Specific fuel requirement

Fuel metabolism is often discussed as though the body consisted only of brain, skeletal and cardiac muscle, liver, adipose tissue, red blood cells, kidney, and intestinal epithelial cells ("the gut"). These are the dominant tissues in terms of overall fuel economy, and they are the tissues we describe most often. Of course, all tissues require fuels for energy, and many have very specific fuel requirements. 

Fuel costs vaiy widely from one area to another because of the cost of the fuel itself and the cost of transportation. Any meaningful cost comparison between fuels requires current costs based on such factors as the amounts used at a particular geographical location, utilization efficiencies or energy-ratio data for the equipment involved, and the effects of Torm v ue. Although the costs given in Table 27-9 do not apply to specific locations, they give fuel-cost trends. 

The ruodern specifications of the contents of heavy ruetals in fuel require application of selective, express and safe ruethods of their deterruination. 

Theoretical air quantity The stoichiometric quantity of air required for complete combustion of a given quantity of a specific fuel. 

The following is a list of specific development requirements for each fuel cell technology. 

Not only must space MS be compact, low power, and autonomously operated, but they must survive launch by rocket. The trend over the past few decades has been toward solid-fueled rockets or boosters that have a much rougher ride than liquid-fueled rockets. Over-zealous specifications often require that space MS survive 15 g of random shake acceleration, which is about like lifting the instrument 10 cm and dropping it on the floor repeatedly. All those shims in a magnetic sector MS must be capable of being realigned in space, perhaps with stepper motors, which is what ESA had to fly in its 2011 comet mission [19]. Likewise, carbon foil technology took an additional 10 years to fly after it had been developed in the laboratory, primarily to ensure that it survived launch. 

Our research shows that in biological systems energy is, as far as possible, taken from the environment as and when it is needed rather than carried around (e.g. as liquid fuel) and is used to solve only 5% of biological problems, whereas in technology up to 75% of problems need energy to solve them. A far more important factor in the biological solution of problems is information - the genetic sequence, the specific chemistry required the drive specific reaction... 

Fuel processing is defined in this Handbook as the conversion of a commercially available gas, liquid, or solid fuel (raw fuel) to a fuel gas reformate suitable for the fuel cell anode reaction. Fuel processing encompasses the cleaning and removal of harmful species in the raw fuel, the conversion of the raw fuel to the fuel gas reformate, and downstream processing to alter the fuel gas reformate according to specific fuel cell requirements. Examples of these processes are ... 

There are three major gas reformate requirements imposed by the various fuel cells that need addressing. These are sulfur tolerance, carbon monoxide tolerance, and carbon deposition. The activity of catalysts for steam reforming and autothermal reforming can also be affected by sulfur poisoning and coke formation. These requirements are applicable to most fuels used in fuel cell power units of present interest. There are other fuel constituents that can prove detrimental to various fuel cells. However, these appear in specific fuels and are considered beyond the scope of this general review. Examples of these are halides, hydrogen chloride, and ammonia. Finally, fuel cell power unit size is a characteristic that impacts fuel processor selection. 

Figure 5.8 shows schematically a design architecture concept of metal plates [29]. The thin anode and cathode plates were stamped to form a hydrogen flow field and air/oxygen flow field, respectively. The coolant flow field was formed simultaneously and the closed channel was generated when the anode plate and cathode plate were bonded together. The cross-section shape of the flow field or flow channel varies depending on the required flow supply in the specific fuel cells. 

Fat is stored in the body in separate depots, most of which need to be remote from muscles, so as not to interfere with their function. A considerable amount is stored around the waist or hip where it does not affect the centre of gravity of the body, which is important in locomotion. Consequently, the fat fuel requires transport from the site of storage to the tissue of utilisation, via the blood, which requires specific transport mechanisms (see above). 

The adiabatic flame temperature is the maximum theoretical temperature that can be reached by the products of combustion of a specific fuel and air (or oxygen) combination assuming no loss of heat to the surroundings until combustion is complete. This theoretical temperature also assumes no dissociation, a phenomenon discussed later under this heading. The heal of combustion of Ihe fuel is the major factor in the flame temperature, but increasing the temperature of the air or of the fuel will also have the effect of raising the flame temperature. As would be expected, this adiabatic temperature is a maximum with zero excess air (only enough air chemically required lo combine with the fuel), since any excess is not... 

LP gas is a generic term for fuels that include butane, propane, and small amounts of other hydrocarbons. The common characteristic among these fuels is that they are easily liquefied by the application of modest pressures (less than 300 psi). LP gas is widely used in rural areas of the countiy as a home cooking and heating fuel, and for use in outdoor home barbecues. For fuel use, the industry has standardized on a specification that requires 90% propane minimum, 2.5% butane maximum, and 5% propylene maximum, known as HD-5. Since this discussion centers on use of LP gas as a transportation fuel—which means LP gas conforming to the HD-5 specification—propane will be used instead of LP gas. 

More significant trends occur as the work/heat ratio increases. Varying this parameter is extremely important in order to locate the optimal work output given a specific heat requirement and fuel cost. Trends in the system parameters and costs associated with changing work/heat ratio are plotted in Figures 2-8. 

Worldwide, new environment legislation has set product specifications for fuels. Table 18.4 lists the quality standards for automotive gasoline and diesel.10 These mandates are geared to lower tailpipe emission from vehicles. Sulfur content and volatility will be strictly limited in future fuel requirements. 

There were no specific legal requirements for management of spent nuclear fuel and radioactive waste management in the early nuclear laws and regulations in Sweden. 

---