A hybrid heat engine results from the fusion of a heat engine with a non-heat-engine based cycle (unlike systems). The term combined cycle, which refers to similar arrangements, is reserved for the combination of two or more heat engines (like systems). The resulting product of the integration of a gas turbine and a fuel cell is referred to here as a hybrid heat engine or “Hybrid” for short. The intent of this paper is to provide, to the gas turbine community, a review of the present status of hybrid heat engine technologies. Current and projected activities associated with this emerging concept are also presented. The National Energy Technology Laboratory (NETL) is collaborating with other sponsors and the private sector to develop a Hybrid Program. This program will address the issues of technology development, integration, and ultimately the demonstration of what may be the most efficient of power plants in the world—the Hybrid System. In the Hybrid, the synergism between the gas turbine and fuel cell provides higher efficiencies and lower costs than either system can alone. Testing of the first hybrid concept has been initiated at the National Fuel Cell Research Center (NFCRC). FuelCell Energy (FCE) will be testing its first hybrid in 2002. Honeywell’s hybrid program has just begun under the Solid State Energy Conversion Alliance (SECA). SECA fuel cells will ultimately be hybridized with turbines. A competitive SECA solicitation is planned for conceptual studies in 2003. Industry teams will be selected in 2004 to further develop hybrid fuel cell systems.
Conventional diesel engines are considered by some to be contributors to environmental problems since they emit NOx, a suspected acid rain precursor. Initial testing has shown that CWS-fueled diesels emit substantially reduced NOx emissions. While emissions of particulates and SOx may be potentially higher with coal fuels, assessment of the control technology indicates excellent potential for meeting existing and future standards for these emissions. As a result of activities managed by the Morgantown Energy Technology Center, the economic and technical feasibility of CWS-fueled diesel engines has been determined. Recently, both General Electric and A. D. Little/Cooper Bessemer were selected for 5-year contracts aimed at developing by 1993 the components and subsystems necessary for subsequent private sector demonstration and commercialization of coal-fueled diesel power systems. The development of these CWS-fueled systems will necessitate the application of hot gas cleanup contaminant control technology to ensure that the systems burn coal in an environmentally sound manner. The objective of this paper is to discuss the environmental concerns, emission goals, and the control methodologies, devices, and strategies that will be used to ensure CWS-fueled diesel engines will meet current and potential environmental standards.
The effective thermal conductivity (K) and wall heat transfer coefficient (H) were determined in a packed b~d reactor model over a range of gas mas~ velocities from 0 to 15,000 kg/m 2 hr, liquid mass velocities from 5,000 to 65,000 kg/m 2 hr, and pressures that simulate coal liquefaction pressures from 1,000 to 4,000 psig. A correlation forK and H was developed for the range of study. Several mathematical ~odels for one and two dimensions, and for one and two parameters, were derived to describe two-phi::l.st! flow in packed beds. Two flow regimes are described. The entrance effects for the low liquid flow regime seem to be limited to a length of about ten diameters, while the entrance effects for the high liquid flow seem to extend through the entire length of the column.
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