Economic fuel cell

As the building market for fuel cells grows, costs will come down and allow more economical fuel cells in cars. Buildings use 2/3 of all electricity in the United States, so there is the possibility of large fuel cell volumes. Both the building and vehicular fuel cell markets are potentially so large that when either of them starts moving it will push the other. 

Economic fuel cells are an unachieved target. Lower capital cost is the main current target, but the industry now should recognise its past errors, revise its thermodynamic basis, and tackle a resulting series of major development problems. A book of limited size cannot teach the many disciplines to be met, so further reading must be involved, notably of patents. Pre-reading is necessary of essential references, such as Ralph, etal. (1997 2002 2003) and Kumar etal. (1995). 

Today, fuel cells are still in the development stage, and much further work must be done before an efficient economical fuel cell is produced. The oxidation of coal or oil to CO2 and H2O has been achieved in a fuel cell the system uses platinum as a catalyst and an acid electrolyte at high temperature, and thus the cost of materials for the cell construction is very high. The economic fuel cell-powered automobile, although a distinct possibility, is not to be expected in the immediate future. 

Eourth, incorporation of the synthesis of PtML electrocatalysts with the fuel-cell stack is predicted to further reduce the production cost and better accommodation of the catalysts on the electrode. These studies would substantially reduce the technical barriers to produce durable, economical fuel cells. The same stratagems may be true for realizing very high selectivity. Finally, in view of the limited availability of Pt, the concept of Pt L catalysts will have a broad impact on future catalysis research and technology. Indeed, most recently, we demonstrated that PtwL under the tensile strain (PtML/Au(lll)) has high activity for methanol and ethanol oxidation reactions."" ... 

See also Batteries Capital Investment Decisions Consumption Economically Efficient Energy Choices Electricity Electric Power, Generation of Faraday, Michael Fuel Cells Fuel Cell Vehicles Magnetism and Magnets Oersted, Hans Christian Tesla, Nikola. 

A complete fuel cell system, even when operating on pure hydrogen, is quite complex because, like most engines, a fuel cell stack cannot produce power without functioning air, fuel, thermal, and electrical systems. Figure 3 illustrates the major elements of a complete system. It is important to understand that the sub-systems are not only critical from an operational standpoint, but also have a major effect on system economics since they account for the majority of the fuel cell system cost. 

There are five classes of fuel cells. Like batteries, they differ in the electrolyte, which can be either liquid (alkaline or acidic), polymer film, molten salt, or ceramic. As Table 1 shows, each type has specific advantages and disadvantages that make it suitable for different applications. Ultimately, however, the fuel cells that win the commercialization race will be those that are the most economical. 

See also Efficiency of Energy Use, Economic Concerns and Engines Fuel Cells Fuel Cell Vehicles Hydrogen Methanol Synthetic Fuel. 

In the longer term, more exotic technologies, such as fuel cells powered by hydrogen, may be feasible. These technologies are fai from being economically feasible, but rapid progress is being made. However, as conventional vehicles become cleaner, the relative emissions-reduction benefits from alternative fuels declines. 

Natural gas also has an efficiency advantage in electricity generation. The economic and operational superiority of gas-fired combustion turbines and combined-cycle machines (and prospectively, the superiority of gas-powered fuel cells) relative to coal-and nuclear-powered steam turbines made the combination of natural gas and natural gas turbines the supply favorite of most electric utilities in the 1990s. 

As crude oil reserves dwindle, the marketplace will either transition to the electrifying of the transportation system (electric and fuel-cell vehicles and electric railways), with the electricity being produced by coal, natural gas, nuclear and renewables, or see the development of an industry to produce liquid fuel substitutes from coal, oil shale, and tar sands. It might also turn out to be a combination of both. The transition will vary by nation and will be dictated strongly by the fuels available, the economic and technological efficiencies of competitive systems, the relative environmental impacts of each technology, and the role government takes in the marketplace. 

Recently, rhodium and ruthenium-based carbon-supported sulfide electrocatalysts were synthesized by different established methods and evaluated as ODP cathodic catalysts in a chlorine-saturated hydrochloric acid environment with respect to both economic and industrial considerations [46]. In particular, patented E-TEK methods as well as a non-aqueous method were used to produce binary RhjcSy and Ru Sy in addition, some of the more popular Mo, Co, Rh, and Redoped RuxSy catalysts for acid electrolyte fuel cell ORR applications were also prepared. The roles of both crystallinity and morphology of the electrocatalysts were investigated. Their activity for ORR was compared to state-of-the-art Pt/C and Rh/C systems. The Rh Sy/C, CojcRuyS /C, and Ru Sy/C materials synthesized by the E-TEK methods exhibited appreciable stability and activity for ORR under these conditions. The Ru-based materials showed good depolarizing behavior. Considering that ruthenium is about seven times less expensive than rhodium, these Ru-based electrocatalysts may prove to be a viable low-cost alternative to Rh Sy systems for the ODC HCl electrolysis industry. 

As mentioned earlier, separation of C02 at concentrated sources is easier than from the environment, and carbon capture at upstream decarbonizes many subsequent economic sectors. However, it does require significant changes in the existing infrastructure of power and chemical plants. Furthermore, approximately half of all emissions arise from small, distributed sources. Many of these emitters are vehicles for which onboard capture is not practical. Thus, unless all the existing automobiles are replaced by either hydrogen-powered fuel cell cars or electric cars, the capture of C02 from the air provides another alternative for small mobile emitters. 

The spurred impetus has been given to developing non pollutant vehicles, and consequently, the clean cars driven by the fuel cells loading proton exchange membranes (PEMFC), which based upon Nafion, have been surprisingly developed. A promising less pollutant and economical system is also expected, which will be the on site cogeneration system of electric power and the hot water supply with use of fuel cells combined with city gas pipe-lines. 

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