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An “APU” (Auxiliary Power Unit) is a small gas turbine engine to provide supplementary power to an aircraft and is located at the tails of larger jets. APU generators provide auxiliary electrical power for running aircraft systems on the ground. Applications include powering environmental systems for pre-cooling or preheating the cabin, and providing power for crew functions such as preflight, cabin cleanup, and galley (kitchen) operation and long-haul airliners must be started using pneumatic power of APU compressor. The Honeywell 131-9A gas turbine APU has 440 kW shaft power and 90 kW electric generator consuming 120 kg fuel/hour. Hybrid power systems based on fuel cells are promising technology for the forthcoming power generation market. A solid oxide fuel cell (SOFC) is the perfect candidate for utilizing waste heat recovery. This case deals with waste heat recovery from fuel cell exhaust using Brayton cycle as bottoming cycle for additional power production.

An “APU” (Auxiliary Power Unit) is a small gas turbine engine to provide supplementary power to an aircraft and is located at the tails of larger jets. APU generators provide auxiliary electrical power for running aircraft systems on the ground. Applications include powering environmental systems for pre-cooling or preheating the cabin, and providing power for crew functions such as preflight, cabin cleanup, and galley (kitchen) operation and long-haul airliners must be started using pneumatic power of APU compressor. The Honeywell 131-9A gas turbine APU has 440 kW shaft power and 90 kW electric generator consuming 120 kg fuel/hour. Here the traditional combustor of the APU is proposed to be replaced by a chemical-looping-combustion (CLC) system.

Automotive power packs have been the focus of research over a long period of time. Among various power packs when we consider internal combustion engines, there is an ample opportunity in developing systems that can make optimal utilization of all the energy streams related to the automotive engine. In this regard utilization of internal combustion engine exhaust waste heat and environmental pollution have been the focus of research in the recent past. About 35% of the automotive input fuel energy is converted to useful crankshaft work and about 30% energy is expelled with exhaust. This leaves about one-third (35%) of the total energy that must be transmitted from the enclosed cylinder through the cylinder walls and head to the surrounding. The exhausted energy from engine results in entropy elevation and solemn environmental pollution. So it is desired to utilize waste heat to the extent possible.