Solid oxide fuel cell Future directions

As discussed in this entry, a number of novel materials and composites have been proposed as potential anodes for direct hydrocarbon solid oxide fuel cells. While many are promising, a commercially viable solution has not yet been found. The discusskm in this entry is deliberately framed arotmd the cxmcepts of ionic and electronic conductivity, electrocatalysis, and stability. It is essential for future researchers to address all of these topics when discussing new materials. The schematic in Fig. 3.4 represents both the complexity of the problem and the simpUcity that could potentially be achieved if a material meeting all of these requirements can be found. 

As discussed above, there are two major issues on the hydrogen fuel side. If a FC vehicle propelled with liquid fuel is realized, that can be the main trend of a future vehicle because liquid fuel does not have such issues (Table 14.1). The solid oxide fuel cell (SOFC) is the only fuel cell that can be directly driven by liquid fuel other fuel cells need fuel processors that produce hydrogen from... 

The Direct Methanol Fuel Cell, DMFC, (see Fig. 7-6 in section 7.2.2.4.) is another low temperature fuel cell enjoying a renaissance after significant improvements in current density. The DMFC runs on either liquid or, with better performance but higher system complexity, on gaseous methanol and is normally based on a solid polymer electrolyte (SPFC). R-Ru catalysts were found to produce best oxidation results at the anode, still the power density is relatively low [5, 29]. Conversion rates up to 34 % of the energy content into electricity were measured, an efficiency of 45 % is expected to be feasible in the future. SPFC in the power order of several kW to be used in automobile applications are currently in the development phase. 

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