Fuel cell layout

Fig. 2.1 Conceptual fuel cell layout showing the core components of the membrane electrode assembly (MEA) anode and cathode separated by a polymeric ion-conducting electrolyte and connected to an external load...

The General Motors Sequel fuel cell concept car holds enough fuel for 300 miles. It fits the seven kilograms of hydrogen into an 11-inch thick skateboard chassis. The Sequel has been called a crossover SUV. Since mechanical components are replaced by electrical parts, interior layouts can be more open with more space in smaller vehicles. 

Global has also designed and built a dual-stage, low-temperature adsorbent desulfurizer. Sulfur in propane can exceed as much as 300-ppm compared to natural gas, which ranges from 2 to 15-ppm sulfur and it must be removed to block any poisoning of the fuel cell. The test results indicated that no sulfur compounds were present in the outlet gas of the desulfurizer. The system design uses a modular assembly and layout, including a circular hot box where the fuel cell stacks and the fuel processor are located and easily accessed. 

Figure 13.4. Schematic layout of a fuel-cell stack.

Figure 1. Schematic layout of the NIST BT-2 neutron imaging facility, including the main neutron optic components as well as the location of the fuel cell test and control infrastructure.

Winkler, W., Lorenz, H., Layout of SOFC-GT cycles with electric efficiencies over 80%, in Proceedings 4th European SolidOxide Fuel Cell Forum, Lucerne, July 2000, pp. 413 120. 

The equations implemented are those defined in Sections 3.2-3.4, i.e. in a partial differential form, for each cell component. This approach is also referred to as Computational Fluid Dynamic (CFD). In order to illustrate the capabilities of the model, in terms of assessment of particular phenomena taking place within the fuel cell, one particular problem is analyzed for each geometry. In particular, for the disk-shaped cell, emphasis is put on the effect of the gas channel configuration on the gas distribution, and, ultimately, on the resulting performance. For the tubular geometry, three different options for the current collector layouts are analyzed. 

The Renault Scenic fuel cell vehicle (see the listed web site) has a specially developed high-efficiency squirrel cage induction motor for each road wheel, and is likely to have rivals in competing projects. However, at http //www.sustainability. renault.com/html/image.htm img=images/p/p.jpg, Renault shows a car layout with a front axle driven by one motor. There is a 48 VDC to DC converter followed by a DC to AC inverter. The hydrogen source is a petrol reformer. Evidently the project is still fluid. Setting out the options and alternatives is in hand. 

Figure 2.44. Layout of methanol-to-hydrogen vehicle power system with fuel cell and electric motor. The power controller allows shift from direct drive to battery charging (from B. Sorensen, Renewable Energy, 2004, used with permission from Elsevier).

Figure 3.2 shows the general layout of a fuel cell, based on the free energy change AG = -7.9 x 10" J for the reaction (left-to-right for fuel cell production of electricity, right-to-left for reverse fuel cell performing electrolysis) ... 

Figure 3.20 shows a cylindrical layout often used for high-temperature SOFCs. Alternatives are a stack of planar cells or a disk concept with feed tubes in the centre. A consideration of efficient heat exchange is the cormnon design strategy for the high-temperature fuel cell geometry. 

Figure 3.31. Schematic layout of an alkaline fuel cell.

When substantial amounts of traction are delivered both by the battery and by the fuel cell, the system is called a hybrid system. The most advantageous set-up in this case should allow recharging of the battery when the vehicle is operated on the fuel cell at less than full power. For this configuration, there may be an additional option to recharge the battery from external sources when the car is parked (Bitsche and Gutmann, 2004 Suppes et al, 2004). Figure 4.1 shows some possible hybrid layouts. 

Figure 4.2. Schematic layout of power system for a PEMFC vehicle. (From R. Ahlu-walia, X. Wang, A. Rousseau, R. Kumar (2004). Fuel economy of hydrogen fuel cell vehicles. J. Power Sources 130,192-201. Used by permission from Elsevier.)...

Figure 5.3. Layout of a decentralised, building-integrated hydrogen and fuel cell system based on intermittent primary power sources (such as wind or solar energy), reversible fuel cells and local stores, including stationary and maybe vehicle-based stores, and possibly capable of interchanging hydrogen with users in other buildings through pipelines (Sorensen, 2002a).

Polymer-electrolyte fuel cells (PEFC and DMFC) possess a exceptionally diverse range of applications, since they exhibit high thermodynamic efficiency, low emission levels, relative ease of implementation into existing infrastructures and variability in system size and layout. Their key components are a proton-conducting polymer-electrolyte membrane (PEM) and two composite electrodes backed up by electronically conducting porous transport layers and flow fields, as shown schematically in Fig. 1(a). 

Fig. 1 (a) Principal layout of a PEM fuel cell with the main functional... 

Selected long-haul heavy-duty tmck cab load application using diesel fuel with a solid oxide fuel cell for conceptual design, layout and vehicle integration analysis. 

Figure 2. Schematic Layout of Fuel Cell Powerplant and Metal-Hydride Storage...

Fuel cell technology is a very promising potential candidate to help replace the hydrocarbon economy with an alternative economy, perhaps based on hydrogen. A major advantage of the hydrogen economy is its similar structure to the hydrocarbon economy with its possible centralized layout. 

SCHEMATIC LAYOUT OF FUEL-CELL UNITS 16.2.1 An Individual Fuel Cell... 

LAYOUT OF A REAL FUEL CELL THE HYDROGEN-OXYGEN FUEL CELL WITH LIQUID ELECTROLYTE... 

---