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technology to terrestrial, stationary power applications using air as an oxidant in the early 1970s. The predominant drawback with terrestrial applications is that CO2 in any hydrocarbon fuel or in the air reacts with the ion carrier in the electrolyte. During the 1970s, a high pressure drop platinum/palladium separator was used in the fuel processor to obtain a pure stream of H2 from reformed hydrocarbon fuels (primarily natural gas for stationary power plants). Similarly, a soda-lime scrubber treated the inlet ambient air stream to minimize CO2 entering the cell. The expense of the separator and scrubber was deemed uneconomical for commercial development of stationary power plants. Augmenting the issue was a slow build-up of K2CO3 due to the minuscule amount of CO2 escaping the soda-lime scrubber. There was also an issue of component life for stationary power applications. Alkaline cell life (now 2,600 hours on H2/O2, but 5,000 hour R&D underway) is suitable for space missions, but too brief for terrestrial, stationary power plants. As a result of the CO2 issue, UTC Fuel Cells, which uses an immobilized electrolyte, now focuses their alkaline program completely toward space applications with H2/O2 as fuel and oxidant. Union Carbide Corp. (UCC) developed AFCs for terrestrial mobile applications starting in the late 1950s, lasting until the early 1970s. UCC systems used liquid caustic electrolytes; the electrodes were either pitch-bonded carbon plates or plastic-bonded carbon electrodes with a nickel current collector. UCC also built fuel cell systems for the U.S. Army and the U.S. Navy, an alkaline direct hydrazine powered motorcycle, and the “Electrovan” of General Motors. Finally, Professor Karl V. Kordesch built his Austin A-40 car, fitted with UCC fuel cells with lead acid batteries as hybrid. It was demonstrated on public roads for three years. The years of research and development are very well summarized in reference (5) Brennstoffbatterien. Based on the UCC technology, other developers are now pursuing terrestrial applications of alkaline technology due to its high performance, particularly for motive power. The majority of these developers use circulating electrolytes with an external, commercial type soda-lime absorber that promises to resolve the problem of CO2 in the air stream. The quantity of CO2 can be limited to a small amount with a circulating electrolyte, versus a continual build-up with an immobilized electrolyte. Life expectancy increases (~5,000 hour life is ample for personal automobile engine life) because the cell is nearly inactive when switched off. Hence, only the true operating hours count for the total lifetime. During normal operation, the electrolyte circulates continuously, which has several advantages over an immobilized system: 1) no drying-out of the cell occurs because the water content of the caustic electrolyte remains quite constant everywhere inside the stack; 2) heat management by dedicated heat exchanger compartments in the stack becomes unnecessary - the electrolyte itself works as a cooling liquid inside each cell; 3) accumulated impurities, such as carbonates, are concentrated in the circulating stream and can easily be removed (comparable to a function of oil in today’s gasoline engines); 4) the OH– concentration gradient is highly diminished, and 5) the electrolyte prevents the build-up of gas bubbles between electrodes and electrolyte as they are washed away. Other attributes are that the alkaline cell could have high reactivity without the need for noble metal catalysts on the cell electrodes; this represents a cost savings (6). Additionally, the radiator of the alkaline cell system should be smaller than the radiator in the competitive PEFC system because of higher alkaline cell temperature and its higher performance. 4-2PDF Image | Fuel Cell Handbook (Seventh Edition)
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