Fuel Cell

Fuel Cell What is a Fuel Cell?

A fuel cell is a device that generates electricity by a chemical reaction. Every fuel cell has two electrodes, one positive and one negative, called, respectively, the anode and cathode. The reactions that produce electricity take place at the electrodes. Every fuel cell also has an electrolyte, which carries electrically charged particles from one electrode to the other, and a catalyst, which speeds the reactions at the electrodes. Hydrogen is the basic fuel, but fuel cells also require oxygen. One great appeal of fuel cells is that they generate electricity with very little pollutionmuch of the hydrogen and oxygen used in generating electricity ultimately combine to form a harmless byproduct, namely water. One detail of terminology: a single fuel cell generates a tiny amount of direct current (DC) electricity. In practice, many fuel cells are usually assembled into a stack. Cell or stack, the principles are the same.

How fuel cell works?

There are several kinds of fuel cells, and each operates a bit differently. But in general terms, hydrogen atoms enter a fuel cell at the anode where a chemical reaction occurs by the influence of platinum catalyst. The hydrogen atoms are ionized, and split into positive charged hydrogen ions and negative charged electrons. The polymer Electrolyte Membrane (PEM) allows only the positively charged ions to pass through it to the cathode. The negatively charged electrons must travel along an external circuit to the cathode creating an electrical current. If alternating current (AC) is needed, the DC output of the fuel cell must be routed through a conversion device called an inverter. Oxygen enters the fuel cell at the cathode and combines with electrons returning from the electrical circuit and hydrogen ions to form water. Reaction at anode: 2H2=4H++4eReaction at cathode: O2+4H++4e-=2H2O

Fuel Cell Classes:

There are five primary classes of fuel cells, identified by their electrolyte, which have emerged as viable systems. Although the most common classification of fuel cells is by the type of electrolyte used, there are always other important differences as well. Each fuel cell class differs in the materials of construction, the fabrication techniques, and the system requirements. The potential use for different applications is inherent in the main characteristics of each fuel cell class. Solid Oxide ( SOFC): The solid oxide fuel ce ll operates between 500-1000 C.The

electrolyte in this fuel cell is a solid, nonporous metal oxide and the charge carriers are oxygen ions. The electrolyte always remains in a solid state adding to the inherent simplicity o f the fuel cell. The s o l i d c e r a m i c construction of the cell, can minimize hardware corrosion, allows for flexible design shapes, and is impervious to gas crossover from one electrode to the other. Due to the high temperature operation, high reaction rates are achieved without the need for expensive catalysts and also gases such as natural gas can be internally reformed without the need for fuel reforming.Unfortunately the high operating temperature limits the materials selection and a difficult fabrication processes results. In addition the ceramic materials used for the electrolyte exhibit a relatively low conductivity, which lowers performance of the fuel cell. Polymer Electrolyte Membrane (PEMFC): The polymer electrolyte membrane fuel cell operates at 50-100 C. The electrolyte in this fuel cell is a solid ion exchange membrane used to conduct protons. Hardware corrosion and gas crossover are minimized as a result of the solid electrolyte and very high current densities as well as fast start times have been realized for this cell. However due to the low temperature operation, catalysts (mostly platinum) are needed to increase the rate of reaction. In addition heat and water management issues are not easily over come in a practical system, and tolerance for CO is low. Alkaline Fuel Cell (AFC):The alkaline fuel cell operates between 50-250 C. The electrolyte in this fuel cell is KOH, and can be either mobile or retained in a matrix material.Many catalysts can be used in this fuel cell,an attribute that provides development flexibility. The ACF has excellent performance on hydrogen and oxygen compared to other candidate fuel cells. The major disadvantage of this fuel cell is that it is very susceptible to CO2 and CO poisoning and hence its use with reformed fuels and air is limited. Phosphoric Acid (PAFC): The phosphoric acid fuel cell operates at 200 C with phosphoric acid (100%) used for the electrolyte. The matrix universally used to retain the acid is silicon carbide, and the catalyst is Platinum. The use of concentrated acid (100%) minimises the water vapour pressure so water management in the cell is not difficult. The cell is tolerant to CO2 and the higher temperature operation is of benefit for co-generation applications. The main limitation of the PAFC is the lower efficiency realised in comparison with other fuel cells. Molten Carbonate (MCFC): The molten carbonate fuel cell operates at 600 C. The electrolyte in this fuel cell is usually a combination of alkali carbonates retained in a ceramic matrix. At the high temperature of operation the alkali carbonates form a highly conductive molten salt, with carbonate ions providing ionic conduction. The high reaction rates remove the need for noble metal catalysts and gases such as natural gas can be internally reformed without the need for a separate unit. In addition the cell can be made of commonly available sheet metals for less costly fabrication. One feature of the MCFC is the requirement of CO2 at the cathode for efficient operation. The main disadvantage of the MCFC is the very corrosive electrolyte that is formed, which impacts on the fuel cell life, as does the high

temperature operation. In addition to the five primary fuel classes, there are two more classes of fuel cells that are not distinguished by their electrolyte. These are the Direct Methanol Fuel Cell (DMFC), distinguished by the type of fuel used, and the Regenerative Fuel Cell (RGF) distinguished by its method of operation.

Advantages of Fuel Cell:

The main advantages of fuel cells are: a) Efficiency - Fuel cells are generally more efficient than combustion engines as they are not limited by temperature as is the heat engine. b) Simplicity - Fuel cells are essentially simple with few or no moving parts. High reliability may be attained with operational lifetimes exceeding 40,000 hours (the operational life is formally over when the rated power of the fuel cell is no longer satisfied). c) Low emissions - Fuel cells running on direct hydrogen and air produce only water as the by- product. d) Silence - The operation of fuel cell systems are very quiet with only a few moving parts if any. This is in strong contrast with present combustion engines. e) Flexibility - Modular installations can be used to match the load and increase reliability of the system.

Disadvantage:
The principal disadvantages of fuel cells, however, are the relatively high cost of the fuel cell, and to a lesser extent the source of fuel. For automotive applications a cost of US$10 to $50 per kW and an operation life of 4000 hours is required in order to compete with current internal combustion engine technology. For stationary combined heat and power systems a cost of US$1000 per kW and an operation life of 40,000 hours is required .The current cost of a fuel cell system is around US$3000 per kW for large systems with additional costs required for the heat exchanger in the combined heat and power systems. The cost of fuel cells will be brought down with mass manufacture and costs of US$100 per kW have been predicted as the production of fuel cells expand over the following few years.

Fuel Cell Application:

Fuel cells are very useful as power sources in remote locations, such as spacecraft, remote weather stations, large parks, rural locations, Land vehicles, Airplanes, Boats, Submarines, and in certain military applications.

Present Status of Fuel Cell: Land vehicles

In 2003 President George Bush proposed the Hydrogen Fuel Initiative (HFI), which was later implemented by legislation through the 2005 Energy Policy Act and the 2006 Advanced Energy Initiative. These aimed at further developing hydrogen fuel cells and its infrastructure technologies with the ultimate goal to produce commercial fuel cell vehicles by 2020. By 2008, the U.S. had contributed 1 billion dollars to this project. In May 2009, however, the Obama Administration announced that it will "cut off funds" for the development of fuel cell hydrogen vehicles, since other vehicle technologies will lead to quicker reduction in emissions in a shorter time. The US Secretary of Energy explained that hydrogen vehicles "will not be practical over the next 10 to 20 years", and also mentioned the challenges involved in the development of the required infrastructure to distribute hydrogen fuel. Nevertheless, the U.S. government will continue to fund research related to stationary fuel cells. The National Hydrogen Association and the U.S. Fuel Cell Council criticized this decision arguing that "...the cuts proposed in the DOE hydrogen and fuel cell program threaten to disrupt commercialization of a family of technologies that are showing exceptional promise and beginning to gain market traction." There are numerous prototype or production cars and buses based on fuel cell technology being researched or manufactured by motor car manufacturers. The GM 1966 Electrovan was the automotive industry's first attempt at an automobile powered by a hydrogen fuel cell. The Electrovan, which weighed more than twice as much as a normal van, could travel up to 70 mph for 30 seconds. The 2001 Chrysler Natrium used its own on-board hydrogen processor. It produces hydrogen for the fuel cell by reacting sodium borohydride fuel with Borax, both of which Chrysler claimed were naturally occurring in great quantity in the United States. The hydrogen produces electric power in the fuel cell for near-silent operation and a range of 300 miles without impinging on passenger space. Chrysler also developed vehicles which separated hydrogen from gasoline in the vehicle, the purpose being to reduce emissions without relying on a nonexistent hydrogen infrastructure and to avoid large storage tanks. In 2005 the British firm Intelligent Energy produced the first ever working hydrogen run motorcycle called the ENV (Emission Neutral Vehicle). The motorcycle holds enough fuel to run for four hours, and to travel 100 miles in an urban area, at a top speed of 50 miles per hour. In 2004 Honda developed a fuel-cell motorcycle which utilized the Honda FC Stack. In 2007, the Revolve Eco-Rally (launched by HRH Prince of Wales) demonstrated several fuel cell vehicles on British roads for the first time, driven by celebrities and dignitaries from Brighton to London's Trafalgar Square. Fuel cell powered race vehicles, designed and built by university students from around the world, competed in the world's first hydrogen race series called the 2008 Formula Zero Championship, which began on August 22, 2008 in Rotterdam, the

Netherlands. More races are planned for 2009 and 2010. After this first race, Greenchoice Forze from the university of Delft (The Netherlands) became leader in the competition. Other competing teams are Element One (Detroit), HerUCLAs (LA), EUPLAtecH2 (Spain), Imperial Racing Green (London) and Zero Emission Racing Team (Leuven). In 2008, Honda released a hydrogen vehicle, the FCX Clarity. Meanwhile there exist also other examples of bikes and bicycles with a hydrogen fuel cell engine. A few companies are conducting hydrogen fuel cell research and practical fuel cell bus trials. Daimler AG, with thirty-six experimental units powered by Ballard Power Systems fuel cells completing a successful three-year trial, in eleven cities, in January 2007.There are also fuel cell powered buses currently active or in production, such as a fleet of Thor buses with UTC Power fuel cells in California, operated by SunLine Transit Agency. The Fuel Cell Bus Club is a global cooperative effort in trial fuel cell buses. The first Brazilian hydrogen fuel cell bus prototype will begin operation in So Paulo during the first semester of 2009. The hydrogen bus was manufactured in Caxias do Sul and the hydrogen fuel will be produced in So Bernardo do Campo from water through electrolysis. The program, called "nibus Brasileiro a Hidrognio" (Brazilian Hydrogen Autobus), includes three additional buses Airplanes Boeing researchers and industry partners throughout Europe conducted experimental flight tests in February 2008 of a manned airplane powered only by a fuel cell and lightweight batteries. The Fuel Cell Demonstrator Airplane, as it was called, used a Proton Exchange Membrane (PEM) fuel cell/lithium-ion battery hybrid system to power an electric motor, which was coupled to a conventional propeller. In 2003, the world's first propeller driven airplane to be powered entirely by a fuel cell was flown. The fuel cell was a unique FlatStackTM stack design which allowed the fuel cell to be integrated with the aerodynamic surfaces of the plane. Boats The world's first Fuel Cell Boat HYDRA used an AFC system with 6.5 kW net output. Submarines The Type 212 submarines of the German and Italian navies use fuel cells to remain submerged for weeks without the need to surface.

Type 212 submarine with fuel cell propulsion of the German Navy in dry dock

Configuration of components in a fuel cell car.

The world's first certified Fuel Cell Boat (HYDRA), in Leipzig/Germany

Mercedes-Benz (Daimler AG) Citaro fuel cell bus on Aldwych, London.

References:
(1) http://en.wikipedia.org/wiki/Fuel_cell (2) http://americanhistory.si.edu/fuelcells/basics.htm (3) fuel Cell Technology And Application...Available at:http://services.eng.uts.edu.au/cempe/subjects_J GZ/eet/AUPEC01_111.pdf

Toyota's FCHV-BUS at the Expo 2005.