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Fuel cell generates electricity from direct liquid feed stream of methanol/water solution circulated in contact with anode, plus direct gaseous feed stream of air or oxygen in contact with cathode. Advantages include relative simplicity and elimination of corrosive electrolytic solutions. Offers potential for reductions in size, weight, and complexity, and for increases in safety of fuel-cell systems.
During the 1970's, the Solid Polymer Electrolyte (SPE) water electrolyzer, which uses ion exchange membranes as its sole electrolyte, was developed for nuclear submarine metabolic oxygen production. SPE water electrolyzer developments included operation at up to 3,000 psia and at current densities in excess of 1,000 amps per square foot. The SPE water electrolyzer system has accumulated tens of thousands of system hours with the Navies of both the United States and the United Kingdom. During the 1980's, the basic SPE water electrolyzer cell structure developed for the Navies was incorporated into several demonstrators for NASA's Space Station Program. Among these were: (1) the SPE regenerative fuel cell for electrical energy storage; (2) the SPE water electrolyzer for metabolic oxygen production; and (3) the high pressure SPE water electrolyzer for reboost propellant production. In the 1990's, emphasis will be the development of SPE water electrolyzers for Mission from Planet Earth. Currently defined potential applications for the SPE water electrolyzer include: (1) SPE water electrolyzers operating at high pressure as part of a regenerative fuel cell extraterrestrial surface energy storage system; (2) SPE water electrolyzers for propellant production from extraterrestrial indigenous materials; and (3) SPE water electrolyzers for metabolic oxygen and potable water production from reclaimed water.
A multidisciplinary effort is underway at the NASA Glenn Research Center to develop concepts for revolutionary, nontraditional fuel cell power and propulsion systems for aircraft applications. There is a growing interest in the use of fuel cells as a power source for electric propulsion as well as an auxiliary power unit to substantially reduce or eliminate environmentally harmful emissions. A systems analysis effort was initiated to assess potential concepts in an effort to identify those configurations with the highest payoff potential. Among the technologies under consideration are advanced proton exchange membrane (PEM) and solid oxide fuel cells, alternative fuels and fuel processing, and fuel storage. Prior to this effort, the majority of fuel cell analysis done at Glenn was done for space applications. Because of this, a new suite of models was developed. These models include the hydrogen-air PEM fuel cell; internal reforming solid oxide fuel cell; balance-of-plant components (compressor, humidifier, separator, and heat exchangers); compressed gas, cryogenic, and liquid fuel storage tanks; and gas turbine/generator models for hybrid system applications. Initial mass, volume, and performance estimates of a variety of PEM systems operating on hydrogen and reformate have been completed for a baseline general aviation aircraft. Solid oxide/turbine hybrid systems are being analyzed. In conjunction with the analysis efforts, a joint effort has been initiated with Glenn s Computer Services Division to integrate fuel cell stack and component models with the visualization environment that supports the GRUVE lab, Glenn s virtual reality facility. The objective of this work is to provide an environment to assist engineers in the integration of fuel cell propulsion systems into aircraft and provide a better understanding of the interaction between system components and the resulting effect on the overall design and performance of the aircraft. Initially, three-dimensional computer-aided design (CAD) models of representative PEM fuel cell stack and components were developed and integrated into the virtual reality environment along with an Excel-based model used to calculate fuel cell electrical performance on the basis of cell dimensions (see the figure). CAD models of a representative general aviation aircraft were also developed and added to the environment. With the use of special headgear, users will be able to virtually manipulate the fuel cell s physical characteristics and its placement within the aircraft while receiving information on the resultant fuel cell output power and performance. As the systems analysis effort progresses, we will add more component models to the GRUVE environment to help us more fully understand the effect of various system configurations on the aircraft.
Assumptions for this work was collected and the analysis was completed in FY22. This contains information for more than 20 types of medium and heavy duty vehicles. Vehicles with various levels of hybridization, electric and fuel cell powertrains are considered in this work. More details are available in the report published by Argonne accessible from https://vms.taps.anl.gov/research-highlights/u-s-doe-vto-hfto-r-d-benefits/. TechScape, a convenient data visualization tool is also provided by Argonne for this data, accessible from [TechScape Web](https://vms.taps.anl.gov/data/techscape-web-2023/).
The synfuels economic evaluation model was utilized to analyze cost and product economics of the TVA coal conversion facilities. It is concluded that; (1) moderate yearly future escalations ( 6%) in current natural gas prices will result in medium-Btu gas becoming competitive with natural gas at the plant boundary; (2) utilizing DRI price projections, the alternate synfuel products, except for electricity, will be competitive with their counterparts; (3) central site fuel cell generation of electricity, utilizing MBG, is economically less attractive than the other synthetic fuels, given projected price rises in electricity produced by other means; and (4) because of estimated northern Alabama synfuels market demands, existing conventional fuels, infrastructure and industrial synfuels retrofit problems, a diversity of transportable synfuels products should be produced by the conversion facility.
NASA’s vision for the future of flight includes highly energy efficient aircraft that are environmentally friendly and have positive national economic impact. Although battery-powered electric aircraft are a viable alternative to reduce environmental impact, purely electric aircraft have drawbacks such as the low specific energy of batteries, which translates to an unfavorable weight scaling. Solid oxide fuel cell (SOFC) systems also have promise in providing environmentally friendly electrical power for new aircraft configurations at a higher efficiency than current methods, such as electrical generators. This study explores the use of the Fostering Ultra-Efficient, Low Emitting Aviation Power (FUELEAP) power system architecture for hybrid-electric regional aircraft. The FUELEAP power system utilizes a SOFC as part of a hybrid-electric power system architecture, enabling higher efficiency and specific power with a reduction in carbon and NOx emissions compared to state-of-the-art hybrid-electric SOFC architectures. The study includes comparisons of hybrid-electric power architectures and integration of the FUELEAP power system for two regional-sized passenger aircraft concepts. Results suggest that use of the FUELEAP power system as a replacement for onboard batteries may provide up to a 50% reduction in the weight of the electric d energy system for a typical regional aircraft mission.
The exploration of next-generation materials and the underlying mechanisms for high ionic conductivity have been the mainstay of the study in the solid state ionic field, but with limited success. Here, we performed closely integrated in situ high-pressure structural and electronic characterizations on SrCoO 2.5 , a typical material for solid fuel cell application. We discovered that the activation energy for ionic transport decreased by approximately 47% at 13.6 GPa upon compression, demonstrating a large enhancement of conductivity. Such a desired functional behavior is strongly interlinked with the pressure-driven isostructural phase transition at which negative linear compressibility occurs along c-lattice, weakening the interaction between Co and O atoms and then enhancing the ionic diffusion. Our results provide fundamental insight of the solid ionic mechanism and materials-by-design for future high-performance oxides.
Protonic solid oxide fuel cells (p-SOFC) integrated with clean thermal energy sources are promising platforms for decarbonized chemical production in addition to power generation, such as on-purpose propylene production from propane dehydrogenation (PDH). The catalytic performance of the conventional nickel-cermet-based anode materials in p-SOFC for propane conversion is restrained by their low active surface area and proneness to coking. In this work, by integration of a highly efficient industry-relevant thermal catalyst PtGa/ZSM-5 for PDH reaction, we demonstrate that both the electrochemical and catalytic performance of the propane-fueled p-SOFC can be effectively enhanced. The PtGa catalyst integrated p-SOFC exhibits a peak power density of 93 mW cm -2 at 600°C, which is greater by about 100% and 50% than that without catalyst or with a perovskite-based (Pr 0.3 Sr 0.7 ) 0.9 Ni 0.1 Ti 0.9 O 3 (PSNT) catalyst layer, respectively. The PDH activity and olefin selectivity of the PtGa catalyst is also significantly higher than that of the PSNT catalyst. In addition, much improved coke tolerance and propylene selectivity (over 90%) compared to the catalyst-free Ni-cermet anode materials were achieved by integrating the industrial catalyst layer. The propane conversion can be further improved by an applied current density, whereas the olefin selectivity is almost unaltered. The excellent performance of the PtGa catalyst integrated p-SOFC is attributed to the high surface area, intrinsically high catalytic activity, selectivity, and anti-coking properties of the catalytic layer for propane conversion. In conclusion, this work provides a general approach and a case study for boosting the performances of p-SOFCs in chemical production by integrating thermo- and electro- catalysis.
Double-layer capacitors are unique energy storage devices, capable of supporting large current pulses as well as a very high number of charging and discharging cycles. The performance of doublelayer capacitors is highly dependent on the nature of the electrolyte system used. Many applications, including for electric and fuel cell vehicles, back-up diesel generators, wind generator pitch control back-up power systems, environmental and structural distributed sensors, and spacecraft avionics, can potentially benefit from the use of double-layer capacitors with lower equivalent series resistances (ESRs) over wider temperature limits. Higher ESRs result in decreased power output, which is a particular problem at lower temperatures. Commercially available cells are typically rated for operation down to only 40 C. Previous briefs [for example, Low Temperature Supercapacitors (NPO-44386), NASA Tech Briefs, Vol. 32, No. 7 (July 2008), p. 32, and Supercapacitor Electrolyte Solvents With Liquid Range Below 80 C (NPO-44855), NASA Tech Briefs, Vol. 34, No. 1 (January 2010), p. 44] discussed the use of electrolytes that employed low-melting-point co-solvents to depress the freezing point of traditional acetonitrile-based electrolytes. Using these modified electrolyte formulations can extend the low-temperature operational limit of double-layer capacitors beyond that of commercially available cells. This previous work has shown that although the measured capacitance is relatively insensitive to temperature, the ESR can rise rapidly at low temperatures, due to decreased electrolyte conductance within the pores of the high surface- area carbon electrodes. Most of these advanced electrolyte systems featured tetraethylammonium tetrafluoroborate (TEATFB) as the salt. More recent work at JPL indicates the use of the asymmetric quaternary ammonium salt triethylmethylammonium tetrafluoroborate (TEMATFB) or spiro-(l,l')-bipyrrolidium tetrafluoroborate (SBPBF4) in a 1:1 by volume solvent mixture of acetonitrile (AN) and methyl formate (MF) enables double-layer capacitor cells to operate well below -40 C with a relatively low ESR. Typically, a less than twofold increase in ESR is observed at -65 C relative to room-temperature values, when these modified electrolyte blends are used in prototype cells. Double-layer capacitor coin cells filled with these electrolytes have displayed the lowest measured ESR for an organic electrolyte to date at low temperature (based on a wide range of electrolyte screening studies at JPL). The cells featured high-surface-area (approximately equal to 2,500 m/g) carbon electrodes that were 0.50 mm thick and 1.6 cm in diameter, and coated with a thin layer of platinum to reduce cell resistance. A polyethylene separator was used to electrically isolate the electrodes.
This paper presents a multiport converter (MPC) based power supply to charge the 12 V and 24 V auxiliary batteries in heavy duty (HD) fuel cell (FC) electric vehicle (EV) power train. Compared to conventional auxiliary power supply architectures, the proposed architecture shares the power electronic components of the main power train yet preserves the isolation and all other desirable features of auxiliary power supplies. The proposed auxiliary power supply architecture reduces the requirements of the devices, gate drivers and thermal requirements thereby having potential benefits towards improving the power density, cost and weight of the overall power train. The topology, design parameters and control methodology are discussed, and results are presented to validate the proposed architecture.
The Future Automotive Systems Technology Simulator (FASTSim™) provides a simple way to compare powertrains and estimate the impact of technology improvements on light-, medium-, and heavy-duty vehicle efficiency, performance, cost, and battery life. This extremely fast simulation tool features a streamlined user interface and can rapidly perform a variety of tasks using basic computing resources: • less than 0.1 second to simulate second-by-second standard duty cycles • less than 10 seconds to estimate vehicle efficiency, fuel economy, acceleration, battery life, and cost • less than 5 minutes to perform powertrain comparisons of efficiency and cost. FASTSim models a variety of vehicle powertrains and fuel converter types: • Conventional vehicles - spark ignition, Atkinson, diesel, and hybrid diesel • Electric-drive vehicles - hybrid, plug-in hybrid, and all-electric • Hydrogen fuel cell vehicles. The default model includes a variety of vehicles and duty cycles and an option for adding additional vehicles and custom cycles: • Packaged with more than 20 vehicles • User interface enables addition of more vehicles • Includes standard U.S. drive cycles as well as European and Japanese cycles. FASTSim is available for download in Microsoft Excel and Python formats here: https://www.nrel.gov/transportation/fastsim.html
H2@Scale is a U.S. Department of Energy (DOE) initiative that brings together stakeholders to advance the affordable production, transport, storage, and utilization of hydrogen (H2) as an energy carrier to increase revenue opportunities in multiple energy sectors. The focus of the current work is to characterize the growth potential of diverse hydrogen industries in the United States, given research and development (R&D) advancements in hydrogen technologies. Current and emerging hydrogen production technologies utilize diverse energy sources, including natural gas (NG) reforming, as well as renewable and nuclear power for low-temperature and high-temperature water splitting. The produced hydrogen also enables emerging domestic industries that value conventional and renewable hydrogen as an energy carrier for intermediate and end use. The success of H2@Scale (Figure ES.1) depends not only on hydrogen demand from growing existing markets such as petroleum refining and ammonia (NH 3 ) production, but also on the development of new markets such as metals refining, synthetic fuel (synfuel) and chemical production, biofuels, light-duty (LD) and heavy-duty (HD) hydrogen fuel cell (FC) electric vehicles (FCEVs), and injection into NG pipelines, all of which can significantly increase hydrogen demand relative to current levels of approximately10 million metric tons [MMT] annually. This study focused primarily on five demand sectors — synfuels, upgrading of oil/biomass, NH 3 /fertilizer, metals refining, and hydrogen vehicles (transportation) — along with gas infrastructure. For each sector, a hydrogen demand potential was quantified, along with a “threshold price.” The hydrogen demand potential reflects a practical amount of hydrogen that could be used in that sector, barring economic considerations. The threshold price reflects the price at which the consumer would utilize hydrogen in lieu of an alternative that could supply the same performance.
The project examined next-generation power distribution systems with high levels of power- electronics-interfaced distributed energy resources (DERs) that include: renewable energy systems (RESs), energy-storage devices, electric vehicles, fuel cells, small-scale diesel generators, and controllable loads. The project developed a comprehensive distribution- network management framework that unifies real-time voltage and frequency control with network-wide energy management under an integrated framework. The aim of the project was to: i) systematically optimize network-wide operation and congruently regulate voltages and frequency in the face of high volatility induced by rapidly varying RES and uncontrolled loads; ii) facilitate high renewable integration beyond 50% on an energy basis; iii) meet power-quality requirements and operational constraints; and, iv) respect response, ramp- time, and hold-time requirements for synthetic frequency and regulating reserves via fast- and longer-term dynamic energy management.
Hydrogen enables energy pathways across applications and sectors in an increasingly interconnected energy system, helping deep decarbonization, economic growth, and jobs creation. Electrochemical Energy Conversion Devices produce "green" H 2 from water: electrolyzers. H 2 is used to produce "green" electricity through fuel cells. There is a need of catalysts to enhance reactions kinetics at the electrodes.
This final report documents cost analysis conducted for the Department of Energy over a five year period (2016 to 2021) pertaining to hydrogen production and delivery system components, focusing on the key remaining challenges of the technology pathways within the Hydrogen Production and Delivery sub-program portfolio. A particular focus was placed on electrolysis for the generation of hydrogen. The effort primarily used the H2A discounted cash flow computational model as a tool to project hydrogen cost ($/kgH 2 ) and determine status improvements resulting from technology advancements. The effort also considered cost as a function of production volume, employed error bars to illustrate uncertainties in the cost estimates, and utilized sensitivity analyses to show the potential for cost reductions. The project examined a range of hydrogen production and delivery related systems. These included WireTough wire-wrapped pressure vessels for hydrogen storage, proton exchange membrane (PEM) electrolysis, solid oxide electrolysis (SOE), anion exchange membrane (AEM) electrolysis, photoelectrochemical (PEC) electrolysis, solar thermochemical hydrogen (STCH) production, the cost of energy transmission, and a study on the necessary price of hydrogen to produce competitively-priced electricity via fuel cell conversion.
This paper estimates the expected ranges of levelized cost of dispensed hydrogen at heavy-duty refueling stations. The analysis assesses a range of scenarios including type of production (centralized vs. onsite, market size in terms of number of vehicles, size of refueling station, utilization rates of the refueling stations, and pathway of delivery of hydrogen). Because delivery of liquid hydrogen is more cost effective at higher volumes than delivery of gaseous hydrogen, this paper only considers delivery of liquid hydrogen except in the case of onsite production.
Most UAV technologies currently rely on (non-renewable) electric power. Fuel cells with material-based H2 storage addresses this limitation and can be cost effective. The goals of this project are to develop FLASH formulation that can deliver 6g H2/100g fuel, to design, build and test fuel cell cartridge compatible with FLASH, and to test FLASH with 600 W fuel cell system and quantify cartridge and system specific energy.