EP4331030A1 - Système de pile à combustible alimenté en oxygène et son procédé d'utilisation - Google Patents

Système de pile à combustible alimenté en oxygène et son procédé d'utilisation

Info

Publication number
EP4331030A1
EP4331030A1 EP22796463.2A EP22796463A EP4331030A1 EP 4331030 A1 EP4331030 A1 EP 4331030A1 EP 22796463 A EP22796463 A EP 22796463A EP 4331030 A1 EP4331030 A1 EP 4331030A1
Authority
EP
European Patent Office
Prior art keywords
oxygen
fuel cell
air
feed
storage vessel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22796463.2A
Other languages
German (de)
English (en)
Inventor
Paul Matter
Minette OCAMPO
Travis HERY
Christopher Holt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ph Matter
Original Assignee
Ph Matter
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ph Matter filed Critical Ph Matter
Publication of EP4331030A1 publication Critical patent/EP4331030A1/fr
Pending legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04753—Pressure; Flow of fuel cell reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H01M8/04097—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with recycling of the reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H01M8/04119—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with simultaneous supply or evacuation of electrolyte; Humidifying or dehumidifying
    • H01M8/04156—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with simultaneous supply or evacuation of electrolyte; Humidifying or dehumidifying with product water removal
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04231—Purging of the reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04768—Pressure; Flow of the coolant
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells

Definitions

  • the present disclosure relates generally to a fuel cell system, particularly an oxygen-fed fuel cell system.
  • a fuel cell is an electrochemical device that converts energy from hydrogen and oxygen into water and electricity. Fuel cells are particularly useful because large amounts of energy can be stored in the form of hydrogen. Storing more energy simply requires a larger hydrogen tank, which is a relatively low cost means of energy storage compared to other forms of energy storage, such as batteries.
  • the oxygen required for the electrochemical reaction is readily available from air. Since the only product is water, if hydrogen is produced from a renewable source, such as water electrolysis, then hydrogen fuel cells can be a zero-emission form of power. Consequently, fuel cells can be useful for numerous applications, including stationary energy storage and transportation.
  • a major limitation of fuel cells is their power density. Power density directly impacts the cost and size of fuel cell systems.
  • the power of a fuel cell is typically limited by the cathode, where oxygen is converted into water. Oxygen must be transported from air channels to the cathode catalyst layers. As higher and higher current is drawn from the cells, the air becomes nitrogen-enriched, water-enriched, and oxygen-depleted, until a “mass transport limiting current” or “maximum power” is ultimately reached.
  • Limited power density necessitates using larger and more expensive fuel cell stacks to provide sufficient power.
  • the fuel cell system may be hybridized with a battery to provide for peak power. The drawback is that a hybrid approach adds to system cost and complexity in many cases.
  • Fuel cells can be designed to have better mass transport, including mixtures of hydrophobic and hydrophilic pores.
  • the structure of the fuel cell can be optimized to facilitate improved mass transport.
  • oxygen transport still limits the maximum current density.
  • the flow rate of air can be increased to improve mass transfer.
  • the air is compressed to improve oxygen partial pressure and mass transfer during peak power operation.
  • additional components and parasitic losses occur. Even with high flow rates of compressed air, fuel cell current density will still be limited by oxygen transport.
  • fuel cells could operate with pure oxygen, instead of air.
  • the first fuel cells developed for aerospace applications used pure oxygen [Fuel Cell Handbook - available at: https://www.osti.gov/servlets/purl/769283].
  • Pure oxygen is known to increase the voltage of a fuel cell, and consequently, has the potential to increase power density.
  • a major drawback of using pure oxygen is that oxygen must be sourced and stored onboard as well, significantly increasing the cost, weight, and size of the system. Onboard storage of oxygen consequently decreases power density versus supplying oxygen from air.
  • the instant invention relates to a means of energy storage and power production.
  • Energy storage is important for numerous applications, including storing renewable energy to match generation and demand fluctuations.
  • Energy storage is also important for transportation. For transportation, energy must also be stored onboard vehicles and converted to power to match load requirements.
  • Hydrogen fuel cells offer a zero-emission means to store energy and produce power when needed. However, in many cases, power production is a limiting factor with air-fed hydrogen fuel cell systems.
  • the instant invention reveals a means to increase the power production of fuel cell systems using oxygen while maintaining high energy density.
  • a fuel cell system may include a hydrogen storage vessel in fluid communication with a hydrogen feed and an oxygen storage vessel also in fluid communication with an oxygen feed.
  • a fuel cell configured in a preferred embodiment as a fuel cell stack, in fluid communication with the hydrogen feed and the oxygen feed, and other features of the system may include an air feed, an oxygen feed creating an internal oxygen pressure, at least one cathode and at least one cathode exhaust.
  • an automated control means that feeds oxygen to the fuel cell from the oxygen feed to create a predetermined power level in the fuel cell.
  • there may be an automated control system that recirculates oxygen after air is expelled from the fuel cell stack and in particular this means may be controlled by a timer, electrochemical oxygen sensor, or other means as would be known by one skilled in the art.
  • a recirculation of cathode exhaust particularly a recirculation of oxygen exhaust.
  • This may include a means to initiate an oxygen exhaust recirculation once air is at least 50% purged from the fuel cell by oxygen.
  • the fuel cell system may be configured having ports with removeable connections for refilling the hydrogen storage vessel and the oxygen storage vessel.
  • the fuel cell system can be paired with a refueling system that has dual hydrogen and oxygen filling nozzles.
  • there may be an automated control system for a fuel cell system that includes a fuel cell switchable between an air operation and an oxygen operation, with the air operation at lower power draw conditions and the oxygen operation at higher power draw conditions.
  • FIG. 1 shows current-potential and current-power curves for operation of a Proton Exchange membrane (PEM) fuel cell in air at 150 kPa and 250-kPa compared to operation of the same PEM fuel cell in pure oxygen at 250-kPa;
  • FIG. 2 shows a diagram of an embodiment of a back-up power fuel cell system;
  • PEM Proton Exchange membrane
  • FIG. 3 shows a diagram of an embodiment of a fuel cell system design integrated with an electrolyzer with removable ports that enable the fuel cell system section to be mobile;
  • FIG. 4 shows a diagram of an embodiment of a fuel cell system including examples of some possible control communication lines.
  • the instant invention includes a fuel cell system that is powered by hydrogen in the anode, and air in the cathode for normal operation, or pressurized pure oxygen during periods of high power demand in the cathode.
  • a valve or series of valves are activated by a control system when high power is required from the fuel cell.
  • the valves switch the cathode gas feed from air to pure pressurized oxygen.
  • a first valve may switch the incoming gas feed to oxygen.
  • a second valve initiates recycling and pressurization of the oxygen.
  • “purged” shall have the meaning that at least 50% of the air in the fuel cell cathode has been replaced by oxygen.
  • the activation of a first valve may be manually initiated by the system user.
  • the valve activation may be initiated automatically by a fuel cell control system.
  • the fuel cell control system could initiate the valve switching based on an increased demand for power, by measuring a lower voltage in the fuel cell stack caused by increased power demand, or by another signal as would be known to one skilled in the art.
  • the activation of a second valve may be initiated from a timer based on a known purge time or may be initiated from a measurement of the fuel cell stack voltage at the known operating current, from an oxygen sensor, or from another means as would be known by one skilled in the art.
  • a fuel cell has higher voltage in oxygen compared to air at a similar current density.
  • the activation of the first valve is executed within 5 seconds, and preferably within 50 milliseconds, of an increase in power demand, enabling a rapid response to the power demand increase.
  • expelled pure oxygen from the fuel cell stack is passed through a dehumidifier to remove excess water, then the oxygen is recycled using an oxygen-safe blower.
  • the oxygen is pressurized to greater than 1.1 bar absolute pressure to increase the fuel cell performance. In some cases, the oxygen is pressurized to as much as 30 bar, or more, absolute pressure to increase the fuel cell performance.
  • the incoming air may be filtered and purified to remove particles and contaminants that could potentially compromise the safe use of pure pressurized oxygen in the cathode.
  • the control system may also include a capacitor.
  • the capacitor could provide increased power for a short duration while air is being replaced with oxygen in the fuel cell cathode. In this case the system could respond more quickly to power demands.
  • the capacitor could receive power from the fuel cell before the oxygen is fully purged with air and the fuel cell current is lowered. In this case the fuel cell would not experience higher voltage at low current.
  • high voltages associated with pure oxygen at low current can degrade fuel cell cathodes more quickly.
  • the fuel cell may be a Proton Exchange Membrane (PEM) fuel cell.
  • PEM Proton Exchange Membrane
  • the PEM fuel cell may be fed with hydrogen in a dead-end configuration.
  • the fuel cell may be a liquid cooled PEM fuel cell with internally manifolded oxidant flow paths.
  • the liquid cooling has numerous advantages, including allowing the stack temperature to be maintained at low power levels or high-power levels without the inefficiency of using high stoichiometric flows of oxidant to provide cooling.
  • Internally manifolded oxidant has numerous advantages, including allowing unused oxygen to be recycled back to the stack, instead of being expelled to the atmosphere.
  • the fuel cell stack is in fluid communication with stored hydrogen on the anode side, and either atmospheric air or stored oxygen on the cathode side, as seen well in FIGS. 1-4.
  • the size of the hydrogen and oxygen storage may be sized appropriately for the intended use of the system.
  • the oxygen storage may be sized with sufficient oxygen volume such that pure oxygen can be used during the high-power duty cycles of the system, but less oxygen than a stoichiometric amount with respect to the hydrogen. For example, if a system operates at elevated power 50% of the time, and since 2 moles of hydrogen are consumed per mole of oxygen, then the maximum moles of oxygen storage would be 25% of the hydrogen storage.
  • liquid hydrogen and/or liquid oxygen may be used.
  • the hydrogen and oxygen storage may be connected to a water electrolyzer.
  • the hydrogen and oxygen ports are fed from a dual hydrogen and oxygen filling station, wherein both hydrogen and oxygen can be refueled at the same time.
  • the hydrogen and oxygen ports are connected to hydrogen and oxygen nozzles on a single handle, allowing the user to easily refill both tanks simultaneously with ease.
  • the flow of oxygen may be restricted such that the refuel time may be similar to a larger volume of hydrogen being refueled simultaneously, thus minimizing the velocity of oxygen.
  • the oxygen port and nozzle are covered when not in use to keep them clean and free of particles and debris. Examples
  • a 25-cm 2 fuel cell system was built comprising a sulfonated tetrafluoroethylene based fluoropolymer-copolymer (NAFION ®, The Chemours Company FC, LLC; Delaware; U.S.A) 211 membrane, a 20-weight percent platinum / carbon anode catalyst, and 40 weight percent platinum / carbon cathode catalyst.
  • NAFION ® The Chemours Company FC, LLC; Delaware; U.S.A
  • the catalysts were mixed with NAFION ® ionomer and water and alcohol solvent to form anode and cathode inks, respectively.
  • the inks were painted on polytetrafluoroethylene (PTFE) (TEFLON ®; The Chemours Company FC, LLC; Delaware; U.S.A) backing layers and transferred onto the membrane by hot pressing.
  • PTFE polytetrafluoroethylene
  • the loading of platinum on the anode and cathode were 0.2 mg/cm 2 each.
  • the fuel cell was loaded into a fuel cell technologies test station with 25-cm 2 manifolds.
  • the fuel cell was fed with pure hydrogen on the anode side and either air or oxygen on the cathode side.
  • a three-way valve and mass flow controller were used to switch between cathode gas feeds.
  • Back pressure regulators controlled the cell operating pressure.
  • a humidifier was used to humidify incoming gas to near 100% relative humidity at 80°C.
  • the manifold was heated to 80°C.
  • the current-voltage characteristics of the fuel cell were measured in air at 150- kPa and 250-kPa, and in oxygen at 250-kPa, as shown in FIG 1. As shown in the figure, significantly higher power and efficiency is obtained when operating the cell in pressurized oxygen. Those skilled in the art would appreciate that even higher power could be achieved with thinner membranes.
  • NAFION ® 211 is 25-microns thick, but it is possible to produce membranes thinner than 8-microns. If a thinner membrane were used, the ohmic resistant would drop proportionally, allowing power density to exceed 5 watts per square centimeter.
  • a PEM fuel cell could operate at pressures up to about 30 bar. At higher hydrogen and/or oxygen pressure, the Nemst potential of the fuel cell would increase dramatically at a given current. Further, oxygen reduction kinetics are known to improve with oxygen partial pressure. Finally, mass transfer would also improve at higher pressure. Consequently, higher pressure operation, possible with the instant invention, could dramatically increase fuel cell power density and efficiency.
  • a fuel cell system with oxygen power-boosting may be used to provide back-up power.
  • the system may use a PEM fuel cell stack made from a plurality of cells similar to Example 1.
  • a preferred process flow diagram for the example is shown in FIG. 2.
  • Valve 1 and Valve 2 are three-way valves.
  • Valve 1 is positioned so that either pure oxygen or air is fed as oxidant to the fuel cell with a blower (not shown for simplicity). In normal operation air is used as oxidant for the fuel cell.
  • Valve 1 is positioned for oxygen feed upon an increased power request, a low fuel cell voltage measurement, a high current measurement, and/or a low oxygen concentration sensor measurement.
  • the oxidant passes through a water exchange subassembly that humidifies incoming gas and removes water from cathode outlet gas. Excess water from exhausted oxidant may be removed within this subassembly.
  • Humidified oxidant is fed to the cathode inlet of the fuel cell.
  • Exhausted oxidant (pure oxygen, oxygen-depleted air, or mixtures thereof) passes from the cathode outlet to the water exchange subassembly, then to Valve 2.
  • Valve 2 exhausts the oxygen-depleted air to the atmosphere.
  • Valve 2 recycles the pure oxygen to the oxygen inlet side.
  • Valve 1 is positioned first to feed oxygen. Next, an oxygen sensor, the voltage of the stack, or a timing mechanism is monitored to determine when the fuel cell cathode has been purged of nitrogen. At that point, Valve 2 is positioned to recycle the unused oxygen, thus preventing the exhaust of large quantities of unused oxygen.
  • the valve switching is disabled, and the system operates only with air as the oxidant.
  • a control system which is not shown for simplicity, monitors the voltage of the stack, the current of the stack, and the oxygen concentration, while also controlling the position of the valves.
  • the fuel cell operates with pressurized oxygen.
  • the increase in oxygen pressure increases the potential of the cells and improves performance.
  • the fuel cell may also operate with pressurized hydrogen.
  • the oxygen gas pressure is increased when both Valve 1 and Valve 2 are situated for closed loop oxygen operation, and the inlet oxygen pressure from the oxygen storage is increased.
  • the fuel cell stack may be liquid cooled to prevent the fuel cell from overheating.
  • the rate of liquid coolant circulation through the fuel cell stack may be increased by the control system.
  • the heat may be expelled from the liquid coolant using a heat exchanger, radiator, or other method known to those skilled in the art of temperature control.
  • product water may be removed from the fuel cell stack via circulation of the oxygen through a device that removes excess water and/or cools the oxygen.
  • a device that removes excess water and/or cools the oxygen.
  • examples of such devices include, but are not limited to, a condenser, a membrane separator, or other forms of dehumidifier.
  • the hydrogen and oxygen are replenished with a water electrolyzer that feeds into the respective gas storge tanks.
  • the gas tanks are refilled when power is available, the fuel cell may be operated with oxygen when power is in high demand, and the fuel cell may be operated with air at lower power when oxygen is no longer available or low power may be required for a long time.
  • the electrolyzer uses an anion exchange membrane (AEM) to keep oxygen and hydrogen separated.
  • AEM anion exchange membrane
  • the electrolyzer operates at high pressure (10 to 1,000 bar), enabling the generation of hydrogen and oxygen gases that can be stored economically without further mechanical compression. Compression of water with a pump is not as energy intensive nor as inefficient as the compression of gases with a mechanical compressor. Therefore, such an embodiment would have significant advantages compared to conventional electrolysis systems that use compressors.
  • an electrolyzer would operate to 30-bar or higher.
  • Hydrogen may be needed at high pressure for many applications, including hydrogen fuel cells for transportation. On a molar basis, only half the amount of oxygen is produced compared to hydrogen from water electrolysis, so oxygen storage tankage may be less expensive. In some cases, higher oxygen pressure may be a safety concern.
  • the system may not require large quantities of oxygen storage, as oxygen may be readily available from ambient air. In the described system, at least some of the energy is stored in both the form of oxygen and hydrogen.
  • the hydrogen tank may be refilled from hydrogen generated by any method, not necessarily an electrolyzer.
  • the hydrogen may come from a hydrogen pipeline and not necessarily a tank.
  • pure oxygen may be generated from other methods, including pressure swing adsorption from air, membrane separation from air, fractional distillation of air, or other sources.
  • the oxygen storage tank may be refilled from oxygen generated by any method.
  • a fuel cell system with oxygen power- boosting may be used to provide mobile power.
  • a preferred process flow diagram for the example is shown in FIGS. 3 and 4. This particular system embodiment operates similarly to Example 2.
  • the hydrogen and oxygen storage comprise two parts. One set of tanks are connected to a water electrolyzer that refills the tanks when power is available. A second set of tanks are located on a mobile vehicle. The tanks located on the vehicle may be refilled from time-to-time using a removeable connector attached to the electrolyzer tanks.
  • the electrolysis system is effectively a dual hydrogen and oxygen filling station for a fuel cell vehicle.
  • the electrolyzer may be located apart from the vehicle filling station, such that gas may be transported from an electrolyzer to a filling station, and then transferred from the filling station to a vehicle.
  • the oxygen may be generated by separation of oxygen from air using any number of available approaches known to those skilled in the art, including pressure swing adsorption or membrane separation.
  • an air separator may be part of a stationary unit that produces oxygen for an oxygen filling station.
  • an air separator may be located onboard the vehicle. The air separator could be powered onboard the vehicle by regenerative breaking or auxiliary power when the vehicle is in use. Alternatively, the air separator could be powered through an electrical connection, such as a common outlet, when the vehicle is idle.
  • the fuel cell stack may be liquid cooled to prevent the fuel cell from overheating.
  • the rate of liquid coolant circulation through the fuel cell stack may be increased by the control system.
  • the heat may be expelled from the liquid coolant using a heat exchanger, radiator, or other method known to those skilled in the art of temperature control.
  • the control system may also include a capacitor.
  • the capacitor could provide increased power for a short duration while air is being replaced with oxygen in the fuel cell cathode. In this case the system could respond more quickly to power demands.
  • the capacitor could receive power from the fuel cell before the oxygen is fully purged with air and the fuel cell current is lowered. In this case the fuel cell would not experience higher voltage at low current.
  • high voltages associated with pure oxygen at low current can degrade fuel cell cathodes more quickly.
  • product water may be removed from the fuel cell stack via circulation of the oxygen through a device that removes excess water and/or cools the oxygen.
  • a device that removes excess water and/or cools the oxygen.
  • Examples of such devices include, part are not limited to, a condenser, a membrane separator, or other forms of dehumidifier. Such an approach allows for dried oxygen to be returned to the fuel cell stack.
  • the mobile hydrogen tank may be refilled from hydrogen generated by any method. That hydrogen may come from a hydrogen pipeline and not necessarily a tank. Further, those skilled in the art would appreciate that pure oxygen may be generated from other methods, including pressure swing adsorption from air, membrane separation from air, and fractional distillation of air. The mobile oxygen tank may be refilled from oxygen generated by any method.
  • a mobile fuel cell system may be refueled at a dual hydrogen and oxygen filling station.
  • the filling station may include a system that simultaneously refills the hydrogen and oxygen tanks on the vehicle.
  • the vehicle storage tanks may be refueled using a set of nozzles in which the gas flow rate through both nozzles are controlled by the same system.
  • both nozzles may be located on the same handle for convenience of the user, and thus refueling ports on the vehicle are designed to mate with the dual nozzle
  • the fuel cell system described in Example 3 may be located on a truck.
  • the advantage of this embodiment may be that the truck can haul payloads with zero- emissions.
  • the fuel cell operates in oxygen mode during time periods of acceleration.
  • the fuel cell operates in air mode when the truck is not accelerating.
  • the instant invention minimizes the size of the fuel cell and eliminates the need for heavy and expensive batteries to simultaneously achieve zero emissions and power requirements.
  • Refueling connections may be conveniently located at the home base of the truck fleet or along frequently travelled corridors.
  • Example 6 Vertical Take-Off and Landing
  • the fuel cell system described in Example 3 may be located on a zero-emission vertical take-off and landing aerial vehicle.
  • An advantage of this embodiment may be that the vehicle can carry heavier payloads with zero-emissions.
  • the fuel cell may operate in oxygen mode during time periods of ascent, acceleration, and/or maneuvers.
  • the fuel cell may operate in air mode when the vehicle is descending or traveling at an average speed.
  • the instant invention minimizes the size of the fuel cell and eliminates the need for heavy and expensive batteries to simultaneously achieve zero emissions and power requirements. Refueling connections may be conveniently located at the home base of the vehicle or along frequently travelled corridors.
  • a fuel cell system that includes a hydrogen storage vessel in fluid communication with a hydrogen feed and an oxygen storage vessel also in fluid communication with an oxygen feed.
  • a fuel cell configured in a preferred embodiment as a fuel cell stack, in fluid communication with the hydrogen feed and the oxygen feed.
  • Other features of the system may include an air feed, an oxygen feed creating an internal oxygen pressure, at least one cathode and at least one cathode exhaust.
  • a cooling system means may be present, having liquid coolant to remove waste heat from the fuel cell or fuel cell stack.
  • an automated control system that recirculates oxygen after air is expelled from the fuel cell stack, and in particular this means may be controlled by a timer.
  • the cooling system may also have a variable speed pump that recirculates the liquid coolant at an increased rate during an elevated power mode operation.
  • a fuel cell may generate greater than 1 Watt per square centimeter when operated in an elevated power mode; and/or a fuel cell that doubles its maximum power when operated in an oxygen mode compared to an air mode.
  • a fuel cell may be configured having ports with removeable connections for refilling the hydrogen storage vessel and the oxygen storage vessel, and the nozzle associated with the ports may be fixed to a single handle.
  • there may be an automated control system for a fuel cell system that includes a fuel cell switchable between an air operation and an oxygen operation, with the air operation at lower power draw conditions and the oxygen operation at higher power draw conditions.
  • the terms “lower” and “higher,” applied to power draw, are not susceptible to exact parameters, as would be known to one skilled in the art and would be established in a particular case by the capacity of the fuel cell and the needs of a user.
  • the oxygen operation utilizes substantially pure pressurized oxygen.
  • pure oxygen is defined as oxygen being at least 50% pure O2, preferably at least 90% pure O2, and most preferably at least 95% pure O2. This may allow the fuel cell to operate on the pure pressurized oxygen at a current density above about 500 mW/cm 2 in one embodiment, and at a current density above about 1,000 mW/cm 2 in another, and in yet another, to operate on pure pressurized oxygen at a current density above about 2,000 mW/cm 2 . In still other series of embodiments, a current density of 5,000 mW/cm 2 or even higher may be achieved.
  • Various means to control switching from an air operation to an oxygen operation would be understood by those skilled in the art and could include an event such as an increased power request to the control system, a predetermined fuel cell voltage measurement, a predetermined oxygen sensor measurement, a predetermined electrical current measurement, and other means and events.
  • Such events could control, by way of example only and not limitation, a mixing valve, switchable between oxygen and air inputs.
  • a fuel cell system that includes a hydrogen storage vessel and an oxygen storage vessel, as well as a fuel cell in fluid communication with the hydrogen storage vessel and the oxygen storage vessel, at least one cathode, and a cathode exhaust.
  • Such alternation of gas may be at least in part controlled by an automated control scheme that feeds oxygen to the fuel cell when elevated power levels are needed.
  • the system may include a cooling means to remove waste heat from the fuel cell with liquid coolant, and filling ports, with removeable connections for refilling the hydrogen storage vessel and the oxygen storage vessel.
  • a cooling means to remove waste heat from the fuel cell with liquid coolant, and filling ports, with removeable connections for refilling the hydrogen storage vessel and the oxygen storage vessel.
  • There may also be a means to initiate an oxygen exhaust recirculation once air is at least 50% purged from the fuel cell by oxygen.

Landscapes

  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Fuel Cell (AREA)

Abstract

Système de pile à combustible comprenant des récipients de stockage d'hydrogène et d'oxygène, un empilement de piles à combustible, une alimentation en air, une alimentation en oxygène créant une pression d'oxygène interne, au moins une cathode et au moins un échappement cathodique. Le système peut alterner entre l'alimentation en air et/ou l'alimentation en oxygène à la cathode de la pile à combustible par un fonctionnement d'air dans des conditions de faible prélèvement d'énergie et un fonctionnement d'oxygène dans des conditions de prélèvement d'énergie plus élevé. L'oxygène peut être remis en circulation à partir de l'échappement cathodique à un débit supérieur à la stœchiométrie et la pression d'oxygène interne peut s'élever jusqu'à plus de 1,1 bar. Un système de commande automatisé peut faire remettre en circulation l'oxygène après que l'air est expulsé de l'empilement de piles à combustible, et il peut y avoir une remise en circulation de l'échappement cathodique, en particulier une remise en circulation de l'échappement d'oxygène. La pile à combustible peut être conçue avec des orifices dotés de connexions amovibles pour recharger le récipient de stockage d'hydrogène et le récipient de stockage d'oxygène.
EP22796463.2A 2021-04-30 2022-04-23 Système de pile à combustible alimenté en oxygène et son procédé d'utilisation Pending EP4331030A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US202163181994P 2021-04-30 2021-04-30
US202163194413P 2021-05-28 2021-05-28
PCT/US2022/026072 WO2022231990A1 (fr) 2021-04-30 2022-04-23 Système de pile à combustible alimenté en oxygène et son procédé d'utilisation

Publications (1)

Publication Number Publication Date
EP4331030A1 true EP4331030A1 (fr) 2024-03-06

Family

ID=83846512

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22796463.2A Pending EP4331030A1 (fr) 2021-04-30 2022-04-23 Système de pile à combustible alimenté en oxygène et son procédé d'utilisation

Country Status (2)

Country Link
EP (1) EP4331030A1 (fr)
WO (1) WO2022231990A1 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4657829A (en) * 1982-12-27 1987-04-14 United Technologies Corporation Fuel cell power supply with oxidant and fuel gas switching
JP3671857B2 (ja) * 2001-04-12 2005-07-13 日産自動車株式会社 燃料電池システムの導電率管理装置
US6989209B2 (en) * 2002-12-27 2006-01-24 General Electric Company Power generation method
US20050008904A1 (en) * 2003-07-11 2005-01-13 Suppes Galen J. Regenerative fuel cell technology
US6939633B2 (en) * 2003-09-17 2005-09-06 General Motors Corporation Fuel cell shutdown and startup using a cathode recycle loop
KR101248254B1 (ko) * 2004-07-20 2013-03-27 폴 슈레 앙스띠뛰 전기 생산 장치
FR2952232B1 (fr) * 2009-10-30 2011-12-16 Michelin Soc Tech Pile a combustible et procedure d'arret d'une pile a combustible.
CN203907723U (zh) * 2014-04-04 2014-10-29 沈阳德邦仪器有限公司 一种燃料电池建筑发电供暖系统
US9708043B2 (en) * 2015-01-22 2017-07-18 The Boeing Company Pressure hull penetrator for submersible vehicles that utilize fuel cells

Also Published As

Publication number Publication date
WO2022231990A1 (fr) 2022-11-03

Similar Documents

Publication Publication Date Title
KR102528413B1 (ko) 수소 및 수소 저장 매체를 이용하여 전기를 생산하기 위한 디바이스 및 방법
EP3263187B1 (fr) Système électrochimique de génération de gaz inerte embarqué à bord d'un aéronef
CN101189182B (zh) 氢制造装置、使用其的燃料电池发电装置、电动汽车、潜水艇及氢供给系统
US20220131165A1 (en) Aircraft electrical power supply system and method of supplying electrical power in an aircraft
EP3586927B1 (fr) Système inerte
CN101636866B (zh) 使用液化石油气运行的燃料电池系统
EP2834869A1 (fr) Alimentation en oxygène/air pour des applications de pile à combustible
CN115036539B (zh) 一种燃料电池发电系统及其控制方法
US20200009412A1 (en) Pressurized inerting system
US20220355947A1 (en) Electrochemical inert gas and power generating system and method
US20240101269A1 (en) Pressurized inerting system
EP4331030A1 (fr) Système de pile à combustible alimenté en oxygène et son procédé d'utilisation
US20200318249A1 (en) Process water thermal management of electrochemical inert gas generating system
JP4645006B2 (ja) 車載燃料電池システム
CN111033844A (zh) 用于运行燃料电池的方法
US11498691B2 (en) Redundant systems for vehicle critical systems
MXPA05010626A (es) Generador portatil de celda energetica.
JP5403199B2 (ja) ハニカム型水素製造装置、それを用いた燃料電池発電装置、電気自動車、潜水船及び水素供給システム、並びに水素製造セル用反応管
EP3719177B1 (fr) Système et procédé de génération de gaz inerte électrochimique à gestion thermique
JP7548115B2 (ja) 構造体
US20230322109A1 (en) Ancillary electric vehicle or fuel cell electric vehicle charging and refueling
JP2006012454A (ja) 燃料電池用ガス、燃料電池システム、それを搭載した車両及び燃料ガス補給施設
Halpert et al. Commercialization of a direct methanol fuel cell system

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20240122

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)