１ Ｂａｓｉｃ ｎｅｐｈｒｏｌｏｇｙ（生理；免疫・病理；分子生物学；検査・診断） ２ Ｃｌｉｎｉｃａｌ ｎｅｐｈｒｏｌｏｇｙ（糸球体障害；尿細管・間質障害；全身性疾患と腎障害；水電解質異常；腎不全）

Annual review 腎臓

https://www.kau.edu.sa/Files/188/Researches/65975_37398.pdf

Aircraft engine exhaust emissions and other airport-related contributions to ambient air pollution: A review

Hydrogen is expected to play a key role as an energy carrier in future energy systems of the world. As fossil-fuel supplies become scarcer and environmental concerns increase, hydrogen is likely to become an increasingly important chemical energy carrier and eventually may become the principal chemical energy carrier. When most of the world’s energy sources become non-fossil based, hydrogen and electricity are expected to be the two dominant energy carriers for the provision of end-use services. In such a “hydrogen economy,” the two complementary energy carriers, hydrogen and electricity, are used to satisfy most of the requirements of energy consumers. A transition era will bridge the gap between today’s fossil-fuel economy and a hydrogen economy, in which non-fossil-derived hydrogen will be used to extend the lifetime of the world’s fossil fuels—by upgrading heavy oils, for instance—and the infrastructure needed to support a hydrogen economy is gradually developed. In this paper, the role of hydrogen as an energy carrier and hydrogen energy systems’ technologies and their economics are described. Also, the social and political implications of hydrogen energy are examined, and the questions of when and where hydrogen is likely to become important are addressed. Examples are provided to illustrate key points.

/pdf/the-prospects-for-hydrogen-as-an-energy-carrier-an-overview-if7n3196mg.pdf

The prospects for hydrogen as an energy carrier: an overview of hydrogen energy and hydrogen energy systems

Theoretical efficiency limits for energy conversion devices

Hydrogen powered aircraft : The future of air transport

The main objective of the present study is to perform an exergy analysis of a turbofan kerosene-fired engine with afterburner (AB) at sea level and an altitude of 11 000 m. The main components of this engine include a fan, a compressor, a combustion chamber, a turbine, an AB and an exhaust. Exergy destructions in each of the engine components are determined, while exergy efficiency values for both altitudes are calculated. The AB unit is found to have the highest exergy destruction with 48.1% of the whole engine at the sea level, followed by the exhaust, the combustion chamber and the turbine amounting to 29.7, 17.2 and 2.5%, respectively. The corresponding exergy efficiency values for the four components on the product/fuel basis are obtained to be 59.9, 65.6, 66.7 and 88.5%, while those for the whole engine at the sea level and an altitude of 11 000 m are calculated to be 66.1 and 54.2%. Copyright © 2007 John Wiley & Sons, Ltd.

Exergetic analysis of an aircraft turbofan engine

An exergy analysis is reported for a General Electric turbofan engine (the CF6-80) using sea-level data. The effects on exergy efficiencies and exergy destructions are investigated of modifying the isentropic efficiencies of turbomachinery components. The most irreversible units in the system are found to be the fan and the core engine exhaust, with exergy loss rates of 47.3 MW and 35.9 MW, respectively, and the combustion chamber, with an exergy destruction rate of 31.5 MW. The exergy efficiencies of the fan and the core engine exhausts are found to be 12.9 and 12.7%, respectively.

Exergy analysis of a turbofan aircraft engine

This study deals with an exergoeconomic analysis of an aircraft turbofan engine utilising the kerosene as fuel. A new parameter is developed to define the thrust cost rate. The cost of exergy destruction, the relative cost difference and the exergoeconomic factor are investigated. The variation of the relative cost difference and exergoeconomic factor according to the operating and maintenance costs and the annual operating hour are also studied. For a high by-pass and high thrust rated engine, the cost rate of thrust is obtained to be 304.35 $(hkN) −1 for the hot thrust and 138.96 $ (hkN)−1 for the cold thrust, respectively.

Enis Turhan Turgut

Papers

Exergetic analysis of an aircraft turbofan engine

Exergy analysis of a turbofan aircraft engine

Exergoeconomic analysis of an aircraft turbofan engine

Fuel flow analysis for the cruise phase of commercial aircraft on domestic routes

Relationship between fuel consumption and altitude for commercial aircraft during descent: Preliminary assessment with a genetic algorithm