model is function of mechanical and physical variables that depend not only on the vehicle but also on the ground. This toolbox can be extended to GPS tracking files by means of reading data file plug-ins. Even standard drive cycles can be simulated. Battery and hydrogen consumption, hydrogen storage tank level, battery state of charge, power consumption and fuel cell energy production, maximum range and maximum number of cycles for a real route can be determined. The model facilitates the prediction of the vehicle range and the hydrogen and energy consumption. Real route simulation gives a good approximation of the vehicle speed close to real-life services instead of using driving cycles that are quite arbitrary approximations to a real route.

Pt and Pt–Co supported on MWCNTs were synthesized by the impregnation method using NaBH4 as
the reducing agent. The effect of varying NaBH4 concentration on particle size, morphology and chemical
composition of Pt–Co/MWCNTs was studied. A homogeneous distribution of Pt–Co nanodeposits
with particle size of 2–5 nm was attained in TEM images at Pt–Co/MWCNTs “×70” powder. EDX analysis
confirmed the reduction of higher amount of Co in Pt–Co/MWCNTs “×40” electrocatalyst. The electrochemical
activity of Pt/MWCNTs and Pt–Co/MWCNTs electrocatalysts was examined towards methanol
oxidation reaction in 0.5 M H2SO4 solution by employing the cyclic voltammetry and the chronoamperometry
techniques. The lowest onset potential and the highest oxidation current density were gained at
Pt–Co/MWCNTs “×70” electrocatalyst. Its good stability over the long-term performance study elects it
as a promising candidate for the DMFCs applications.

The realization of dwindling fossil fuel supplies
and their adverse environmental impacts has accelerated
research and development activities in the
domain of renewable energy sources and technologies.
Global energy demand is expected to rise during
the next few decades, and the majority of today’s
energy is based on fossil fuels. Alternative energy
sources and technologies can play a vital role in lowering
or eliminating our reliance on fossil fuels.
However, such a transition will require a large investment
and will not be reversible. The benefits of hydrogen
and other liquid fuels as transportation fuels are
not marginal, but the real urgency in greenhouse gas
reductions and fossil fuel replacement should not be
translated into an energy infrastructure based on
unsustainable sources in the long run. It is wise to
examine each option thoroughly and objectively now
and discard those with little potential so our focus
and effort may be placed elsewhere.

This paper describes a vehicle simulation toolbox developed under Matlab® environment, which can be used to estimate the range of a vehicle battery, or a fuel cell/battery hybrid system. The model is function of mechanical and physical variables that depend not only on the vehicle but also on the ground. This toolbox can be extended to GPS tracking files by means of reading data file plug-ins. Even standard drive cycles can be simulated. Battery and hydrogen consumption, hydrogen storage tank level, battery state of charge, power consumption and fuel cell energy production, maximum range and maximum number of cycles for a real route can be determined. The model facilitates the prediction of the vehicle range and the hydrogen and energy consumption. Real route simulation gives a good approximation of the vehicle speed close to real-life services instead of using driving cycles that are quite arbitrary approximations to a real route.

Fuel cell technology is expected to play an important role in meeting the growing demand for distributed power generation. In an ongoing effort to meet increasing energy demand and to preserve the global environment, the development of energy systems with readily available fuels, high efficiency and minimal environmental impact is urgently required. A fuel cell system is expected to meet such demands because it is a chemical power generation device, which converts the chemical energy of a renewable clean fuel (e.g. Hydrogen) directly into electrical energy. Still a maturing technology, fuel cell technology has already indicated its advantages, such as its high-energy conversion efficiency, modular design and very low environmental intrusion, over conventional power generation equipment. Among all kinds of fuel cells, proton exchange membrane (PEM) fuel cells have many superior advantages. These advantages have sparked development efforts in various quarters of industry to open up new field of applications for PEM fuel cells. Three key issues limiting the widespread commercialization of the PEM fuel cells technology which are better performance, lower cost, and long cell life. The strategy of the Fuel Cell Research Center at the International Energy and Environment Foundation (IEEF) is to develop the PEM fuel cells to improve their lifetime with a much higher power density and lower cost. An overview of innovations in this field is presented using the published results of the center over the last decade. These innovative improvements will show a new scenario for the future fuel cell market of the next years.

This paper investigates the design of an optimal energy recovery system for a hydrogen hybrid electric vehicle to allow increased range. The proposed system includes two different energy recovery subsystems. These are; a regenerative braking subsystem and an active suspension subsystem. A dynamic model of this optimal energy recovery subsystem is implemented in MATLAB/Simulink TM and integrated with a hydrogen hybrid electric vehicle model to investigate the effect of the optimal energy recovery mechanism. The simulation results indicate the energy recovery and hence, lead to the extended range capabilities.

The global energy and environmental situations have intensified the use of alternative and clean fuels. This is true for city buses, taxis, delivery vehicles and personal cars. The unique properties of hydrogen make it suitable as a fuel for vehicles powered with both, internal combustion or electric engines, too. However, the problems associated with the production and storage of hydrogen currently limits the application of pure hydrogen as engine fuel for vehicles. As a contribution to the global strategy, this paper focuses on designing of city bus for hydrogen power using an original propulsion system. The concept of gaseous hydrogen storage under high pressure is analyzed here. In the bus on hydrogen, the cylinders with this fuel are mounted on the roof because of reasons of little available space. In the paper is proposed a method for the reconstruction of the bus, with respect to the installation of specific components for the use of compressed hydrogen gas as well as for the...

Design language comprised of material, colour, shape, pattern, textures, layout and so on. Design language is the main motor behind the designer’s vision. It is the cue that drives the targeted user how to behave with the product. Some design language might not be so subtle in terms of surface or form for the user to comprehend but it is up to the designer how to send the signal.
In relation with motorcycles, the author tries to investigate the design language among various motorcycle designs. This means how different types of motorcycles with different use could differentiate the whole design language. For instance, an offroad/dirt motorcycle would have a different design language from that of a chopper/cruiser type. This research are based on the elements of design language which have been mentioned before.
The near future. Renewable energies. Development in design language. The research of new energy sources and its relevance with our future should have an impact with our everyday products.
Ultimately, why should we have a gas tank on a motorcycle that runs on electricity? Beyond this line, dare we call a motorcycle a motorcycle when it no longer has the attributes that for so long we comprehend as a motorcycle?

Two designs compete to become the car of the future: the battery electric and the hydrogen car. Even though both designs are part of the same trend towards electrification of the drivetrain, they compete in terms of R&D funding, supportive regulation and infrastructure. Both options are developed and tested in so-called technological niches in which they are shielded from regular market forces. The body of literature on technological niches deals with the development of single niches and their relation to the sociotechnical regime and landscape. With this paper we aim to contribute an understanding of the dynamics of the competition between multiple niche technologies.
The competition between the two designs takes place on the level of firms as well as on a global, industry-wide, level. In our case study we describe the competition since the 1990s and show how attention and expectations for both options have alternated in three phases. High hopes and subsequent disappointments of component technologies were main drivers for the alternations. On the local level there is room for multiple options at the same time, but on the global level attention and expectations seem much more focussed on either the one or the other.
2

The physical and chemical characteristics of four commercial automotive brake shoe lining materials used in heavy vehicles have been investigated and compared. Relevant physical properties viz. density, water absorption and swelling characteristics were determined using standard test methods. X-ray diffraction, infrared spectroscopy and optical microscopic techniques were used to identify the constituents. It has been observed that all of the four friction materials contain phenol formaldehyde resin as the matrix. Other major ingredients were also the same in all the samples but their amount and size varied. These include asbestos as fibre reinforcement, barium sulphate as filler and brass particles as friction modifier. It was found that the swell resistance of the locally produced friction material compares favourably with that of the imported materials, but its bulk density was the lowest and its water absorption the highest.

http://www.sciencedirect.com/science/article/pii/S0924013604006430

Alternative vehicle powertrains (hybrid, hydrogen, electric) are a right answer to the emissions problem in very congested urban areas. The most effective alternative choice is surely represented by fuel cell vehicles. The design and optimization of this kind of powertrain can take a great benefit from mathematical models which include auxiliary management and control strategies of the energy fluxes: the use of a virtual platform limits the expensive and time-consuming experimental activity. The Authors present a lumped parameter mathematical model of a hybrid vehicle fed by a fuel cell pack. The propulsion system (fuel cell and battery) is accurately designed according to energy balancing. The mechanical power is given by an electric machine, whose behavior as alternator allows the energy recovery during braking. This aspect is treated with particular care (inside the overall vehicle and powertrain modeling). Vehicle's stability and safety has been also verified before recovering energy, re-modulating the braking action.

Özet: Yakıt pilleri temiz, verimli ve yakıt türüne karşı esnek enerji dönüştürücülerdir. Hidrojence zengin herhangi bir madde potansiyel bir yakıt kaynağı olabilir. Olasılıklar; doğal gaz, petrol türevleri, sıvı propan ve gazlaştırılmış kömür gibi fosil kökenli yakıtlar veya etanol, metanol ya da hidrojen gibi yenilebilir yakıtlar olabilir. Başlangıçta uzay araçlarını güçlendirmek için geliştirilen yakıt pilleri, temiz enerji üretimi ve yüksek verimleri ile enerji tasarrufu sağlayan bir güç kaynağı olarak, gelecekteki otomotiv kullanımı için ümit vermektedir. Benzin motorlarının 2-3 katı olan %60'ın üzerindeki termik verimlerine ek olarak, düşük gürültü düzeyi, düşük egzoz emisyonları ve düşük ısı atma talebi bakımından da avantajlıdır. Sistemin rekabet edebilmesi için, parçaların ucuz, imalat yöntemlerinin kolay, yakıt depolama sistemlerinin derli toplu ve ucuz olması gerekmektedir. Yakıt pillerinin temiz taşıt teknolojisinde devrim yapacağı iddia edilmektedir. Abstract: Fuel cells are clean, efficient and fuel flexible energy converters.Any hydrogen-rich material can serve as a potential fuel source for this devoloping technology.Possibilities include fossil-derived fuels, such as natural gas,petroleum distillates,liquid propane and gasified coal or renewable fuels,such as ethanol,methanol or hydrogen.Originally devoloped to power space craft,with their cleaner and efficient power production,fuel cells now hold the promise of wider applications in automotive area.The energy conversion efficiency of the fual cell system is over 60 percent,two to three times that of gasoline engines.Other advantages are low noise,low atmospheric emissions and low heat rejection requirements.Low-cost components,low-cost high-volume manufacturing methods, lightweight,compact and affordable hydrogen storage system are necessary for the system to be competitive Fuel cell electric vehicle revolutionizes clean vehicle technolog.

Özet: Bu çalışma da otomobillerdeki yakıt pili sistemleri, ADVISOR programı kullanılarak modellenmiş ve yapılan modeller karşılaştırılarak analiz edilmiştir. Yakıt pili sistemleri tüm taşıt sistemi içerisinde kritik önem taşıyan ana unsurlardandır. Bu nedenle bir taşıtta yakıt pili sisteminin; tesis edilmesinden önce, sisteme uyumluluğunun analizinin yapılması, maliyet ve güvenlik bakımından oldukça önemlidir. Amerikan Ulusal Yenilenebilir Enerji Laboratuvarı (NREL) tarafından geliştirilen ADVISOR programı bu tür sistemlerin mukayesesinin yapılmasını sağlamaktadır. Bu makalede de özellikle bu programın nasıl kullanılacağı örnek bir uygulama ile tanıtılmakta, yakıt pili çeşitleri karşılaştırılarak elde edilen sonuçlar değerlendirilmektedir. Abstract: In this study, automotive fuel cell systems are simulated by using ADVISOR program and comparatively analyzed with a case study. Full cell system of vehicles is the most important part of the entire system. Therefore, fuel cell system of the vehicle should to be tested with software before its construction due to cost and safety issue. ADVISOR program developed by American National Renewable Energy Laboratory (NREL) is widely used for simulation of the vehicle systems as mentioned in literature. ADVISOR program is introduced with an application, and the obtained results are evaluated by comparing kind of fuel cell in this article as well.

Hydrogen is a very important fuel of our secure and clean energy future. Hydrogen will be the fuel of the future and gradually it will replace all current fossil fuels. Hydrogen can be used as a fuel for vehicles, to heat homes and offices, to produce electricity, and to fuel ships and aircraft. The present work provides an overview of hydrogen as an alternative fuel, which can be used in internal combustion engines and in fuel cells.

Fuel cells generate electricity and heat during electrochemical reaction which happens between the oxygen and hydrogen to form the water. Fuel cell technology is a promising way to provide energy for rural areas where there is no access to the public grid or where there is a huge cost of wiring and transferring electricity. In addition, applications with essential secure electrical energy requirement such as uninterruptible power supplies (UPS), power generation stations and distributed systems can employ fuel cells as their source of energy. The current paper includes a comparative study of basic design, working principle, applications, advantages and disadvantages of various technologies available for fuel cells. In addition, techno-economic features of hydrogen fuel cell vehicles (FCV) and internal combustion engine vehicles (ICEV) are compared. The results indicate that fuel cell systems have simple design, high reliability, noiseless operation, high efficiency and less environmental impact. The aim of this paper is to serve as a convenient reference for fuel cell power generation reviews.

http://www.sciencedirect.com/science/article/pii/S1364032111004709

The development of the chassis for the hydrogen fuel cell powered car has been involved in the designing and manufacturing aspects, while taking into consideration the mass, strength, stiffness, centre of gravity (COG), and manufacturing cost requirements. Towards this direction, a chassis design is proposed employing a space frame structure and constructed by an aluminium alloy with great strength. The structural design has been derived through the lightweight engineering approaches in conjunction with the part consolidation, Design for Assembly (DFA) and Design for Manufacture methods. Moreover, it has been performed in compliance with the safety regulations of the Shell Eco Marathon racing competition. The material's principal characteristics are the great strength, the low mass, as well as the great workability, machinability, and weldability. Following the national and global environmental issues, the recyclable characteristics of the aluminium alloy are an extra asset. Fur...

To achieve reductions in vehicle idling, strategies and actions must be taken to minimize the time spent by drivers idling their engines. A number of benefits can be obtained in limiting the idling time. These benefits include savings in fuel use and maintenance costs, vehicle life extension, and reduction in exhaust emissions. The main objective of idling reduction (IR) devices is to reduce the amount of energy
wasted by idling trucks, rail locomotives, and automobiles. During idling, gasoline vehicles emit a minimum amount of nitrogen oxides (NOx) and negligible particulate matter (PM). However, generally a large amount of carbon monoxide (CO) and hydrocarbons (HC) are produced from these vehicles. Gasoline vehicles consume far more fuel at an hourly rate than their diesel counterparts during idling. Higher NOx and comparatively larger PM are produced by diesel vehicles than gasoline vehicles on the average during idling. Auxiliary power unit (APU), direct-fired heaters, fuel cells, thermal storage system, truck stop electrification, battery-based systems, engine idle management (shutdown) systems, electrical (shore power) solutions, cab comfort system, and hybridization are some of the available IR technologies whose performances for reducing fuel consumption and exhaust emissions have been compared. This paper analyzes the availability and capability of most efficient technologies to reduce fuel consumption and exhaust emissions from diesel and gasoline vehicles by comparing the findings of previous studies. The analysis reveals that among all the options direct fired heaters, APUs and electrified parking spaces exhibit better reduction of fuel consumption and exhaust emissions than others.

This paper presented the design process of the digital controller for the buck switching converter operated under continuous conduction mode (CCM). Initially, the buck converter with the most of parameters and uncertainties was modelled by state-space average method and then the model was linearized at operating points. The dynamic equations describing the converter in continuous time domain were derived. The digital controller was developed using digital redesign method in discrete z-domain. Finally, the system was simulated in Sim-power tools in MATLAB/Simulink to investigate the dynamic performance of the controller including the transient response, control bandwidth and rejection to variation in input voltage and load current.

Road traffic is known to have its own complex dynamics. One implication of complexity is that road traffic collisions have become an unwelcome but unavoidable part of human life. One of the major causes of collisions is the human factor. While car manufacturers have been focusing on developing feasible solutions for autonomous and semi-autonomous vehicles to replace or assist human drivers, the proposed solutions have been designed only for individual vehicles. The road traffic, however, is an interaction-oriented system including complex flows. Such a system requires a complex systems approach to solving this problem as it involves considering not only pedestrians, road environment, but also road traffic which can include multiple vehicles. Recent research has demonstrated that large-scale autonomous vehicular traffic can be better modeled using a collective approach as proposed in the form of vehicular cyber-physical systems (VCPS) such as given by Li et al. (IEEE Trans Parallel Distrib Syst 23(9):1775–1789, 2012) or Work et al. (Automotive cyber physical systems in the context of human mobility. In: National workshop on high-confidence automotive cyber-physical systems, Troy, MI, 2008).  To the best of our knowledge, there is currently no comprehensive review of collision avoidance in the VCPS. In this paper, we present a comprehensive literature review of VCPS from the collision-avoidance perspective. The review includes a careful selection of articles from highly cited sources presented in the form of taxonomy. We also highlight open research problems in this domain.

Fuel cell (FC) application in vehicular technology has gained much popularity since the past few years. Typically, fuel Cell Hybrid Electric Vehicle (FCHEV) consists of fuel cell, battery and/or ultracapacitor (UC) as the power sources. The power converter is integrated to the power sources to form the hybrid FC system. This helps to compensate the drawback of individual power sources. Apart from the technical efficiency of power sources itself, the performance of an FCHEV is governed by the efficiency of power electronics and associated controller. In this paper, a state-of-the-art of vehicle classification is reviewed, in which the focus is placed on the deployment of fuel cell, battery, ultracapacitor and flywheel. The configurations used in FCHEV, followed by the updated power converter topologies, are also discussed. The topologies are categorized and discussed according to the power stages and control techniques used in the configurations. Then, multiple stages conversion and single stage topologies are described chronologically. The advantages and disadvantages of each topology, safety standards, current situation and environmental impact of FCHEV are also discussed. In addition, the current development of FCHEV, challenges and future prospects are also elaborated. The rapid growth of FC based research and technology has paved great prospects for FCHEVs in the near future, with the prediction of the competitive cost of hydrogen as compared to gasoline.

In this paper various methods & fuels used for improvement of exhaust & performance of the SI engine .Engine water coolant property improved by provide Nanoparticle AL2O3 for improves engine performance & AL2O3 also used ad lubricant of SI engine. Result from that Friction power is reduced, Break power is improved 2 or 3 %, Mechanical efficiency is increased up to 4% & thermal efficiency is also increased. Now in second trial of experiment on same engine by providing above tools & it is also provide catalytic converter to reduce the emission as far as possible & result found very drastic change like CO is reduced 2%,CO2 is reduced 3 to 4%,& HC is also reduced.
Now experiment is on diesel engine to improve the exhaust and for that catalytic converter is used & result found that CO, CO2, HC, and NOX reduced about 0.5%, 6%, 12.5% & 7 % respectively.

Alternative vehicle powertrains (hybrid, hydrogen, electric) are a right answer to the emissions problem in very congested urban areas. The most effective alternative choice is surely represented by fuel cell vehicles. The design and optimization of this kind of powertrain can take a great benefit from mathematical models which include auxiliary management and control strategies of the energy fluxes: the use of a virtual platform limits the expensive and time-consuming experimental activity. The Authors present a lumped parameter mathematical model of a hybrid vehicle fed by a fuel cell pack. The propulsion system (fuel cell and battery) is accurately designed according to energy balancing. The mechanical power is given by an electric machine, whose behavior as alternator allows the energy recovery during braking. This aspect is treated with particular care (inside the overall vehicle and powertrain modeling). Vehicle's stability and safety has been also verified before recovering energy, re-modulating the braking action.

The sustainable development of vehicle propulsion systems that have mainly focused on reduction of fuel consumption (i.e. CO2 emission) has led, not only to the development of systems connected with combustion processes but also to legislation and testing procedures. In recent years, the low carbon policy has made hybrid vehicles and fully electric vehicles (H/EVs) popular. The main virtue of these propulsion systems is their ability to restore some of the expended energy from kinetic movement, e.g. the braking process. Consequently new research and testing methods for H/EVs are currently being developed. This especially concerns the critical ‘use-cases’ for functionality tests within dynamic events for both virtual simulations, as well as real-time road tests. The use-case for conventional vehicles for numerical simulations and road tests are well established. However, the wide variety of tests and their great number (close to a thousand) creates a need for selection, in the first place, and the creation of critical use-cases suitable for testing H/EVs in both virtual and real-world environments. It is known that a marginal improvement in the regenerative braking ratio can significantly improve the vehicle range and, therefore, the economic cost of its operation. In modern vehicles, vehicle dynamics control systems play the principal role in safety, comfort and economic operation. Unfortunately, however, the existing standard road test scenarios are insufficient for H/EVs. Sector knowledge suggests that there are currently no agreed tests scenarios to fully investigate the effects of brake blending between conventional and regenerative braking as well as the regenerative braking interaction with active driving safety systems (ADSS). The paper presents seven manoeuvres, which are considered to be suitable and highly informative for the development and examination of H/EVs with regenerative braking capability. The critical manoeuvres presented are considered to be appropriate for examination of the regenerative braking mode according to ADSS. The manoeuvres are also important for investigation of regenerative braking system properties/functionalities that are specified by the legal requirements concerning H/EVs braking systems. The last part of this paper shows simulation results for one of the proposed manoeuvres that explicitly shows the usefulness of the manoeuvre.

The great challenge for designing and developing sustainable alternative energy infrastructure is in essence the same as for maintaining our present infrastructure: How can we best solve the problems of delivering energy when and where it is needed? This involves rethinking supply and demand, load balancing, and energy sourcing paradigms with a view toward local production utilizing next generation technologies. Exploiting distributed generation means designing hybrid systems based on site-specific conditions; using new technologies to leverage traditional energy sources; and minimizing transmission and distribution costs – particularly the losses associated with long-distance transmission. Load balancing in particular becomes far more tractable when viewed as a local problem of matching energy supply and demand. Looking at modern network technologies as the models for creating a new generation of energy delivery systems provides  insights into how local energy production systems can be scaled up to internetworked production systems that leverage alternative energy generation based on local and sustainable resources together with traditional large scale generation. As smart grid development advances, network theory and technology provides a new model for energy systems based on a multi-dimensional energy production network rather than the outmoded single-direction, source-to-consumption model we now have.

Nowadays new fuels and many different vehicles is very much required to decrease the dependency on foreign oil and decrease the transportation by carbon presence. Natural gas and other fuels decrease oil consumption but we can see that this temporary fuel is best. That why we can say that electricity and hydrogen can become our carbon free transportation energy. Most of the people know what is electric car. A car which run on battery powered electric motor. It has not combustion engine and its uses electricity than gasoline. It doesn't uses fossil fuels that why it does not produce any pollution. whereas fuel cell car is also a electric car. Its run on a motor powered by electricity. In this device takes hydrogen which is most available in the universe and produce electricity from it. So we can say that fuel cell is a type of battery which can make electricity on the fly. The green thing and big thing is that in both fuel cell car and electric car cant produce any pollution. The fuel on which electric cars run on are electricity whereas fuel cell run on hydrogen. So here truth is that both fuel cell cars and electric cars have potential to produce non polluting transportation. So we can say that fuel cell and electric cars are perfect form of non-polluting and green form in the sector of transportation. A fuel cell can carry hydrogen in a tank box, and mix with oxygen from the air to generate electricity. As we see that, it is different type of electric car, where there are no batteries available in them. Instead, the power is consist in the form of hydrogen, which making refilling as simple as like as a diesel and petrol car. However, fuel cell can give the electric energy a run a lot of money in the future. In recent research development has give a big and great possibilities for new catalysts available than the expensive platinum material. Many big manufacturer companies have made great advancement in technology which has decreases the size and cost of fuel cells car. There are many more breakthroughs. but electric cars are still a mile ahead because it is very hard and difficult to make a hydrogen fuelling network all over the world. which may be change as soon as possible. The artificial photosynthesis is lie between 15% and 25% which is not a very big percentage. If it run at the same present efficiency, then the artificial photosynthesis becomes a best and good alternative than any other natural gas for making hydrogen as a fuel. Fuel cell is now become a very good and tough competitor to electric cars, because in this it is very cheaper to build many charging stations. As we see that we really don't know when this day will come. When we reach to our social goals : a. Due to 80% decrease in greenhouse effect near 1990 levels available in

The subject of this work is the analysis and design of a proof-of-concept Temperature Control System (TCS) part of a Smart Home. The TCS also implements an earlywarning Fire Alarm sub-system that uses a Bayesian Network to infer the likelihood of a fire. The application is implemented using Visual Studio 2005, using a hardware and software kit provided by Echelon Corp. The Bayesian Network implemented is Netica from Norsys Corp.

Technological developments in the automotive field are conservative due to many legal, economic and safety regulations. This effectively prevents the introduction of milestone improvements; however, it creates challenges for practicing engineers and researchers. This situation is especially acute in the area of hybrid and electric vehicles (H/EVs) and transmission system development. Comprehensive legal and safety regulations for conventional vehicles (with internal combustion engine only) exist, and are well understood, however, separate legal regulations for H/EVs currently do not exist. In this interim development period, this situation will lead manufacturers to derive in-house regulations, which very often will not conform or comply to a common basis. This paper highlights some of the legal and safety requirements, which concern the development, control system design and optimisation of regenerative braking modalities in H/EVs. Moreover, some early stage investigation within regenerative braking strategies especially during an active driving safety systems event will be introduced. The paper also includes simulation results, as well as road tests results for H/EV, which are highlighted with a view to the desirable characteristics for regenerative braking technology.

More than ever before the current automotive market offers a variety of vehicles. This diversity is concerned with not only different vehicle body or traction parameters but also the variety of propulsion systems. In particular the conventional systems (equipped with internal combustion engine only), hybrid electric, as well as fully electric drivelines are now becoming available. The fully electric vehicles require significant development, as the current technology (e.g. in area of storage devices) needs to be markedly improved. The interim solution will be the hybrid electric vehicles, which appear to be technically mature and affordable for typical vehicle users. However, hybrid electric vehicles can be even more technically advanced than the fully electric vehicles due to need to switch (blend) between the propulsion modalities.

This paper presents selected road test results for two commercially available hybrid electric vehicles equipped with front and all wheel drive systems. The results are considered to be important from a regenerative braking technology point of view, combining their control strategies and interactions with vehicle safety systems such as the anti-locking braking system (ABS) taken in to account. The examined vehicles operation represents a step in the development of regenerative braking control algorithms not only for hybrid vehicles but also for fully electric vehicles.

In this paper the current of 10 A is discharged constantly from battery. The constant current of 10 A is drawn using MOSFET as a variable resistor. The discharged current is used for an inverter application. The battery is charged with the help of solar panel. The energy wasted during the battery testing process is converted into useful energy. To achieve the high AC voltage similar to power that would be available at an electrical wall outlet, we go for boost converter, which converts low voltage DC to high voltage DC. The method used to obtain high DC voltage is voltage multiplier technique applied to the classical non-isolated dc-dc converters. The duty ratio of the converter is also maintained at safe limits while obtaining the required voltage gain. The topology has been designed for a 100 V, 1 kW application operating from 12 V input. The reactive elements are designed for a switching frequency of 50 kHz. Various operating modes, design equations, simulation results are presented. The wind energy can also be integrated for more power generation in future.