Fuel Cell

Fuel cell - Wikipedia, the free encyclopedia Page 1 of 16
Fuel cell
From Wikipedia, the free encyclopedia
A fuel cell is an electrochemical cell that converts a source fuel into an

electric current. It generates electricity inside a cell through reactions
between a fuel and an oxidant, triggered in the presence of an electrolyte.
The reactants flow into the cell, and the reaction products flow out of it,
while the electrolyte remains within it. Fuel cells can operate
continuously as long as the necessary reactant and oxidant flows are
maintained.
Fuel cells are different from conventional electrochemical cell batteries

in that they consume reactant from an external source, which must be
replenished[1] – a thermodynamically open system. By contrast, batteries
store electrical energy chemically and hence represent a
thermodynamically closed system.
Many combinations of fuels and oxidants are possible. A hydrogen fuel

cell uses hydrogen as its fuel and oxygen (usually from air) as its oxidant.
Other fuels include hydrocarbons and alcohols. Other oxidants include
chlorine and chlorine dioxide.[2]
Contents Demonstration model of a direct-methanol fuel

cell. The actual fuel cell stack is the layered cube
■ 1 Design shape in the center of the image
■ 1.1 Proton exchange fuel cells
■ 1.1.1 Proton exchange membrane fuel cell
design issues
■ 1.2 High temperature fuel cells
■ 1.2.1 SOFC
■ 1.2.2 MCFC
■ 2 History
■ 3 Types of fuel cell
■ 4 Efficiency
■ 4.1 Fuel cell efficiency
■ 4.2 In practice
■ 5 Fuel cell applications
■ 5.1 Power
■ 5.2 Cogeneration
■ 5.3 Hydrogen transportation and refueling
■ 5.3.1 Land vehicles
■ 5.3.2 Airplanes
■ 5.3.3 Boats
■ 5.3.4 Submarines
■ 5.3.5 Fueling stations
■ 5.4 Other applications
■ 5.5 Market structure
■ 6 Fuel cell economics
■ 7 Research and development
■ 8 See also
■ 9 References
■ 10 Further reading
■ 11 External links
http://en.wikipedia.org/wiki/Fuel_cell 11/12/2010
Design
Fuel cells come in many varieties; however, they all work in the same general manner. They are made up of three segments
which are sandwiched together: the anode, the electrolyte, and the cathode. Two chemical reactions occur at the interfaces of
the three different segments. The net result of the two reactions is that fuel is consumed, water or carbon dioxide is created,
and an electric current is created, which can be used to power electrical devices, normally referred to as the load.
At the anode a catalyst oxidizes the fuel, usually hydrogen, turning the fuel into a positively charged ion and a negatively
charged electron. The electrolyte is a substance specifically designed so ions can pass through it, but the electrons cannot.
The freed electrons travel through a wire creating the electric current. The ions travel through the electrolyte to the cathode.
Once reaching the cathode, the ions are reunited with the electrons and the two react with a third chemical, usually oxygen, to
create water or carbon dioxide.
The most important design features in a fuel

cell are:
■ The electrolyte substance. The

electrolyte substance usually defines
the type of fuel cell.
■ The fuel that is used. The most
common fuel is hydrogen.
■ The anode catalyst, which breaks
down the fuel into electrons and ions.
The anode catalyst is usually made up
of very fine platinum powder.
■ The cathode catalyst, which turns the
ions into the waste chemicals like
water or carbon dioxide. The cathode
catalyst is often made up of nickel.
A typical fuel cell produces a voltage from

0.6 V to 0.7 V at full rated load. Voltage
decreases as current increases, due to several
factors: A block diagram of a fuel cell
■ Activation loss
■ Ohmic loss (voltage drop due to resistance of the cell components and interconnects)
■ Mass transport loss (depletion of reactants at catalyst sites under high loads, causing rapid loss of voltage).[3]
To deliver the desired amount of energy, the fuel cells can be combined in series and parallel circuits, where series yields
higher voltage, and parallel allows a higher current to be supplied. Such a design is called a fuel cell stack. The cell surface
area can be increased, to allow stronger current from each cell.
Proton exchange fuel cells

In the archetypal hydrogen–oxygen proton exchange membrane fuel cell (PEMFC) design, a proton-conducting polymer
membrane, (the electrolyte), separates the anode and cathode sides. This was called a "solid polymer electrolyte fuel
cell" (SPEFC) in the early 1970s, before the proton exchange mechanism was well-understood. (Notice that "polymer
electrolyte membrane" and "proton exchange mechanism" result in the same acronym.)
On the anode side, hydrogen diffuses to the anode catalyst where it later dissociates into protons and electrons. These protons
often react with oxidants causing them to become what is commonly referred to as multi-facilitated proton membranes. 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 traveled through the external circuit) and protons to form water — in this example, the only waste
product, either liquid or vapor.
In addition to this pure hydrogen type, there are hydrocarbon fuels for fuel cells, including diesel, methanol (see: direct-
methanol fuel cells and indirect methanol fuel cells) and chemical hydrides. The waste products with these types of fuel are
carbon dioxide and water.
The materials used in fuel cells differ by

type. In a typical membrane electrode
assembly (MEA), the electrode–bipolar
plates are usually made of metal, nickel or
carbon nanotubes, and are coated with a
catalyst (like platinum, nano iron powders or
palladium) for higher efficiency. Carbon
paper separates them from the electrolyte.
The electrolyte could be ceramic or a
membrane.
Proton exchange membrane fuel cell

design issues
■ Costs. In 2002, typical fuel cell

systems cost US$1000 per kilowatt of
electric power output. In 2009, the
Department of Energy reported that
80-kW automotive fuel cell system
costs in volume production (projected
to 500,000 units per year) are $61 per
kilowatt.[5] The goal is $35 per
kilowatt. In 2008 UTC Power has
400 kW stationary fuel cells for Construction of a high temperature PEMFC: Bipolar plate as electrode with in-
$1,000,000 per 400 kW installed milled gas channel structure, fabricated from conductive plastics (enhanced
with carbon nanotubes for more conductivity); Porous carbon papers; reactive
costs. The goal is to reduce the cost in
layer, usually on the polymer membrane applied; polymer membrane.
order to compete with current market
technologies including gasoline
internal combustion engines. Many
companies are working on techniques
to reduce cost in a variety of ways
including reducing the amount of
platinum needed in each individual
cell. Ballard Power Systems have
experiments with a catalyst enhanced
with carbon silk which allows a 30%
reduction (1 mg/cm² to 0.7 mg/cm²)
in platinum usage without reduction
in performance.[6] Monash Condensation of water produced by a PEMFC on the air channel wall. The gold
University, Melbourne uses PEDOT wire around the cell ensures the collection of electric current.[4]
as a cathode.[7]
■ The production costs of the PEM
(proton exchange membrane). The Nafion membrane currently costs $566/m². In 2005 Ballard Power Systems
announced that its fuel cells will use Solupor, a porous polyethylene film patented by DSM.[8][9]
■ Water and air management[10] (in PEMFCs). 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 manage water in
cells are being developed like electroosmotic pumps focusing on 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.
■ Temperature management. The same temperature must be maintained throughout the cell in order to prevent
destruction of the cell through thermal loading. This is particularly challenging as the 2H2 + O2 -> 2H2O reaction is
highly exothermic, so a large quantity of heat is generated within the fuel cell.
■ Durability, service life, and special requirements for some type of cells. Stationary fuel cell applications typically
require more than 40,000 hours of reliable operation at a temperature of -35 °C to 40 °C (-31 °F to 104 °F), while
automotive fuel cells require a 5,000 hour lifespan (the equivalent of 150,000 miles) under extreme temperatures.
Current service life is 7,300 hours under cycling conditions.[11] Automotive engines must also be able to start reliably
at -30 °C (-22 °F) and have a high power to volume ratio (typically 2.5 kW per liter).
■ Limited carbon monoxide tolerance of the cathode.
High temperature fuel cells
SOFC
Main article: Solid oxide fuel cell
A solid oxide fuel cell (SOFC) is extremely advantageous “because of a possibility of using a wide variety of fuel”.[12] Unlike
most other fuel cells which only use hydrogen, SOFCs can run on hydrogen, butane, methanol, and other petroleum products.
The different fuels each have their own chemistry.
For SOFC methanol fuel cells, on the anode side, a catalyst breaks methanol and water down to form carbon dioxide,
hydrogen ions, and free electrons. The hydrogen ions meet oxide ions that have been created on the cathode side and passed
across the electrolyte to the anode side, where they react to create water. A load connected externally between the anode and
cathode completes the electrical circuit. Below are the chemical equations for the reaction:
Anode Reaction: CH3OH + H2O + 3O= → CO2 + 3H2O + 6e-
Cathode Reaction: 3/2 O2 + 6e- → 3O=
Overall Reaction: CH3OH + 3/2 O2 → CO2 + 2H2O + electrical energy
At the anode SOFCs can use nickel or other catalysts to break apart the methanol and create hydrogen ions and Template:CO.
A solid called yttria stabilized zirconia (YSZ) is used as the electrolyte. Like all fuel cell electrolytes YSZ is conductive to
certain ions, in this case the oxide ion (O=) allowing passage from the cathode to anode, but is non-conductive to electrons.
YSZ is a durable solid and is advantageous in large industrial systems. Although YSZ is a good ion conductor, it only works
at very high temperatures. The standard operating temperature is about 950oC.[13] Running the fuel cell at such a high
temperature easily breaks down the methane and oxygen into ions. A major disadvantage of the SOFC, as a result of the high
heat, is that it “places considerable constraints on the materials which can be used for interconnections”.[13] Another
disadvantage of running the cell at such a high temperature is that other unwanted reactions may occur inside the fuel cell. It
is common for carbon dust, graphite, to build up on the anode, preventing the fuel from reaching the catalyst. Much research
is currently being done to find alternatives to YSZ that will carry ions at a lower temperature.
MCFC
Main article: Molten carbonate fuel cell
Molten carbonate fuel cells (MCFCs) operate in a similar manner, except the electrolyte consists of liquid (molten) carbonate,
which is a negative ion and an oxidizing agent. Because the electrolyte loses carbonate in the oxidation reaction, the
carbonate must be replenished through some means. This is often performed by recirculating the carbon dioxide from the
oxidation products into the cathode where it reacts with the incoming air and reforms carbonate.
Unlike proton exchange fuel cells, the catalysts in SOFCs and MCFCs are not poisoned by carbon monoxide, due to much
higher operating temperatures. Because the oxidation reaction occurs in the anode, direct utilization of the carbon monoxide
is possible. Also, steam produced by the oxidation reaction can shift carbon monoxide and steam reform hydrocarbon fuels
inside the anode. These reactions can use the same catalysts used for the electrochemical reaction, eliminating the need for an
external fuel reformer.
MCFC can be used for reducing the CO2 emission from coal fired power plants[14] as well as gas turbine power plants.[15]
History
Main article: Timeline of hydrogen technologies
The principle of the fuel cell was discovered by German scientist Christian Friedrich Schönbein in 1838 and published in one
of the scientific magazines of the time.[16] Based on this work, the first fuel cell was demonstrated by Welsh scientist and
barrister Sir William Robert Grove in the February 1839 edition of the Philosophical Magazine and Journal of Science[17]
and later sketched, in 1842, in the same journal.[18] The fuel cell he made used similar materials to today's phosphoric-acid
fuel cell.
In 1955, W. Thomas Grubb, a chemist working for the General Electric

Company (GE), further modified the original fuel cell design by using a
sulphonated polystyrene ion-exchange membrane as the electrolyte. Three
years later another GE chemist, Leonard Niedrach, devised a way of depositing
platinum onto the membrane, which served as catalyst for the necessary
hydrogen oxidation and oxygen reduction reactions. This became known as the
'Grubb-Niedrach fuel cell'. GE went on to develop this technology with NASA
and McDonnell Aircraft, leading to its use during Project Gemini. This was the
first commercial use of a 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 which 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. In the
1960s, Pratt and Whitney licensed Bacon's U.S. patents for use in the U.S.
space program to supply electricity and drinking water (hydrogen and oxygen
being readily available from the spacecraft tanks).
Sketch of William Grove's 1839 fuel cell
United Technologies Corporation's UTC Power subsidiary 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, a 200 kW system (although soon to be replaced by a 400 kW version, expected for sale in
late 2009).[19] UTC Power continues to be the sole supplier of fuel cells to NASA for use in space vehicles, having supplied
the Apollo missions,[20] and currently the Space Shuttle program, and is developing fuel cells for automobiles, buses, and cell
phone towers; the company has demonstrated the first fuel cell capable of starting under freezing conditions with its proton
exchange membrane automotive fuel cell.
Types of fuel cell
Qualified Working Cost

Fuel cell name Efficiency Efficiency
Electrolyte power (W) temperature Status (USD/W)
(cell) (system)
(°C)
> -20
Metal hydride Aqueous alkaline Commercial /
(50% Ppeak @
fuel cell solution Research
0°C)
Electro-
Aqueous alkaline Commercial /
galvanic fuel < 40
solution Research
cell
Direct formic Polymer
Commercial /
acid fuel cell membrane < 50 W < 40
Research
(DFAFC) (ionomer)
Aqueous alkaline Mass
Zinc-air battery < 40
solution production
Polymer
Microbial fuel
membrane or < 40 Research
cell
humic acid
Upflow
microbial fuel < 40 Research
cell (UMFC)
Polymer
Regenerative Commercial /
membrane < 50
fuel cell Research
(ionomer)
Direct
Aqueous alkaline
borohydride 70 Commercial
solution
fuel cell
Alkaline fuel Aqueous alkaline 10 – 100 Commercial /
< 80 60–70% 62%
cell solution kW Research
Polymer
Direct methanol 100 mW – Commercial /
membrane 90–120 20–30% 10–20%
fuel cell 1 kW Research
(ionomer)
Reformed Polymer 250–300
5 W – 100 Commercial /
methanol fuel membrane (Reformer) 50–60% 25–40%
kW Research
cell (ionomer) 125–200 (PBI)
Polymer
Direct-ethanol < 140 > 25
membrane Research
fuel cell mW/cm² ? 90–120
(ionomer)
Proton
Polymer 50–120
exchange 100 W – Commercial /
membrane (Nafion) 50–70% 30–50% 30–35
membrane fuel 500 kW Research
(ionomer) 125–220 (PBI)
cell
Liquid electrolytes
with redox shuttle
1 kW – 10
RFC - Redox and polymer Research
MW
membrane
(Ionomer)
40%
Phosphoric acid Molten phosphoric Commercial /
< 10 MW 150-200 55% Co-Gen: 4–4.50
fuel cell acid (H3PO4) Research
90%
Molten
Molten alkaline Commercial /
carbonate fuel 100 MW 600-650 55% 47%
carbonate Research
cell
Tubular solid
oxide fuel cell O2--conducting < 100 MW 850-1100 60–65% 55–60%
Commercial /
ceramic oxide Research
(TSOFC)
Protonic H+-conducting 700 Research
ceramic fuel cell ceramic oxide
Direct carbon Commercial /
Several different 700-850 80% 70%
fuel cell Research
Planar Solid O2--conducting < 100 MW 850-1100 60–65% 55–60%
Commercial /
oxide fuel cell ceramic oxide Research
Any that will not
Enzymatic
denature the < 40 Research
Biofuel Cells
enzyme
Magnesium-Air Commercial /
salt water -20 - 55 90%
Fuel Cell Research
Efficiency
Fuel cell efficiency
The efficiency of a fuel cell is dependent on the amount of power drawn from it. Drawing more power means drawing more
current, which increases the losses in the fuel cell. As a general rule, the more power (current) drawn, the lower the
efficiency. Most losses manifest themselves as a voltage drop in the cell, so the efficiency of a cell is almost proportional to
its voltage. For this reason, it is common to show graphs of voltage versus current (so-called polarization curves) for fuel
cells. A typical cell running at 0.7 V has an efficiency of about 50%, meaning that 50% of the energy content of the hydrogen
is converted into electrical energy; the remaining 50% will be converted into heat. (Depending on the fuel cell system design,
some fuel might leave the system unreacted, constituting an additional loss.)
For a hydrogen cell operating at standard conditions with no reactant leaks, the efficiency is equal to the cell voltage divided
by 1.48 V, based on the enthalpy, or heating value, of the reaction. For the same cell, the second law efficiency is equal to
cell voltage divided by 1.23 V. (This voltage varies with fuel used, and quality and temperature of the cell.) The difference
between these numbers represents the difference between the reaction's enthalpy and Gibbs free energy. This difference
always appears as heat, along with any losses in electrical conversion efficiency.
Fuel cells do not operate on a thermal cycle. As such, they are not constrained, as combustion engines are, in the same way
by thermodynamic limits, such as Carnot cycle efficiency.[21] At times this is misrepresented by saying that fuel cells are
exempt from the laws of thermodynamics, because most people think of thermodynamics in terms of combustion processes
(enthalpy of formation). The laws of thermodynamics also hold for chemical processes (Gibbs free energy) like fuel cells, but
the maximum theoretical efficiency is higher (83% efficient at 298K [22] in the case of hydrogen/oxygen reaction) than the
Otto cycle thermal efficiency (60% for compression ratio of 10 and specific heat ratio of 1.4). Comparing limits imposed by
thermodynamics is not a good predictor of practically achievable efficiencies. Also, if propulsion is the goal, electrical output
of the fuel cell has to still be converted into mechanical power with another efficiency drop. In reference to the exemption
claim, the correct claim is that the "limitations imposed by the second law of thermodynamics on the operation of fuel cells
are much less severe than the limitations imposed on conventional energy conversion systems".[23] Consequently, they can
have very high efficiencies in converting chemical energy to electrical energy, especially when they are operated at low
power density, and using pure hydrogen and oxygen as reactants.
It should be underlined that fuel cell (especially high temperature) can be used as a heat source in conventional heat engine
(gas turbine system). In this case the ultra high efficiency is predicted (above 70%).[24][25]
In practice
For a fuel cell operating on air, losses due to the air supply system must also be taken into account. This refers to the
pressurization of the air and dehumidifying it. This reduces the efficiency significantly and brings it near to that of a
compression ignition engine. Furthermore, fuel cell efficiency decreases as load increases.
The tank-to-wheel efficiency of a fuel cell vehicle is greater than 45% at low loads [26] and shows average values of about
36% when a driving cycle like the NEDC (New European Driving Cycle) is used as test procedure.[27] The comparable
NEDC value for a Diesel vehicle is 22%. In 2008 Honda released a fuel cell electric vehicle (the Honda FCX Clarity) with
fuel stack claiming a 60% tank-to-wheel efficiency.[28]
It is also important to take losses due to fuel 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.[29] In addition to the production losses, over 70% of US' electricity used for
hydrogen production comes from thermal power, which only has an efficiency of 33% to 48%, resulting in a net increase in
carbon dioxide production by using hydrogen in vehicles[citation needed].
Fuel cells cannot store energy like a battery, but in some applications, such as stand-alone power plants based on
discontinuous sources such as solar or wind power, they are combined with electrolyzers and storage systems to form an
energy storage system. The overall efficiency (electricity to hydrogen and back to electricity) of such plants (known as round
-trip efficiency) is between 30 and 50%, depending on conditions.[30] While a much cheaper lead-acid battery might return
about 90%, the electrolyzer/fuel cell system can store indefinite quantities of hydrogen, and is therefore better suited for long-
term storage.
Solid-oxide fuel cells produce exothermic heat from the recombination of the oxygen and hydrogen. The ceramic can run as
hot as 800 degrees Celsius. This heat can be captured and used to heat water in a micro combined heat and power (m-CHP)
application. When the heat is captured, total efficiency can reach 80-90% at the unit, but does not consider production and
distribution losses. CHP units are being developed today for the European home market.
Fuel cell applications

Power
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 and lightweight, and have no major moving parts. Because
fuel cells have no moving parts and do not involve combustion, in ideal
conditions they can achieve up to 99.9999% reliability.[31] This equates
to around one minute of down time in a two year period. Type 212 submarine with fuel cell propulsion of
the German Navy in dry dock
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 is operating on Stuart Island in Washington State. There the Stuart Island Energy Initiative[32] has
built a complete, closed-loop system: Solar panels power an electrolyzer which makes hydrogen. The hydrogen is stored in a
500 gallon tank at 200 PSI, and runs a ReliOn fuel cell to provide full electric back-up to the off-the-grid residence.
Cogeneration
Micro combined heat and power (MicroCHP) systems such as home fuel cells and cogeneration for office buildings and
factories are in the mass production phase. The system generates constant electric power (selling excess power back to the
grid when it is not consumed), and at the same time produces hot air and water from the waste heat. MicroCHP is usually less
than 5 kWe for a home fuel cell or small business.[33] 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. Phosphoric-acid fuel cells (PAFC) comprise the largest segment of existing CHP
products worldwide and can provide combined efficiencies close to 90%[34] (35-50% electric + remainder as thermal) Molten
-carbonate fuel cells have also been installed in these applications, and solid-oxide fuel cell prototypes exist.
Hydrogen transportation and refueling

Main articles: Fuel cell vehicle, Hydrogen vehicle, Hydrogen
station, and Hydrogen highway
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.[35]
Configuration of components in a fuel cell car.
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.
[36]
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 The world's first certified Fuel Cell Boat
a family of technologies that are showing exceptional promise and (HYDRA), in Leipzig/Germany
beginning to gain market traction."[37]
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.[27][38]
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.[39] The hydrogen produces electric power in the
fuel cell for near-silent operation and a range of 300 miles without impinging Toyota FCHV PEM FC fuel cell vehicle.
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.[40]
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.[41] In 2004 Honda developed
a fuel-cell motorcycle which utilized the Honda FC Stack.[42][43]
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
Element One fuel cell vehicle.
Square.[citation needed] 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[44] and bicycles[45] 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. [46][47] 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.[48] 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 São
Paulo during the first semester of 2009. The hydrogen bus was manufactured
in Caxias do Sul and the hydrogen fuel will be produced in São Bernardo do
Campo from water through electrolysis. The program, called "Ônibus
Brasileiro a Hidrogênio" (Brazilian Hydrogen Autobus), includes three
additional buses.[49][50] Mercedes-Benz (Daimler AG) Citaro fuel
cell bus on Aldwych, London.
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.[51] 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.[52]
Hydrogen fueling station.
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.
Fueling stations
The first public hydrogen refueling station was opened in Reykjavík, Iceland Toyota's FCHV-BUS at the Expo 2005.
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. Royal Dutch 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.
The California Hydrogen Highway is an initiative by the California Governor to implement a series of hydrogen refueling
stations along that state. These stations are used to refuel hydrogen vehicles such as fuel cell vehicles and hydrogen
combustion vehicles. As of July 2007 California had 179 fuel cell vehicles and twenty five stations were in operation,[53] and
ten more stations have been planned for assembly in California. However, there have already been three hydrogen fueling
stations decommissioned.[54]
South Carolina also has a hydrogen freeway in the works. There are currently two hydrogen fueling stations, both in Aiken
and Columbia, SC. Additional stations are expected in places around South Carolina such as Charleston, Myrtle Beach,
Greenville, and Florence. According to the South Carolina Hydrogen & Fuel Cell Alliance, the Columbia station has a
current capacity of 120 kg a day, with future plans to develop on-site hydrogen production from electrolysis and reformation.
The Aiken station has a current capacity of 80 kg. There is extensive funding for Hydrogen fuel cell research and
infrastructure in South Carolina. The University of South Carolina, a founding member of the South Carolina Hydrogen &
Fuel Cell Alliance, received 12.5 million dollars from the United States Department of Energy for its Future Fuels Program.
[55]
Japan also has a hydrogen highway, as part of the Japan hydrogen fuel cell project. Twelve hydrogen fueling stations have
been built in 11 cities in Japan. Canada, Sweden and Norway also have hydrogen highways implemented.
Other applications
■ Providing power for base stations or cell sites[56][57]

■ Off-grid power supply
■ Distributed generation
■ Fork Lifts
■ Emergency power systems are a type of fuel cell system, which may include lighting, generators and other apparatus,
to provide backup resources in a crisis or when regular systems fail. They find uses in a wide variety of settings from
residential homes to hospitals, scientific laboratories, data centers,[58] telecommunication[59] equipment and modern
naval ships.
■ An uninterrupted power supply (UPS) provides emergency power and, depending on the topology, provide line
regulation as well to connected equipment by supplying power from a separate source when utility power is not
available. Unlike a standby generator, it can provide instant protection from a momentary power interruption.
■ Base load power plants
■ Electric and hybrid vehicles.
■ Notebook computers for applications where AC charging may not be available for weeks at a time.
■ Portable charging docks for small electronics (e.g. a belt clip that charges your cell phone or PDA).
■ Smartphones with high power consumption due to large displays and additional features like GPS might be equipped
with micro fuel cells.
■ Small heating appliances [60]
Market structure
Not all geographic markets are ready for SOFC powered m-CHP appliances. Currently, the regions that lead the race in
Distributed Generation and deployment of fuel cell m-CHP units are the EU and Japan.[61]
Fuel cell economics

Use of hydrogen to fuel vehicles would be a critical feature of a hydrogen economy. A fuel cell and electric motor
combination is not directly limited by the Carnot efficiency of an internal combustion engine.
Low temperature fuel cell stacks proton exchange membrane fuel cell (PEMFC), direct methanol fuel cell (DMFC) and
phosphoric acid fuel cell (PAFC) use a platinum catalyst. Impurities create catalyst poisoning (reducing activity and
efficiency) in these low-temperature fuel cells, thus high hydrogen purity or higher catalyst densities are required.[62]
Although there are sufficient platinum resources for future demand,[63] most predictions of platinum running out and/or
platinum prices soaring do not take into account effects of reduction in catalyst loading and recycling. Recent research at
Brookhaven National Laboratory could lead to the replacement of platinum by a gold-palladium coating which may be less
susceptible to poisoning and thereby improve fuel cell lifetime considerably.[64] Another method would use iron and sulphur
instead of platinum. This is possible through an intermediate conversion by bacteria. This would lower the cost of a fuel cell
substantially (as the platinum in a regular fuel cell costs around $1500, and the same amount of iron costs only around $1.50).
The concept is being developed by a coalition of the John Innes Centre and the University of Milan-Bicocca.[65]
Current targets for a transport PEM fuel cells are 0.2 g/kW Pt – which is a factor of 5 decrease over current loadings – and
recent comments from major original equipment manufacturers (OEMs) indicate that this is possible. Recycling of fuel cells
components, including platinum, will conserve supplies. High-temperature fuel cells, including molten carbonate fuel cells
(MCFC's) and solid oxide fuel cells (SOFC's), do not use platinum as catalysts, but instead use cheaper materials such as
nickel and nickel oxide. They also do not experience catalyst poisoning by carbon monoxide, and so they do not require high-
purity hydrogen to operate. They can use fuels with an existing and extensive infrastructure, such as natural gas, directly,
without having to first reform it externally to hydrogen and CO followed by CO removal.
Research and development

■ August 2005: Georgia Institute of Technology researchers use triazole to raise the operating temperature of PEM fuel
cells from below 100 °C to over 125 °C, claiming this will require less carbon-monoxide purification of the hydrogen
fuel.[66]
■ 2008 Monash University, Melbourne uses PEDOT as a cathode.[7]
■ 2009 Researchers at the University of Dayton, in Ohio, have shown that arrays of vertically grown carbon nanotubes
could be used as the catalyst in fuel cells.[67]
■ 2009: Y-Carbon has begun to develop a carbide-derived-carbon-based ultracapacitor with high energy density which
may lead to improvements in fuel cell technology.[68][69]
■ 2009: A nickel bisdiphosphine-based catalyst for fuel cells is demonstrated.[70]
See also
■ Bio-nano generator
■ Comparison of automobile fuel technologies
■ Cryptophane
■ Energy development
■ Fuel Cell Development Information Center
■ Fuel Cells and Hydrogen Joint Technology Initiative (in Europe)
■ Glossary of fuel cell terms
■ Grid energy storage
■ Hydrogen codes and standards
■ Hydrogen reformer
■ Hydrogen sulfide sensor
■ Hydrogen storage
■ Hydrogen technologies
■ Microgeneration
■ Paper battery
■ Renewable energy
■ Water splitting
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Further reading
■ Vielstich, W., et al. (eds.) (2009). Handbook of fuel cells: advances in electrocatalysis, materials, diagnostics and
durability. 6 vol. Hoboken: Wiley, 2009.
■ Gregor Hoogers (2003). Fuel Cell Technology – Hand Book. CRC Press.
■ James Larminie and Andrew Dicks (2003). Fuel Cell Systems Explained, 2nd Edition. John Wiley and Sons.
■ High Temperature Solid Oxide Fuel Cells-Fundamentals, Design and Applications. Elsevier. 2003.
■ Frano Barbir. PEM Fuel Cells-Theory and Practice. Elsevier Academic Press.
■ EG&G Technical Services, Inc. (2004). Fuel Cell Technology-Hand book, 7th Edition. U.S. Department of Energy.
External links
■ Fuel Cell Origins: 1840-1890 (http://americanhistory.si.edu/fuelcells/origins/origins.htm)
■ TC 105 (http://www.iec.ch/dyn/www/f?p=102:17:0::::FSP_LANG_ID,FSP_SEARCH_TC:25,105) IEC Technical
standard for Fuel Cells
■ EERE: Hydrogen, Fuel Cells and Infrastructure Technologies Program
(http://www.eere.energy.gov/hydrogenandfuelcells/)
■ Thermodynamics of electrolysis of water and hydrogen fuel cells (http://hyperphysics.phy-
astr.gsu.edu/Hbase/thermo/electrol.html#c2)
■ 2002-PORTABLE POWER APPLICATIONS OF FUEL CELLS (http://www.berr.gov.uk/files/file15304.pdf)
■ US Fuel Cell Council (http://www.usfcc.com/)
■ DoITPoMS Teaching and Learning Package- "Fuel Cells" (http://www.doitpoms.ac.uk/tlplib/fuel-cells/index.php)
Retrieved from "http://en.wikipedia.org/wiki/Fuel_cell"
Categories: Fuel cells | Electrochemistry | Energy conversion | Hydrogen economy | Hydrogen technologies
■ This page was last modified on 9 December 2010 at 08:46.

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Fuel cell - Wikipedia, the free encyclopedia Page 1 of 16

A fuel cell is an electrochemical cell that converts a source fuel into an

Fuel cells are different from conventional electrochemical cell batteries

Many combinations of fuels and oxidants are possible. A hydrogen fuel

Contents Demonstration model of a direct-methanol fuel

The most important design features in a fuel

■ The electrolyte substance. The

A typical fuel cell produces a voltage from

Proton exchange fuel cells

The materials used in fuel cells differ by

Proton exchange membrane fuel cell

■ Costs. In 2002, typical fuel cell

High temperature fuel cells

Main article: Solid oxide fuel cell

Anode Reaction: CH3OH + H2O + 3O= → CO2 + 3H2O + 6e-

Cathode Reaction: 3/2 O2 + 6e- → 3O=

Overall Reaction: CH3OH + 3/2 O2 → CO2 + 2H2O + electrical energy

Main article: Molten carbonate fuel cell

In 1955, W. Thomas Grubb, a chemist working for the General Electric

Types of fuel cell

Qualified Working Cost

Fuel cell applications

Hydrogen transportation and refueling

In 2003 President George Bush proposed the Hydrogen Fuel Initiative

The GM 1966 Electrovan was the automotive industry's first attempt at an

In 2007, the Revolve Eco-Rally (launched by HRH Prince of Wales)

In 2008, Honda released a hydrogen vehicle, the FCX Clarity. Meanwhile

Boeing researchers and industry partners throughout Europe conducted

■ Providing power for base stations or cell sites[56][57]

Fuel cell economics

Research and development

9. ^ "Ballard Uses Solupor" (http://web.archive.org/web/20070905101637/http%3A//www.ecn.nl/en/h2sf/news/ballard-uses-

■ This page was last modified on 9 December 2010 at 08:46.

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