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2 Chapter 1 Alkaline fuels cells and liquid hydrogen programs for fuel cell powered vehicles are being carried out: Ballard[4], Daimler Benz[5], EQHHPP[6], Eureka[7] (current status unknown, following the demise of Elenco nv.), Green car[8], Lasercell[9] and H-Power[lO]. Fuel cells made by Ballard Power Systems are being used by Daimler Benz and General Motors[ll] in their ZEV development programs. The subjects o f hydrogen utilisation and fuel cells are vast. The role o f hydrogen as an energy carrier, it production, utilisation, etc. have been written about at length. Background and technical aspects of hydrogen use, production etc. are available in the book by Winter and Nitsch[12]. For fuel cells too, extensive literature is available. The books by Appleby and Foulkes[13], and Blomen and Mugerwa[14] are comprehensive. The book by Wendt[15] covers electrochemical production and combustion of hydrogen. The rest of this chapter covers only the aspects of fuel cells and hydrogen use in automobiles relevant to this project. The salient issues regarding alkaline fuel cell use and storage of hydrogen as a liquid for transport applications are presented to establish the basis for this project. 1.1 Fuel cells for transport applications Three types o f fuel cells have usually been considered for transport applications[16]: phosphoric acid fuel cells (PAFC), alkaline fuel cells (AFC) and proton exchange membrane fuel cells (PEM - also called solid polymer electrolyte fuel cells - SPFC). P AFC's have an operating temperature of about 200°C. Waste heat available at this temperature allows reformation of carbonaceous fuels such as methanol, on-board vehicles. This has been seen as simplifying the problems of fuel availability and distribution in the short term, and on-board fuel storage. Their reliance on platinum as an electrocatalyst, and the added weight of an on-board reformer have been seen as shortcomings. It must be pointed out that a vehicle with an on-board reformer does not meet the ZEV criteria. Several researchers such as Appleby[13-p186] have reiterated that for fuel cell (FC) powered vehicles, hydrogen fuelled alkaline fuel cells are ideal. They have very fast start up times, do not require platinum for an electrocatalyst, have low operating temperatures, low structural corrosion problems, and considerably higher power density; up to a 33% weight saving compared to an acid fuel cell[17]. The electrolyte (KOH) in an AFC is, however, poisoned by the CO2 in the reformed fuel and air, causing rapid deterioration in performance. To date no CO2 removal system has been demonstrated that meets the criteria of cost, efficiency, weight, and volume for vehicular applications[13- p187;16].PDF Image | CO2 removal from air for alkaline fuel cells operating with liquid H2
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