Fuel cell

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Template:Alternateuses A fuel cell is an electrochemical energy conversion device similar to a battery, but differing from the latter in that it is designed for continuous replenishment of the reactants consumed; i.e. it produces electricity from an external supply of fuel and oxygen as opposed to the limited internal energy storage capacity of a battery. Additionally, the electrodes within a battery react and change as a battery is charged, or discharged, where as a fuel cell's electrodes are catalytic and relatively stable.

Typical reactants used in a fuel cell are hydrogen on the anode side and oxygen on the cathode side (a hydrogen cell). Usually, reactants flow in and reaction products flow out. Virtually continuous long-term operation is feasible as long as these flows are maintained.

1 Technology
2 Types of fuel cells
3 Efficiency
4 Fuel cell applications
- 4.1 Suggested applications
- 4.2 Hydrogen vehicles, boats and refuelling
5 Economy & Environment
6 History
7 Related
8 References
9 External links

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Technology

Image:Fuel cell NASA p48600ac.jpg In the archetypal example of a hydrogen/oxygen proton-exchange membrane (or "polymer electrolyte") fuel cell (PEMFC), a proton-conducting polymer membrane, (the electrolyte), separates the anode and cathode sides.

Image:Fuellcell.en2.jpg

On the anode side, hydrogen diffuses to the anode catalyst where it dissociates into protons and electrons. The protons are conducted through the membrane to the cathode, but the electrons are forced to travel in an external circuit (supplying power) because the membrane is electrically insulating. On the cathode catalyst, oxygen molecules react with the electrons (which have travelled through the external circuit) and protons to form water. In this example, the only waste product is water vapor and/or liquid water.

In addition to pure hydrogen, there are hydrogen-carrying fuels for fuel cells, including diesel, methanol (see DMFC) and chemical hydrides, the waste product with this type of fuels is carbon dioxide.

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Voltage

A typical fuel cell produces about 0.8 volts, to create enough voltage the cells are layered and combined in series and parallel into the so called "Fuel Cell Stack." The number of cells used is usually greater than 45 and varies with design.

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Materials

Image:Fuel cell still.gif The materials used in fuel cells differ by type. See Types of fuel cells.

1.The electrode/bipolar plates are usually made of metal, nickel or carbon nanotubes, and are coated with a catalyst (like platinum or palladium) for higher efficiency. 2.carbon paper. 3/4.The electrolyte could be ceramic or a membrane.

Example: The construction of the Low temperature fuel cell PEMFC:

Bipolarplate as electrode with in-milled gas channel structure, fabricated from conductive plastics (enhanced with carbon nanotubes for more conductivity);
Porous carbon papers;
Reactive layer, usually on the polymer membrane applied.
polymer membrane
Same as 3);
Same as 2);
Same as 1)

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Fuel cell design issues

Costs. In 2002, typical cells had a catalyst content of USD 1000 per kW of electric power output, which is expected, by 2007, to be reduced to USD 30 per kW [1]. Ballard's success is a catalyst enhanced with carbon silk with a 30% reduction (1 mg/cm2 to 0.7 mg/cm2) of platinum without reduction in performance (2005)[2].

The production costs a.c.a MEA (membrane electrode assembly) of the PEM (proton exchange membrane). The Nafion® membrane, -/+ 400,= Euro/m2, followed by the Toyota PEM and 3M PEM membrane are replaced by the ITM Power membrane, resulting in a price of -/+ 4 Euro/m2 (2004). This new membrane is a Hydrocarbon-polymer. One of the bigger companies is using Solupor® (a porous polyethylene film)[3].

Water management in (PEMFC's). In this type of fuel cell, the membrane must be hydrated, requiring water to be evaporated at precisely the same rate that it is produced. If water is evaporated too quickly, the membrane dries, resistance across it increases, and eventually it will crack, creating a gas "short circuit" where hydrogen and oxygen combine directly, generating heat that will damage the fuel cell. If the water is evaporated too slowly, the electrodes will flood, preventing the reactants from reaching the catalyst and stopping the reaction. Methods to dispose of the excess water are being developed by fuel cell companies.
Temperature management. The same temperature must be maintained throughout the cell in order to prevent destruction of the cell through thermal loading.
Flow control. Just as in a combustion engine, a steady ratio between the reactant and oxygen is necessary to keep the fuel cell operating efficiently.
Durability, lifetime, and special requirements for some type of cells. Stationary applications typically require more than 40,000 hours of reliable operation at a temperature of -35°C to 40°C, while automotive fuel cells require a 5,000 hour lifespan (the equivalent of 150,000 miles) under extreme temperatures. (See: Hydrogen vehicle. Status 2005: lifetime reached.) Automotive engines must also be able to start reliably at -30°C and have a high power to volume ratio (typically 2.5kW per liter).
Limited CO tolerance of the anode.

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Types of fuel cells

Name	Electrolyte	Range	Working temp.	elec. eff.	Status
Reversible fuel cell					Learning kit
Blue energy	polyethylene membrane	Up to 250KW			Research
MFC - Biological fuel cell
Zinc fuel cell ('Air' fuel cell)
Redox fuel cell
AFC - Alkaline fuel cell	alkaline solution	10 to 100 kW	under 80 °C	Cell: 60–70 % System: 62 %	Commercial/Research
PEM FC - Proton exchange membrane fuel cell	Polymer membrane	0,1 to 500 kW	70–200 °C,	Cell: 50–70 % System: 30–50 %	Commercial/Research
DBFC - Direct borohydride fuel cell	Polymer/Sodium borohydride		70 °C		Research
FAFC - Formic acid fuel cell	Formic acid		90–120 °C		Research
DMFC - Direct methanol fuel cell	Polymer membrane	mW to 100 kw	90–120 °C	Cell: 20–30 %	Commercial/Research
DEFC - Direct-ethanol fuel cell					Research
PAFC - Phosphoric-acid fuel cell	Phosphoric acid	Up to 10 MW	200 °C	Cell: 55 % System: 40 %	Commercial/Research
MCFC - Molten carbonate fuel cell	Molten Alkaline-Carbonate	100 MW	650 °C	Cell: 55 % System: 47 %	Commercial/Research
PCFC - Protonic ceramic fuel cell	ceramic		700 °C		Research
SOFC - Solid oxide fuel cell	Oxide Ceramic Electrolyte	Up to 100 MW	800–1000 °C	Cell: 60–65 % System: 55–60 %	Commercial/Research

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Efficiency

Fuel cells are not constrained by the maximum Carnot cycle efficiency as combustion engines are because they do not operate with a thermal cycle. Consequently, they can have very high efficiencies in converting chemical energy to electrical energy. The efficiency of a fuel cell under standard conditions is limited by the ratio of the standard Gibbs free energy to the standard enthalpy of the overall chemical reaction. The practical efficiency is often lower than this however.

A fuel cell typically converts the chemical energy of its fuel into electricity with an efficiency of about 50%. The efficiency is however very dependent on the current through the fuel cell: the more current drawn, the lower the efficiency. For a hydrogen cell the efficiency (actual power / theoretical power) is equal to cell voltage divided by 1.23 volts, at a temperature of 25°C. This voltage depends on the fuel used, quality and temperature of the cell. A cell running at 0.6V has an efficiency of about 50%, meaning that 50% of the energy content of the hydrogen is converted into electrical energy.

An electrolyzer and fuel cell would return less than 50 percent of the input energy (this is known as round-trip efficiency), while a much cheaper lead-acid battery might return about 90 percent.

It is also important to take losses due to production, transportation and storage into account. Fuel cell vehicles running on compressed hydrogen may have a power plant to wheel efficiency of 22% if the hydrogen is stored as high-pressure gas, and 17% if it is stored as liquid hydrogen (efficiency of Hydrogen Fuel Cell, Diesel-SOFC-Hybrid and Battery Electric Vehicles).

Fuel cells cannot store energy like a battery, but in some applications, such as stand-alone power plants based on discontinuous sources (solar, wind power), they are combined with electrolyzers and storage systems to form an energy storage system. The round-trip efficiency (electricity to hydrogen and back to electricity) of such plants is between 30 and 40%.

In "combined heat and power" applications, a fuel cell is placed in a location where heat is also needed. A lower fuel-to-electricity conversion efficiency is tolerated (typically 15-20%), because most of the energy not converted into electricity is utilized as heat. Some heat is lost with the exhaust gas just as in a normal furnace, so the combined heat and power efficiency is still lower than 100%, typically around 80%. In terms of exergy however, the process is inefficient, and one could do better by maximizing the electricity generated and then using the electricity to drive a heat pump.

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Fuel cell applications

Fuel cells are very useful as power sources in remote locations, such as spacecraft, remote weather stations, large parks, rural locations, and in certain military applications. A fuel cell system running on hydrogen can be compact, lightweight and has no major moving parts.

A new application is combined heat and power (CHP) for family home, office buildings and factories. This type of system generates constant electric power (selling excess power back to the grid when it is not consumed), and at the same time produce hot air and water from the waste heat. Phosphoric-acid fuel cells (PAFC) comprise the largest segment of existing CHP products worldwide and can provide combined efficiencies close to 80% (45-50% electric + remainder as thermal). The largest manufacturer of PAFC fuel cells is UTC Power, a division of United Technologies Corporation. Molten-carbonate fuel cells have also been installed in these applications, and Solid-oxide fuel cell prototypes exist.

However, since electrolyzer systems do not store fuel in themselves, but rather rely on external storage units, they can be successfully applied in large-scale energy storage, rural areas being one example. In this application, batteries would have to be largely oversized to meet the storage demand, but fuel cells only need a larger storage unit (typically cheaper than an electrochemical device).

One such pilot program exists on Stuart Island off the State of Washington. There the Stuart Island Energy Initiative has built a complete system by which solar panels generate the current to run several electrolyzers whose hydrogen is stored in a 500 gallon tank at 150-200 PSI. The hydrogen is then used to run a 48V ReliOn hydrogen fuel cell that provides full electric back-up to the residential site on this off the grid island (see external link to SIEI.ORG).

Plug Power Inc. is a major player in the design, development and manufacture of PEM fuel cells for stationary applications, including products aimed at telecommunication, prime power, and combined heat and power (CHP) applications.

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Suggested applications

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Hydrogen vehicles, boats and refuelling

Image:Toyota FCHV.jpg Template:Seedetails and Hydrogen highway. The first hydrogen refueling station was opened in Reykjavík, Iceland in April 2003. This station serves three buses built by DaimlerChrysler that are in service in the public transport net of Reykjavík. The station produces the hydrogen it needs by itself, with an electrolyzing unit (produced by Norsk Hydro), and does not need refilling: all that enters is electricity and water. Shell is also a partner in the project. The station has no roof, in order to allow any leaked hydrogen to escape to the atmosphere.

There are numerous prototype or production cars and buses based on fuel cell technology being researched or manufactured. Research is ongoing at companies like DaimlerChrysler, Ballard Power Systems, Ford, Volvo, Mazda, General Motors, Honda, BMW, Hyundai, and Nissan, among many others. A practical commercial fuel cell automobile is not expected until at least 2010 according to the industry.

Currently, a team of college students called Energy-Quest is planning to take a hydrogen fuel cell powered boat around the world (as well as other projects using efficient or renewable fuels). Their venture is called the Triton.

Type 212 submarines use fuel cells to remain submerged for weeks without the need to surface.

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Economy & Environment

Template:Seedetails and environmental concerns Fuel cells are often considered to be very attractive in modern applications for their high efficiency and ideally emission-free (see renewable energy) use, in contrast to currently more common fuels such as methane or natural gas that generate carbon dioxide. However roughly 50% of all electricity produced in the United States comes from coal. The problem is that coal is a relatively dirty energy source. If electrolysis (a process that uses electricity) is used to create hydrogen using energy from power plants, it is essentially creating hydrogen fuel from coal. Though the fuel cell itself will only emit heat and water as waste, the problem of pollution is still present at power plants.

An holistic approach has to take into consideration the impacts of an extended hydrogen scenario. This refers to the production, the use and the disposal of infrastructure and energy converters. Nowadays fuel cell stacks consist of catalysts to a very high amount. This is caused by the fact that poisoning reduces activity and thus the catalyst has to be over-dimensioned[4]. Limited reserves of platinum quicken the synthesis of an inorganic complex very similar to the catalytic iron-sulfur core of bacterial hydrogenase[5] to step in. The world reserves of platinum are insufficient (in fact, only one fourth) to support a mass conversion of all vehicles to fuel cells: a significant introduction of vehicles with present technology would therefore make the market value of platinum soar.

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History

The principle of the fuel cell was discovered by Swiss scientist Christian Friedrich Schönbein in 1838 and published in the January 1839 edition of the "Philosophical Magazine" [6]. Based on this work, the first fuel cell was developed by Welsh scientist Sir William Grove. A sketch was published in 1843,and he created the first fuel cell. The fuel cell he made used similar materials to today's Phosphoric-acid fuel cell. It wasn't until 1959 that British engineer Francis Thomas Bacon successfully developed a 5 kW stationary fuel cell. In 1959, a team led by Harry Ihrig built a 15 kW fuel cell tractor for Allis-Chalmers that was demonstrated across the US at state fairs. This system used potassium hydroxide as the electrolyte and compressed hydrogen and oxygen as the reactants. Later, in 1959, Bacon and his colleagues demonstrated a practical five-kilowatt unit capable of powering a welding machine, which led, in the 1960s to Bacon's patents being licensed by Pratt and Whitney from the U.S. where the concepts were used in the U.S. space program to supply electricity and drinking water (hydrogen and oxygen being readily available from the spacecraft tanks).

Parallel with Pratt & Whitney Aircraft, General Electric developed the first proton exchange membrane fuel cells (PEMFCs) for the Gemini space missions in the early 1960s. The first mission to utilize PEFCs was Gemini V. However, the Apollo space missions and subsequent Apollo-Soyuz, Skylab and Space Shuttle missions utilized fuel cells based on Bacon's design, developed by Pratt & Whitney Aircraft.

UTX's UTC Power subsidiary [7] was the first company to manufacture and commercialize a large, stationary fuel cell system for use as a co-generation power plant in hospitals, universities, and large office buildings. UTC Power continues to market this fuel cell as the PureCell 200 [8], a 200 kW system. UTC Power continues to be the sole supplier of fuel cells to NASA for use in space vehicles, having supplied the Apollo missions and currently the space shuttle, and is developing fuel cells for automobiles, buses, and cell phone towers. UTC Power claims to be "the global leader in the development and production of fuel cell technology" for both transportation and on-site power markets. In the automotive fuel cell market, UTC Power demonstrated the first fuel cell capable of starting under freezing conditions with its proton exchange membrane (PEM) automotive fuel cell. Note: UTC Power also uses the UTC Fuel Cells [9] name when referring to fuel cell products.

Extremely expensive materials were used and the fuel cells required very pure hydrogen and oxygen. Early fuel cells tended to require inconveniently high operating temperatures that were a problem in many applications. However, fuel cells were seen to be desirable due to the large amounts of fuel available (hydrogen & oxygen).

Despite their success in space programs, fuel cell systems were limited to space missions and other special applications, where high cost could be tolerated. It was not until the late 1980s and early 1990s that fuel cells became a real option for wider application base. Several pivotal innovations, e.g. low platinum catalyst loading and thin film electrodes drove the cost of fuel cells down, making development of PEMFC systems such as automobiles more or less realistic. (See vehicle)

In late 2004, Mechanical Technology Inc.'s subsidiary, MTI MicroFuel Cells debuted its first Direct Methanol Fuel Cell (DMFC)[10] for commercial use. MTI's Mobion™ cord-free rechargeable power pack technology consists of a fuel cell which runs on 100% (neat) Methanol. MTI's Mobion line is being released in industrial, consumer, and military markets as a low-cost replacement for lithium-ion batteries.

In 2006 Staxon [11]introduced an inexpensive OEM fuel cell module for system integration.

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