TWI543427B - Charging system containing a fuel cell and battery with materials and methods of assembly for a fuel cell utilizing an anionic exchange membrane and fuel cell cartridge designs - Google Patents

Description

Assembly system and method for fuel cell and battery charging system, and fuel cell designed using anion exchange membrane and fuel cell cartridge

The present invention provides a fuel cell, a battery and a power management system as a portable hybrid power generating device, and uses a fuel source to generate and store power to charge a mobile electronic device, and more particularly, the present invention provides a combined polymerization. a liquid electrode assembly (PEA), a secondary battery, a hybrid direct fuel cell that can remove germanium, a material and an assembly method to manufacture a fuel cell using an anion exchange membrane, and a secondary battery to combine electronic components on the board to provide power as a mobile electronic A dedicated charger for the device, a description of the passive design of the removable crucible configuration for this fuel cell system.

A fuel cell is an electrochemical device that converts the chemical energy of a reaction into electricity, as depicted in Figure 1. In this cell, the electrodes 120/122 and 125/127 isolated from the membrane 110 or 115 supply fuel and an oxidant (typically oxygen in the air). In theory, a fuel cell can generate electrical energy as long as the fuel and oxidant are supplied to the electrodes. The advantage of a fuel cell is that The high energy density of the fuel, as shown in Table 1, and the portability and performance of the off-grid (off-grid) power supply.

Various fuel cells are currently known. Common examples include fuel cells that use hydrogen or methanol, as well as other alcohols. Direct fuel cells are direct oxidation fuels without the need to reconstitute hydrogen-containing liquid, solid or gaseous fuels such as alcohols, polyols (methanol, ethanol, ethylene glycol, and glycerin) and other direct oxidation fuel cells.

Common components of fuel cells are electrolytes, conductive ionomeric films, and electrodes (anode and cathode). The electrodes comprise catalytic metal or metal particles that are typically interspersed on a conductive, porous support material. The electrode binds the catalyst to increase the rate of reaction on the electrode. The film system acts to separate a plurality of electrodes and to transport or conduct ions. The ion exchange polymer electrolyte membrane can be any cationic conductive polymer or an anion conductive polymer.

[ ¹ ] DL Anglin, DR Sadoway, "Battery", in AccessScience@McGraw-Hill, http://www.accessscience.com, DOI 10.1036/1097-8542.075200

[ ² ] B. Sorensen, Hydrogen and Fuel Cells: Emerging technologies and applications , Elsevier Academic Press, Burlington, MA, 2005.

[3] National Research Council and National Academy of Engineering of the Engineering of the National Academies, The Hydrogen Economy: Opportunities, Costs, Barriers, and R&D Needs, The National Academies Press, Washington, DC, 2004.

In some embodiments, methods and systems are provided that optimize the energy density of a fuel cell. The fuel cell can be maintained at an optimal power state, using an internal rechargeable battery to accommodate any load power that deviates from the optimal power state of the fuel cell. An external battery charger (ie, an external power source) can also receive variable load requirements that can charge the internal battery. Such a hybrid fuel cell configuration can utilize a power management system to control the fuel cell, internal battery, and external battery charger to provide optimum power efficiency.

In some embodiments, a plurality of fuel cartridges for a fuel cell system are disclosed that provide a fuel containment cartridge for a fuel cell that is easy to operate. The fuel cell cartridge is designed to be removable to transport fuel. The fuel can contain a container of fuel for the fuel cell, and a "passive" mechanism (ie, minimal user interaction or electronic control mechanism) to inject fuel and extract foreign or other liquid for cleaning.

In some embodiments, an assembly material and assembly method are provided to fabricate an alkaline fuel cell utilizing an anion exchange membrane that incorporates the anion exchange membrane, ink catalyst, and current collector to achieve a high degree of catalytically active surface area. The fuel cell can include a membrane electrode assembly (MEA) fit and an ink configuration, a microfluidic channel, a common fuel, and an electrolyte chamber whereby each fuel chamber has a plurality of cathodes and an integrated external bus for collecting current.

110‧‧‧film

120‧‧‧electrode

122‧‧‧ electrodes

115‧‧‧film

125‧‧‧electrode

127‧‧‧electrode

210‧‧‧Low current state

220‧‧‧current current status

230‧‧‧High current state

250‧‧‧Limited current density range

300‧‧‧ fuel cell system

310‧‧‧ fuel cell

312‧‧‧Transmission current

314‧‧‧Transmission current

320‧‧‧Battery

322‧‧‧discharge current

324‧‧‧Charging current

330‧‧‧ Controller

390‧‧‧load

392‧‧‧Load current

394‧‧‧Load current

400‧‧‧ fuel cell system

410‧‧‧ fuel cell

415‧‧‧Transmission current

420‧‧‧Internal battery

425‧‧‧ Current

430‧‧‧ Controller

440‧‧‧Battery

445‧‧‧ Current

490‧‧‧load

495‧‧‧Load current

500‧‧‧ fuel cell system

510‧‧‧ fuel cell

515‧‧‧Transmission of electricity

517‧‧‧Transmission of electricity

520‧‧‧Internal battery

525‧‧‧Adding electricity

530‧‧‧ Controller

541‧‧‧ Circuitry

550‧‧‧ Circuit

547‧‧‧ Current

590‧‧‧load

595‧‧‧Power

610‧‧‧fuel cell room

620‧‧‧Environmental and export regulations

630‧‧‧ Shell

640‧‧‧Printed circuit board (PCB) components

650‧‧‧USB end

660‧‧‧ indicator

670‧‧‧Internal battery

900‧‧‧ fuel cell匣

905‧‧‧ fuel cell 匣

910‧‧‧Piston

920‧‧‧ Container

925‧‧‧ container

930‧‧‧ Globe Valve

935‧‧‧ Globe Valve

940‧‧‧ fuel cell system

950‧‧‧ container

955‧‧‧ Container

960‧‧‧ Globe Valve

965‧‧‧ Globe Valve

970‧‧‧fuel pocket

975‧‧‧ clam shell

980‧‧‧fuel pocket

990‧‧‧Export

1000‧‧‧ one-way valve

1005‧‧‧ one-way valve

1010‧‧‧ ball

1015‧‧‧ Spring

1020‧‧‧ snorkel

1030‧‧‧ catheter

1050‧‧‧ fluid

1100‧‧‧ fuel cell 匣

1130‧‧‧埠

1135‧‧‧埠

1110‧‧‧Piston

1117‧‧‧fuel

1120‧‧‧ Container

1125‧‧‧ Container

1127‧‧‧fuel

1105‧‧‧fuels

1150‧‧‧Injection

1155‧‧‧Extracted

1160‧‧‧fuel room

1170‧‧‧Piston

1210‧‧‧ polymer film

1220‧‧‧ catalyst layer

1225‧‧‧ catalyst layer

1260‧‧‧Contacts

1230‧‧‧ gas diffusion layer

1235‧‧‧ gas diffusion layer

1240‧‧‧fuel side

1245‧‧‧Air side

1250‧‧‧ Current collector

1255‧‧‧current collector

1270‧‧‧PEA

1275‧‧‧PEA

1310‧‧‧ polymer film

1320‧‧‧ catalyst layer

1325‧‧‧ catalyst layer

1330‧‧‧ gas diffusion layer

1335‧‧‧ gas diffusion layer

1340‧‧‧fuel

1345‧‧‧air

1350‧‧‧ Current collector

1352‧‧‧Contacts

1354‧‧‧electrode layer

1355‧‧‧current collector

1357‧‧‧Contacts

1359‧‧‧electrode layer

1370‧‧‧ electrodes

1375‧‧‧electrode

1380‧‧‧ cover

1385‧‧‧ cover

1390‧‧‧Fitting layer

1395‧‧‧Fitting layer

1410‧‧‧film

1450‧‧‧electrode

1455‧‧‧electrode

1460‧‧‧ Pressure

1480‧‧‧Support

1485‧‧‧Support

1490‧‧‧Liquid layer bonding ions

1495‧‧‧Liquid layer bonding ions

1710‧‧‧ hood

1720‧‧‧fuel room

1725‧‧‧fuel storage room

1730‧‧‧Thin electrode assembly

1740‧‧ Air chamber

1790‧‧‧ fluid busbar

1795‧‧‧microfluidic channel

1825‧‧‧fuel room

1890‧‧‧ fluid busbar

1895‧‧‧microfluidic channel

1910‧‧‧ hood

1920‧‧‧ fuel storage

1930‧‧‧Metal electrode assembly

1940‧‧ Air storage

1990‧‧‧ Fluid Busbar

1995‧‧‧Microfluidic channel

2020‧‧‧fuel room

2025‧‧ ‧ compartment

2030‧‧‧Metal electrode assembly

2120‧‧‧fuel room

2125‧‧‧ Large compartment

2130‧‧‧Thin electrode assembly

2220‧‧‧fuel room

2230‧‧‧Thin electrode assembly

2330‧‧‧ fuel cell

2380‧‧‧Common bus

1A to 1B are schematic views of a fuel cell.

Figure 2A is a polarization curve showing the reversible and irreversible energy loss of the fuel cell, which shows that the fixed voltage and the output are only guaranteed within a limited range of current densities, and therefore cannot be well stabilized outside the specific range of current density. Voltage and power surge.

Figure 2B shows the optimum polarization state for the current density applied to the load for the highest energy density and highest power output.

3A to 3C are fuel cell systems of the preferred embodiment of the present invention.

Figure 4 is a fuel cell system of the preferred embodiment of the present invention.

Figure 5 is a fuel cell system of the preferred embodiment of the present invention showing an electrical layout for acquiring and distributing power.

Figure 6 is a diagram showing an outer casing of a fuel cell, a battery, and a power management and delivery system in accordance with one embodiment of the present invention.

7A through 7C are flow diagrams showing the operation of a fuel cell having a power management system in accordance with a preferred embodiment of the present invention.

8A through 8B are flow diagrams of a fuel cell having a power management system in accordance with a preferred embodiment of the present invention.

9A to 9E are fuel cell cartridges of the preferred embodiment of the present invention. Can be used to connect two concentric cylinders with the same diameter format parameters (for example, a cylinder in a cylinder) or other shaped chambers (such as a collapsible bag chamber in a piston housing), thereby being able to be taken out of the hole of the fuel cell The fuel is passed, and the same helium is used to transfer the new fuel to the fuel cell. The advantage of this 匣 construction is that the trajectory of the 匣 can be minimized, and the injection and extraction of fuel can occur in the same movement.

10A to 10B are the one-way valves of the preferred embodiment of the present invention.

11A through 11B are fuel cell cartridges of the preferred embodiment of the present invention, showing an example of a chamber containing a cylinder or other shape that is removed or filled by a piston-like action. The piston head can be driven by a user manually, spring, compressed gas, magnetic coupling or gravity assist.

Figure 12 is a polymer electrode assembly of the preferred embodiment of the present invention.

13A to 13B are film electrode assemblies of the preferred embodiment of the present invention.

14A to 14B are the bonding system for the thin film electrode assembly of the preferred embodiment of the present invention. Process, which shows a high surface area that forms electrical contact with respect to the stainless steel mesh on the sides of the anionic MEA.

Figure 15 is a view of the pressurization and curing cycle of the preferred embodiment of the present invention. Prior to shutdown, a fixed temperature, pressure, and time can be applied, wherein the liquid in the ionic polymer (Ionomer) state can conform to the stainless steel mesh to the back of the anion exchange membrane.

Figure 16 is a flow chart of the assembled membrane electrode assembly of the preferred embodiment of the present invention.

17A to 17B are diagrams showing a plurality of fuel cell shared fluid bus bars of the preferred embodiment of the present invention. The MEA, current collector, and external electrical connector are integrated with the microfluidic channel plate.

Figure 18 is a perspective view of a fuel cell of the preferred embodiment of the present invention.

19A to 19C are perspective views of a fuel cell of the preferred embodiment of the present invention. The fluid fuel can be delivered to a plurality of fuel cells whereby liquid enters all of the parallel fuel cell chambers. Fuel can be delivered by means of a shared fluid bus and embedded microchannels. Air is transported through the microperforated layer and the microperforated layer is also embedded in the fuel cell wall.

20A to 20B are views showing a fuel chamber for supplying fuel to a plurality of anodes according to a preferred embodiment of the present invention.

21A-21B illustrate a fuel chamber providing fuel to a plurality of anodes in accordance with a preferred embodiment of the present invention.

Figure 22 is a fuel chamber providing fuel to a plurality of anodes in accordance with a preferred embodiment of the present invention. The DGFC battery can share a fillable anode chamber. The DGFC unit can share a fillable anode chamber. The benefits are the flexibility in the final battery pack's format parameters, the variability in the electrical state of the fuel cell (parallel or series), the final battery pack capacity minimization, and the reduced fluid path to battery complexity.

23A to 23B are diagrams showing a fuel cell having an integrated bus bar according to a preferred embodiment of the present invention. Fuel cells can utilize electrical properties that can collect current from multiple batteries stacked in parallel or in series Bus bar. Multiple busbars minimize IR losses if strategically placed around each fuel cell.

As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. When the phrase "at least one of" is preceded by a list of elements, the entire list of elements is modified instead of the individual elements in the list.

In some embodiments, methods and systems are provided that can optimize the energy density of a fuel cell. The power management system is capable of predetermining the current state of the optimal energy density of the fuel cell system and setting the fuel cell power transmission conditions for operating the fuel cell in this state. For example, if the load demand exceeds the optimal power transfer state, the internal rechargeable battery can deliver a drop in power requirements to maintain the output of the fuel cell at an optimum current density. In some embodiments, a small internal rechargeable battery can be used, and a high load requirement can be accommodated by an external battery charger that can charge the internal battery, for example at a fixed charging rate. In this hybrid fuel cell configuration, the rechargeable battery accommodates the load demand peak of the output load, while the fuel cell provides energy density and off-grid performance gain.

In some embodiments, a power management system for a portable power system for a hybrid fuel cell and battery is provided that optimizes the energy density of the fuel cell and fuel. The power management system can utilize the secondary battery and on-board electronic components to provide power as a dedicated charger for mobile electronic devices that optimizes the energy density of the fuel cell and fuel.

Fuel cells are not 100% efficient in converting chemical energy into usable electrical energy. That is, thermodynamically reversible and irreversible energy losses occur in electrochemical and battery levels. Reversible energy losses are due to temperature, catalyst site reactivity, and pressure conditions. Irreversible energy loss due to: activation polarization efficiency, or slow response compared to ideal stoichiometry The rate of electrochemical reaction, the ohmic polarization efficiency loss caused by the internal resistance of the battery (such as the ion resistance of the ion current in the electrolyte), and the resistance value of the external circuit and the battery, and the mass transfer reaction part at the high current density concentration Slow efficiency efficiencies will result in low electron generation. Ultimately, mass transfer is the main rate limiting phenomenon produced by currents, in which the chemical reaction does not occur quickly enough to maintain current consumption.

The reversible and irreversible energy loss of a fuel cell is typically plotted as a polarization curve, as shown in Figure 2A. As shown, energy losses occur in different operating states of current density, such as low current state 210, medium current state 220, and high current state 230. This represents the output voltage and power of the fuel cell, which is highly dependent on the current density and the applied load. As a result, the fixed voltage and output are guaranteed only in the current density limited range 250, so that voltages outside the specific range of current density and power surges cannot be effectively stabilized, as shown in FIG. 2B.

When the energy density of the fuel cell is high (eg, methanol: 4,400 Wh/L), the fuel cell system must be designed such that the polarization characteristics have minimal impact on the output voltage and current available to the user. This technology involves the use of an electronic DC-to-DC power conversion component that converts the output of the fuel cell into a standard, predictable voltage and power output. However, DC-to-DC converters and associated converter designs and products have several drawbacks, and components that fully meet the functional requirements of modern hybrid power systems are difficult to manufacture. For example, a DC-to-DC power converter typically converts the optimum current-voltage of a fuel cell into an ideal current or voltage of the load. This technique typically does not provide a buffer for large voltage spikes, which are typically found in standard electronic devices. Further, the DC-to-DC conversion cannot optimize the energy density of the fuel element based on the irreversible energy consumption of the fuel cell. That is, when the energy consumption is limited, the DC-to-DC power conversion adjustment cannot cause or ensure that the fuel cell operates at the highest efficiency to generate energy in a polarization state.

In some embodiments, fuel cell system design and methods of operating a fuel cell system are provided to optimize the energy density of the fuel cell and fuel. This method can include design The fuel cell system allows the current density of the applied load to always be at the optimum polarization state for the highest energy density, for example, the maximum power output of the fuel cell and fuel.

The external battery is used to provide supplemental power to the fuel cell. For example, a fuel cell can provide power to operate a vehicle, and the battery can provide supplemental power to the vehicle when the vehicle must provide more power than the fuel cell can provide, for example, during acceleration or mountain climbing. Under this architecture, fuel cell power optimization is not considered. Instead, the external battery is designed to operate beyond the maximum power that the fuel cell can transmit.

In some embodiments, a fuel cell system can include a fuel cell, an internal power source (eg, a battery), a circuit for a rechargeable battery, and a power management system that optimizes the fuel cell, for example, controlling the direction of output/input power from the fuel cell to maintain The fuel cell is at the best power. The management system is able to provide additional power from the battery to the load when the load demand exceeds the optimal power state of the fuel cell. The management system is able to provide additional power from the battery to the load when the load demand exceeds the optimal power state of the fuel cell.

3A through 3C illustrate a fuel cell system in accordance with some embodiments. In FIG. 3A, the fuel cell system 300 includes a fuel cell 310, an internal battery 320, and a controller 330. When power is transferred to the load 390, the fuel cell system 300 is utilized to utilize the optimal power state of the fuel cell 310. The controller 330 controls the power transfer of the fuel cell 310 and the battery 320, for example, controlling the battery 320 to transmit power to the load 390, or controlling the fuel cell rechargeable battery 320. Controller 330 has operational characteristics of fuel cell 310, such as an optimal operating state of the fuel cell, and can use this information to control the flow of power to or from the battery, thereby maximizing the power density of fuel cell 310. Alternatively, controller 330 has other characteristics of fuel cell 310, such as discharge current, power loss, and the ability to use this information to determine the optimal power state.

Figures 3B through 3C show different modes of operation of the fuel cell system 300 The battery contains a discharge or rechargeable battery 320 to maintain the fuel cell 310 in an optimal power transfer state. In FIG. 3B, controller 330 can sense the load current 392 required by load 390 and exceed the optimal power state of fuel cell 310. Controller 330 can indicate fuel cell transmission current 312 based on the optimal power state. Controller 330 can also indicate battery 320 discharge current 322, which is the difference between load current 392 and optimal transmission current 312. At FIG. 3C, controller 330 can sense the load current 394 required by load 390 and is below the optimal power state of fuel cell 310. Controller 330 can indicate fuel cell transmission current 314 based on the optimal power state. Controller 330 can also instruct battery 320 to receive charging current 324, which is the difference between optimum current 314 and load current 394. As such, the internal battery 320 acts as a buffer for the fuel cell to deliver power at an optimal ratio, protecting the fuel cell when the load demand is occasionally higher or lower than the optimal power state of the fuel cell.

In some embodiments, the fuel cell can provide power only at the optimal power state, such that the controller only needs to regulate the discharge or charging of the internal battery.

In some embodiments, for example, a fuel cell system can include a voltage power converter or voltage converter to match voltages between different components. For example, there may be a converter that is responsible for matching the voltage and load of the fuel cell, a converter that is responsible for matching the voltage and load of the internal battery, and a converter that is responsible for matching the voltage and load of the external battery.

In some embodiments, for example, the internal battery can be a small battery to optimize the efficiency of the fuel cell system. The small internal battery is capable of handling small variations in load demand, such as load power that is slightly higher or slightly lower than the optimal transmission power of the fuel cell. If the capacity of the battery is insufficient to handle the difference between the load demand and the optimal power state of the fuel cell, for large variations, an external power source, such as an external battery, can charge the internal battery during peak load demand. The external battery can be used to receive power from the fuel cell when the internal battery is fully charged, for example, the fuel cell can charge the external battery during the power transfer process when the optimal power is above the load demand.

In some embodiments, the power management system is capable of operating in multiple power transfer modes. The first mode is when the load demand is within the optimal power output state of the fuel cell. In this mode, the fuel cell can deliver all of the power to the load at optimal fuel cell power efficiency. The second mode is when the load demand is slightly different from the optimal power output state of the fuel cell, such as above or below the optimal power zone. In this mode, the fuel cell can still operate at an optimal output state with an internal battery supply or received power difference, for example, if the load demand exceeds the optimal power output, the internal battery can provide a power difference. If the load demand is less than the optimal power output, the power difference can be used to charge the internal battery. The third mode is when the load demand is significantly different from the optimal power output state of the fuel cell. In this mode, the fuel cell can still operate in an optimal output state with an external battery supply or a received power difference. For example, if the load demand exceeds the optimal power output, the internal battery can provide a power difference with the assistance of external battery charging power. For example, the fuel cell system can include a charging circuit for the external power source to charge the internal battery in a fixed current charging process. If the load demand is less than the optimal power output, the power difference can be used to charge the internal battery and/or the external battery.

Figure 4 is a fuel cell system of the preferred embodiment of the present invention. The fuel cell system 400 includes a fuel cell 410, an internal battery 420, and a controller 430. Controller 430 can be used to receive power from external battery 440, such as an external battery. When power is transferred to the load 490, the fuel cell system 400 utilizes the optimal power state of the fuel cell 410. The controller 430 controls the power transfer of the fuel cell 410 and the internal battery 420 and the external battery 440, for example, controlling the internal battery 420 and/or the external battery 440 to transfer power to the load 490, or controlling the fuel cell to charge the internal battery 420 and/or external Battery 440. The controller 430 has operational characteristics of the fuel cell 410, such as an optimal operating state of the fuel cell, and can use this information to control the flow of power to or from the battery, thereby maximizing the power density of the fuel cell 410. Alternatively, controller 430 has other characteristics of fuel cell 410, such as discharge current v power loss, And this information can be used to determine the optimal power state of the fuel cell 410.

For example, controller 430 can sense the load current 495 required by load 490 that exceeds the optimal power state of fuel cell 410. Controller 430 can indicate fuel cell transmission current 415 based on the optimal power state. Controller 430 can also instruct internal battery 420 and/or external battery 440 to release current 425 and/or 445, which is the difference between load current 495 and optimum current 415. Alternatively, controller 430 can sense load current 495 that is lower than the optimal power state of fuel cell 410. Controller 430 can indicate fuel cell transmission current 415 based on the optimal power state. Controller 430 can also instruct internal battery 420 and/or 440 to receive charging current 425 and/or 445, which is the difference between optimum current 415 and load current 495. As such, the internal batteries 420 and/or 440 can act as a buffer for the fuel cell to transmit power at an optimal rate, protecting the fuel cell when the load demand is occasionally higher or lower than the optimal power state of the fuel cell.

In some embodiments, the fuel cell can provide power only at the optimal power state, such that the controller only needs to regulate the discharge or charging of the internal battery. Other components may be included, such as a power or voltage converter, and a plurality of fuel port connectors.

Other configurations may be used, such as external battery 440 to charge internal battery 420, and power transmitted from external battery 440 may be provided by internal battery 420. Figure 5 is a fuel cell system of the preferred embodiment of the present invention. The fuel cell system 500 includes a fuel cell 510, an internal battery 520, and a controller 530. Circuit 541, for example, may add an isolation circuit with a mini USB connector to connect an external power source, such as an external battery. Another circuit 550 can be added, such as an isolation circuit with a standard USB connector to connect an external load.

The controller 530 can receive an external power source through the connection circuit 541, such as an external battery. An external power source can release current 547 to charge internal battery 520. When power is delivered to the load 590, the fuel cell system 500 is utilized to utilize the optimal power state of the fuel cell 510. Controller 530 controls the power transfer of fuel cell 510, for example, from fuel cell 510 Power 517 to battery 520 is charged, or power 515 is transmitted from fuel cell 510 through output connection circuit 550 to load 590. The controller 530 can control the output connection circuit 550 to add power 525 from the internal battery 520 to the power 515 output by the fuel cell 510 to provide power 595 to the load 590. Controller 530 can control fuel cell 510 to optimize power transfer of the fuel cell.

In some embodiments, the fuel cell can provide power only at the optimal power state, such that the controller only needs to regulate the discharge or charging of the internal battery. Other components may be included, such as a power or voltage converter, and a plurality of fuel port connectors.

In some embodiments, a fuel cell system provides a dedicated charger as an electronic device. The charging system can include a fuel cell, an internal battery, and a microcontroller that manages the fuel cell and the internal battery. Additional electronics, such as a standard USB output source, and a mini USB circuit connector can be included to charge the internal battery.

Figure 6 is a diagram showing an outer casing of a fuel cell, a battery, and a power management and delivery system in accordance with one embodiment of the present invention. A fuel cell chamber 610 comprising a membrane electrode assembly frame is disposed within a housing 630 that includes a membrane electrode assembly and electronic components. Fuel cell chamber 610 can also include a fuel inlet port and an outlet port 620. The housing 630 can also include an internal battery 670, a printed circuit board (PCB) assembly 640, and a power management electronics platform. The USB port 650 can provide external connections such as power output and battery charging input. An indicator 660, such as an LED battery indicator and a state of charge indicator, can also be provided.

For example, a fuel cell can include an internal fuel cell that can supply 1.6V@0.56A (down to 0.8V when fuel is exhausted) and drive boost conversion, as well as an internal battery charger. The internal battery can be a lithium ion battery, which is an industry standard 16850 type, 2200 mAh, 3.6 V cylindrical battery, which has a 4.2 V terminal charging voltage. The microcontroller can include a micropower microprocessor that can monitor, communicate, and control the battery charging system. For example, Texas Instruments MSP430G2X53-related products can be used with ultra-low power operating modes and resources for this application. Output The source connection can be a standard USB output source that is compatible with USB-IF as a dedicated charging port (DCP). For example, the external device can be charged by the fuel cell through a standard USB 'A' connector. When power is supplied, the USB output source can supply 5V DC@1A. A load greater than 1 A can be supplied by the fuel cell, but the voltage can be lowered. The charging source is compatible with USB-IF as a dedicated charging port (DCP). The charging connection for the internal battery can be a mini USB input source. When connected to an external USB port, the input source can charge the internal battery through an analog battery charger, for example, at a normal 100mA charging rate. Circuitry can be added, such as a detection circuit for detecting an external DCP device, whereby the internal battery can be charged at a higher rate, such as 500 mA.

Once electrically connected to the internal battery, the microcontroller can always have power. After confirming the system condition, the microcontroller enters deep sleep and can be woken up due to internal or external conditions. The power switch can activate or deactivate the power of the standard USB connection and the communication of the LEDs. During idle periods, the green LEDs display the internal battery charge level (for example, 0 to 4 cells). If there is no external connection for 3 minutes (or a specific period), the system shuts down. If the fuel cell voltage is less than 2.2V (or other specific voltage), the first LED will glow yellow to indicate that the fuel cell must be replaced. Similarly, if a serious condition is detected, the first LED will glow red to indicate a serious error condition.

Initiating a standard USB connection output source allows the connected device to begin the detection process and activate the charging system. In the case of a slow connection, the connection device may not properly detect the charging system. If charging does not start within 3 seconds, reconnect the unit.

With standard USB current consumption, the first of the four LEDs will change color to blue, and the LEDs will begin the scanning process to charge through the display of a standard USB port. As long as the current consumption is greater than 40mA (or other specific current), the LED scanning process continues. Once the current drop is detected, the LEDs can be extinguished and the power removed from the standard USB port. The connection device may or may not provide an indication that charging is complete.

Mini USB port automatically detects power connections and internals if needed The pool is charged. When the standard USB port does not currently supply output power, the first of the four LEDs will change color to orange, and the LEDs will begin the scanning process to show that the internal battery is being charged by the mini USB port. The charging process starts at 100mA. If implemented, the battery charge rate can be changed to 500mA when the USB pin D+/D- short circuit is detected. After switching to a 500mA charge rate, the microcontroller will monitor the USB cable to ensure that the connected device is not over-loaded. If the normal voltage of the cable drops 5V below 4.3V, the microcontroller ends the 500mA charging and changes back to 100mA charging. The LED scanning process continues until the charge controller stops charging (eg, typically less than 50 mA). When charging is complete, the charge controller can be turned off and left off until the mini USB power is removed.

The over-discharged battery can be automatically "pre-charging" in the charge controller. Depending on the actual battery voltage, the LEDs may not operate properly (eg, dim or not).

When the internal battery drops to 3.2V (or other level), the microcontroller activates the fuel cell charging system. The standard USB or mini USB charging system is not operational, and the first of the four LEDs will change color to green, and the LEDs will begin the scanning process to show that the internal battery is being charged by the fuel cell. Once the battery reaches the terminal voltage (eg 4.2V), the LEDs can be extinguished and the power removed from the fuel cell charging system. A low fuel cell voltage will cause the first LED to emit a different yellow light than green to indicate that the fuel cell must be replaced.

When the fuel cell voltage drops below 0.7V or the battery voltage drops below 2.75V, the circuit stops charging. If this happens, charging with the mini USB can pre-charge the battery to the point where it can be charged or the fuel can be replaced and the operation returned to the normal state.

An additional circuit can be used as a low voltage DC/DC converter. If the MPPC is disabled but has reduced current, the converter is maintained and the operation is reduced to 0.25 voltage in this case. Switching between the two modes (MPPC and non-MPPC), combined with the voltage detector and switching capability, maximizes the charging rate of the secondary battery.

7A through 7C are flow diagrams showing the operation of a fuel cell having a power management system in accordance with a preferred embodiment of the present invention. In Figure 7A, after determining a load current, the load current can be distributed between the fuel cell and the battery to maintain optimal power efficiency of the fuel cell. For example, a fuel cell can have an optimal power state that maximizes the output power of the fuel cell. By maintaining optimal power conditions within the fuel cell, the fuel cell is capable of operating at peak efficiency. The battery can supply or receive the difference between the load current and the optimal current of the fuel cell. At operation 700, a load current of one of the fuel cell systems is determined. At operation 710, the power management system distributes the load current between the fuel cell and the battery (eg, the internal battery). Selecting the current that is included in the fuel cell optimizes the power efficiency of the fuel cell, for example, selecting the current within the optimal power state of the fuel cell. If the load current is high and the internal battery is insufficient to transmit the current difference, the external battery can supply the remaining load current or charge the internal battery to enable it to operate. If the load current is low and the internal battery is fully charged, for example, the current difference cannot be transferred, the external battery can receive additional current, for example, to charge the external battery.

In Figure 7B, after determining that the load current exceeds the optimum current of the fuel cell, the battery can be activated to provide a current difference such that the current output by the fuel cell is maintained at an optimum current to maintain optimal power efficiency of the fuel cell. At operation 740, a load current of one of the fuel cell systems is determined if the load current exceeds the optimum current of the fuel cell. The operation of the fuel cell can be stored in the power management system so that when the load current is detected and measured, it can be compared. At operation 750, the power management system activates a battery, such as an internal battery, to provide a current difference. The current that is classified in the fuel cell is selected to optimize the power efficiency of the fuel cell, for example, to select the current within the optimal power state of the fuel cell. If the internal battery is insufficient to transmit the current difference, the external battery can supply the remaining load current or charge the internal battery to enable it to operate.

In Figure 7C, after determining that the load current is lower than the optimal current of the fuel cell, the battery charging operation can be initiated to shift the current difference so that the current output of the fuel cell is maintained. The optimum current is used to maintain the optimum power efficiency of the fuel cell. At operation 780, a load current of one of the fuel cell systems is determined if the load current is lower than the optimal current of the fuel cell. The operation of the fuel cell can be stored in the power management system so that when the load current is detected and measured, it can be compared. At operation 790, the power management system initiates a battery charging operation to receive the current difference. The current that is classified in the fuel cell is selected to optimize the power efficiency of the fuel cell, for example, to select the current within the optimal power state of the fuel cell. If the internal battery is fully charged, for example, the current difference cannot be transferred, the external battery can receive additional current, for example, to charge the external battery.

8A through 8B are flow diagrams of a fuel cell having a power management system in accordance with a preferred embodiment of the present invention. In Figure 8A, after determining that the load current exceeds the optimum current of the fuel cell, the internal battery can be activated to provide a current difference such that the current output by the fuel cell is maintained at an optimum current to maintain optimal power efficiency of the fuel cell. An external power source, such as an external battery, can initiate charging of the internal battery. At operation 800, if the load current exceeds the optimum current of the fuel cell, a load current of one of the fuel cell systems is determined. The operation of the fuel cell can be stored in the power management system so that when the load current is detected and measured, it can be compared. At operation 810, the power management system activates an internal battery to provide a current difference. The current that is classified in the fuel cell is selected to optimize the power efficiency of the fuel cell, for example, to select the current within the optimal power state of the fuel cell. At operation 820, the external battery can charge the internal battery to enable the internal battery to operate.

In Figure 8B, after determining that the load current is lower than the optimal current of the fuel cell, the battery charging operation can be initiated to shift the current difference so that the current output by the fuel cell is maintained at an optimum current to maintain the best fuel cell. Power efficiency. At operation 850, a load current of one of the fuel cell systems is determined if the load current is lower than the optimal current of the fuel cell. The operation of the fuel cell can be stored in the power management system so that when the load current is detected and measured, it can be compared. At operation 860, the power management system initiates a battery charging operation to receive the current difference. The charging operation can be used to charge the internal or external battery. Select the current into the fuel cell to optimize The power efficiency of a fuel cell, for example, selects the current within the optimal power state of the fuel cell.

In some embodiments, the charging system includes a fuel cell and a battery, thereby improving energy density and portability and off-grid performance.

In some embodiments, a plurality of fuel cartridges for a fuel cell system are disclosed that provide a fuel containment crucible for a fuel cell that is easy to operate. The fuel cartridge is designed to be removable to transport fuel. The fuel can contain a container of fuel for the fuel cell, and a "passive" mechanism (ie, minimal user interaction or electronic control mechanism) to inject fuel and extract foreign or other liquid for cleaning. The fuel tether provides fluid exchange and includes a self-fluid injection mechanism.

In some embodiments, the fuel cartridge comprises a plurality of containers, such as cylinders or other shaped chambers that are removed or filled in a piston-like action. The piston head can be driven by a user manually, spring, compressed gas, magnetic coupling or gravity assist.

9A to 9E are fuel cell cartridges of the preferred embodiment of the present invention. In FIG. 9A, fuel cell stack 900 includes containers 920 and 925 that are coupled to fuel cell system 940. The container 920 (hard container or collapsible fuel filled bag) can be filled with fuel for the fuel cell, such as alcohol. Piston 910 can provide fuel injection from vessel 920 to fuel cell 940. An optional one-way valve, such as shut-off valve 930, can be used for the connection between the vessel 920 and the fuel cell, for example, to prevent fuel from flowing backwards. The container 925 can be empty, such as filled with air (or an empty collapsible bag). Container 925 can be used to store fluids that flow from the fuel cell, such as used fuel. An optional one-way valve, such as shut-off valve 935, can be used for the connection between vessel 925 and the fuel cell, for example, to prevent used fuel from flowing backwards. When the piston 910 pushes fuel from the vessel 920 to the fuel cell, the same piston kinetic energy pushes the spent fuel from the fuel cell back to the empty vessel 925. The piston 910 can be actuated by a user's hand, for example, when fuel is exhausted or when power is reduced. Piston actuation can be assisted by springs, compressed gas or magnetic coupling mechanisms, or by gravity, so fuel injection In and out can occur in an action.

In Figure 9B, the in-furnace fuel delivery can be actuated by gravity, for example, using gravity to expel used fuel from the fuel cell. Fuel cell stack 905 includes containers 950 and 955 that are coupled to fuel cell system 940. The container 950 can fill a fuel of a fuel cell, such as alcohol. The container 955 can be empty, such as filled with air. Container 955 can be used to store fluids that flow from the fuel cell, such as used fuel. By positioning the fuel cell system 940 above the fuel helium 905, the spent fuel can flow out of the fuel cell by gravity, toward the empty vessel 955. Fuel can flow upward from the vessel 950 into the fuel cell to fill the fuel cell that is emptied due to the removal of used fuel. Optional one-way valves, such as shut-off valves 960 and 965, can be used for connection between the vessel 950/955 and the fuel cell, for example, to prevent fluid from flowing backwards.

9C through 9E are diagrams of a crucible design having a single filling action in accordance with a preferred embodiment of the present invention. Figure 9C shows the crucible configuration prior to injecting new fuel with a chamber for new fuel and a chamber for spent fuel. A filled fuel bag cavity 970 can hold a fuel bag of about 40 milliliters of fuel. The empty fuel bag cavity 980 can hold about 40 milliliters of used fuel bag. Figure 9D shows the crucible structure after injecting new fuel, with the used fuel being filled into empty pockets. The clamshell 975 slides over the inner body of the crucible. Figure 9E shows a fuel cell coupled to a cell. The 匣 design can contain two bags, one empty and the other prefilled with fuel. The two 匣 outlets 埠 990 are suitable for the inlet 埠 of the fuel cell. These tethers are attached to a plurality of pockets via penetration holes. There is a meandering interface between the fuel cell and the crucible. The function of the 匣 interface is to latch the 匣 during refueling and to provide a structural mechanism for the user to untwist when the refueling action is completed. In addition, the helium interface must ensure proper alignment of the inlet and outlet ports.

10A to 10B are the one-way valves of the preferred embodiment of the present invention. In FIG. 10A, the one-way valve 1000 can include a ball 1010 and a spring 1015. Elasticity can be used to allow a specific fluid to pass. For example, the valve can cause the fluid 1050 with a thrust greater than the elastic force to flow against the ball. To the spring. In the opposite flow, the spring pushes the ball to block the valve to block the reverse fluid. In FIG. 10B, the one-way valve 1005 can include a conduit 1030 and a vent tube 1020 that is movable within the conduit. The snorkel can be activated by fluid movement, such as fuel fluid or exchanged air. When the vent tube is retracted, the catheter is closed to block fluid. When the vent tube is extended, the catheter is opened to allow fluid to circulate.

11A to 11B are fuel cell cartridges of the preferred embodiment of the present invention. In FIG. 11A, the fuel cell stack 1100 includes containers 1120 and 1125 to couple the fuel cell system through the ports 1130 and 1135. The fuel cell stack 1100 can include a dual coaxial piston bore that controls a glycerin fuel cell (DGFC) or other fuel cell. The dual concentric cylinder vessels 1120 and 1125 can be used in series, the spent fuel 1127 can be withdrawn from the fuel cell chamber to the vessel 1125 (through the crucible 1135), and the new fuel 1117 can use the same crucible and the same diameter format parameters from the vessel 1120 Transfer to the fuel cell (through 埠 1130). The piston 1110 can assist in transferring fuel within the vessel 1120 to the fuel cell. The advantage of this 匣 construction is that the trajectory of the 匣 is minimized.

In FIG. 11B, the fuel cartridge 1105 is shown to include a fuel storage chamber and a spent fuel chamber 1160. Piston 1170 is capable of initiating movement of fuel and used fuel, such as by mechanical forces such as springs, compressed gases, magnetic coupling mechanisms, or manual force. The fuel can be injected 1150 to the fuel cell, and the spent fuel can be withdrawn 1155 from the fuel cell to the used fuel chamber 1160.

In some embodiments, the fuel cell system incorporates a polymer electrode assembly (PEA). In addition to power management systems, fuel cell systems optimize the energy density of fuel cells and fuels.

In some embodiments, an assembly material and method for making an alkaline fuel cell utilizing an anion exchange membrane are provided that incorporates an anion exchange membrane, an ink catalyst, and a current collector to achieve a high degree of catalytically active surface area. The fuel cell can comprise: (a) a membrane electrode assembly (MEA) fit and an ink formula, (b) a microfluidic channel, (c) a common fuel, and an electrolyte chamber, whereby each fuel chamber has a plurality of cathodes, and (d) for the integration of currents External bus.

In some embodiments, a fuel cell system can include a fuel cell and a battery for a charging system. The fuel cell can be any type of fuel cell, such as a direct oxidation fuel cell containing a polymer electrolyte component, such as a fuel cell using an alkaline electrolyte and an anion exchange membrane (AEM), which can provide a high fuel concentration (>20%). Passive fuel cells.

The utility of a fuel cell hybrid system depends on the higher energy density of the fuel cell system transmission than current energy options. Increasing the density of energy requires the fuel cell to use a high fuel concentration. Most direct fuel cell technologies that use high fuel concentrations require complex and expensive BOP components to use fuel efficiently. These additional system components add cost and complexity and reduce system reliability. However, the advantage of using AEM as an electrolyte for a fuel cell is that a concentrated fuel mixture can be used.

In some embodiments, a method of assembling a polymer electrode assembly (PEA) is provided, the PEA can comprise a current collector, a polymer exchange membrane, a gas diffusion layer, and active catalytic particles (typically Pt, Pd, Co, PtRu, PdRu or its alloy, combined with carbon support or carbon surface area to increase the material, such as carbon nanotubes, etc.).

Figure 12 is a polymer electrode assembly of the preferred embodiment of the present invention. In FIG. 12A, the fuel cell includes a polymer film 1210, catalyst layers 1220 and 1225, gas diffusion layers 1230 and 1235, and current collectors 1250 and 1255. PEA 1270/1275 can comprise a catalyst layer 1220/1225, a gas diffusion layer 1230/1235, and a current collector 1250/1255. Fuel may be supplied to the fuel side 1240 of the PEA, such as electrode 1270, while air may be provided to the air side 1245 of the PEA, such as electrode 1275. This assembly can produce a plurality of surface roughened contacts 1260, referred to as "triple points," where fuel reaction, fuel reduction, and electron transport occur. Surface rough contacts limit the operation of the fuel cell, such as limiting current generation.

The polymer film is an ion exchange film for use as a fuel cell as an anode and A physical barrier between the cathodes and letting ions pass. Typically the liquid ions are taken in solution and then heat treated or chemically treated to form a film. For example, a 5 wt% sulfonated tetrafluoroethylene fluoropolymer may be mixed in isopropanol and other solvents to prepare a Nafion solution. It is then heated in a steam pot at 100-250 ° C to allow the solution to be cast into a film. The polymeric film and other layers, such as electrodes, catalysts, gas diffusion layers, may be press-fitted or mechanically snapped to form a polymeric film exchange assembly.

In some embodiments, a method of assembling a polymer exchange assembly is provided that can improve the lamination or mechanical interlocking of the layers described above, for example, by providing a "three-phase point" of a larger area, significantly increasing the triple point The number of rough contacts, which results in a uniform layer of triple points, for example between the electrode, the catalyst, the diffusion layer and the film.

In some embodiments, the assembly method can include using a liquid monomer precursor or a liquid ion precursor to conform to a plurality of layers of the polymer electrode assembly such that a uniform contact area can occur between the plurality of layers after curing.

In some embodiments, materials and methods of assembling a thin film electrode assembly, such as an anion exchange membrane module, are provided. The membrane electrode assembly, the current collector, and the external electrical connector are integrated with a plurality of microfluidic channel plates. The packaging material can be acrylic, ABS, fluoropolymer or other alkaline chemistry compatible with KOH or other electrolytes. The bonding can be achieved by a fluororubber bonding material, an acrylic bonding material or other compatible KOH or other alkaline chemistry as an electrolyte.

Herein is a description of materials and methods for directly bonding an anionic film to a current collector, such as a conductive mesh (ie, stainless steel or nichrome, etc.), a porous metal material (ie, tungsten, tantalum, nickel, etc.). , semi-conductive materials (ie carbon, tantalum, sol-gel or polymer-transformed ceramics with semi-conductive material properties) or semi-conductive woven fabrics and paper. A liquid anionic conductive high molecular polymer network precursor can be used to bond the anionically conductive solid polymer film to A current collector that cures the assembly when the current collector and the film are held together. The anionic polymerization precursor can be selected such that the anion resistance value is minimized during fuel cell operation. The anionic polymerization precursor may comprise an ion precursor which may be used to form an exchange film such that there is excellent adhesion between the electrode and the exchange film.

In some embodiments, the film or electrode can be coated with an ionic or monomeric precursor prior to high pressure bonding the plurality of layers for curing. For example, for Nafion films, a liquid Nafion precursor (e.g., a sulfonated tetrafluoroethylene fluoropolymer) can be prepared to coat a film or electrode. For anion exchange membranes based on ionic polymers of linear hydrocarbon chains having a quaternary ammonium group (-N ⁺ Me ₃ ), the film or other layer may be coated with an ionic solution prior to bonding. The ionic solution can contain ions in a solvent such as alcohol. Ionic solutions can also be used to bond catalyst particles.

13A to 13B are film electrode assemblies of the preferred embodiment of the present invention. In FIG. 13A, the fuel cell includes a polymer film 1310, catalyst layers 1320 and 1325, gas diffusion layers 1330 and 1335, and current collectors 1350 and 1355. The electrode 1370/1375 can include a catalyst layer 1320/1325, a gas diffusion layer 1330/1335, and a current collector 1350/1355. Fuel 1340 can be supplied to one side of the electrode, such as electrode 1370, while air 1345 can be provided to the other side of the electrode, such as electrode 1375. Flap layers 1390 and 1395 can be used to conform film 1310 and electrodes 1370 and 1375 to create a uniform contact area to enhance charge transport.

In Figure 13B, the catalyst, gas diffusion, and current collectors can be bonded to electrode layers 1354 and 1359. Electrode contacts 1352 and 1357 can be provided for external contact electrodes. Covers 1380 and 1385 can include fuel 1340 and air 1345.

In some embodiments, the conforming layers 1390 and 1395 can comprise a liquid monomer precursor or a liquid conforming ion, such as an ion precursor that forms an exchange film. For example, as an anion exchange membrane, an anionic liquid monomer precursor can be used. Bonding layers 1390 and 1395 can be deposited on film 1310 or electrodes. The deposition process can include screen printing or painting directly on a film, carbon cloth or current collector. Catalyst ink compositions, such as anode inks and cathode inks, can be mixed with a liquid ion precursor. The catalyst ink solution can be directly screen printed or painted onto the film. For example, for the anode ink catalyst ink solution may comprise 5-20wt% platinum ruthenium black, 40 to 45wt% ion (e.g., AS-4 ion Tokuyama Corporation), and 40 to 45wt% H ₂ O; ink for cathode, catalyst ink solution may comprise 5-20wt% platinum black, 40 to 45wt% ion (e.g., AS-4 ion Tokuyama Corporation), and 40 to 45wt% water (H ₂ O). The ink composition has the best performance and can be used for high volume production.

14A to 14B are a bonding process of the thin film exchange switching assembly of the preferred embodiment of the present invention. The ions 1490 and 1495 are bonded through the liquid layer, and the film 1410 and the two electrodes 1450 and 1455 are bonded together. Supports 1480 and 1485 can be used to hold the plurality of layers. A pressure 1460 can be applied to the support to conform to the electrodes as well as the film.

In some embodiments, an assembly process is provided that includes temperature, pressure, dwell time, and liquid conforming ion conditions for the stainless steel mesh to be bonded to the opposite side of the anionic MEA, thereby creating a high surface area for electrical contact . The current collector/membrane assembly can be pressed by applying pressure to a temperature between 0.1 and 0.5 metric tons to achieve a fit, such as applying 0.25 metric tons to the MEA assembly and ion bonding on an AEM of 25 mm by 50 mm area (eg, Tokuyama Corporation) AS-4 ion). The assembly can be maintained at 80 to 160 degrees Celsius and between 2 and 30 minutes, for example at 120 ° C for 5 minutes, and then rapidly cooled to room temperature without applying pressure, whereby a sufficient fit occurs. The strength of this fit can be demonstrated to be greater than 15 g by tensile testing. In addition, these curing conditions insulate the current collectors that are attached to the opposite side, which can be confirmed by a screen-to-screen resistance value of the order of several hundred k ohms.

Figure 15 illustrates the pressurization and cure cycles for some embodiments. A fixed temperature (about 120 degrees Celsius) and a pressure (about 0.26 metric tons) can be applied for about 5 minutes before shutting down.

Figure 16 is a flow chart of the assembled membrane electrode assembly of the preferred embodiment of the present invention. At operation 1600, the film or electrode system is coated with a liquid ionically conductive high molecular polymer network precursor. Ion conduction can include anion conduction for an anion film, and anion conduction for an anion exchange membrane. The liquid ionically conductive high molecular polymer network precursor may comprise ions, such as ions used in the film. At operation 1610, the battery pack containing the film and the electrode is pressed together at a high temperature and a high pressure. The temperature is between 80 and 160 degrees Celsius. The pressure is between 0.1 and 0.5 metric tons.

In some embodiments, a microfluidic channel can be used to transport fluid to a fuel cell. Fluid (eg, fuel) can be delivered to multiple fuel cells whereby liquid enters all of the parallel fuel cell chambers. Fuel can be transported by means of a shared fluid bus and embedded microchannels. Air is transported through the microperforated layer and the microperforated layer is also embedded in the fuel cell wall.

17A to 17B are diagrams showing a plurality of fuel cell shared fluid bus bars of the preferred embodiment of the present invention. The membrane electrode assembly 1730 can be located between the fuel chamber 1720 and the air chamber 1740 along with the cover plate 1710. The fluid busbar 1790 can pass fuel through the microfluidic channel 1795 through the fuel cell to each fuel storage chamber 1725.

Figure 18 is a perspective view of a fuel cell of the preferred embodiment of the present invention. The fluid busbar 1890 can transfer new fuel to the fuel chamber 1825 and draw used fuel from the fuel chamber. The microfluidic channel 1895 can connect the fluid busbar 1890 to a plurality of fuel cells 1825.

19A to 19C are perspective views of a fuel cell of the preferred embodiment of the present invention. The membrane electrode assembly 1930 can be located between the fuel reservoir 1920 and the air reservoir 1940 along with the cover plate 1910. The fluid busbar 1990 can deliver new fuel to the fuel chamber and draw used fuel from the fuel chamber. The microfluidic channel 1995 can connect the fluid busbar 1990 to a plurality of fuel chambers.

In some embodiments, the fuel chamber can provide fuel and electrolyte to multiple anodes pole. The benefits of direct glycerin fuel cells are the flexibility in the final battery pack's format parameters, the variability in the electrical state of the fuel cell (parallel or series), the final battery pack capacity minimization, and the reduced fluid path to battery complexity.

20A to 20B are views showing a fuel chamber for supplying fuel to a plurality of anodes according to a preferred embodiment of the present invention. A fuel chamber 2020 having a plurality of interconnected compartments 2025 provides fuel and electrolyte to a plurality of membrane electrode assemblies 2030.

21A-21B illustrate a fuel chamber providing fuel to a plurality of anodes in accordance with a preferred embodiment of the present invention. A fuel chamber 2120 having a large compartment 2125 provides fuel and electrolyte to a plurality of membrane electrode assemblies 2130.

Figure 22 is a fuel chamber providing fuel to a plurality of anodes in accordance with a preferred embodiment of the present invention. Fuel chamber 2220 provides fuel and electrolyte to a plurality of membrane electrode assemblies 2230.

In some embodiments, the integrated external bus bar can perform current collection to reduce resistance losses. If the current from the set of generated points is minimized, the resistance loss of the current collector from the electrical flow of the fuel cell can be minimized. Therefore, having a low resistance value and the current collector at the farthest point should strategically surround the fuel cell to minimize the resistance loss. The described design utilizes an electrical bus that can collect current from a plurality of batteries stacked in parallel or in series. If strategically placed around each fuel cell, multiple bus bars minimize the resistance loss.

23A to 23B are diagrams showing a fuel cell having an integrated bus bar according to a preferred embodiment of the present invention. A plurality of fuel cells 2330 share a common bus bar 2380 to connect the electrodes of the fuel cell.

The specific embodiments of the present invention are intended to be illustrative only and not to limit the invention to the above embodiments, without departing from the spirit of the invention and the following claims. The scope of the situation, the implementation of all changes, It is within the scope of the invention.

400‧‧‧ fuel cell system

410‧‧‧ fuel cell

415‧‧‧Transmission current

420‧‧‧Internal battery

425‧‧‧ Current

430‧‧‧ Controller

440‧‧‧Battery

445‧‧‧ Current

490‧‧‧load

495‧‧‧Load current

Claims (20)

A fuel cell system includes: a fuel cell coupled to an output; a battery, wherein the battery is coupled to the fuel cell or the output; a power management circuit, wherein the power management circuit is coupled The fuel cell and the battery, wherein the power management circuit is configured to maintain the fuel cell in an optimal power regime, wherein the power management circuit is configured to couple the battery to the output, when When the load exceeds the optimal power of the fuel cell, the power management circuit transmits the battery power to the output terminal, wherein the power management circuit is coupled when the load is lower than the optimal power of the fuel cell The battery and the fuel cell charge the battery with the power of the fuel cell. The fuel cell system of claim 1, wherein the power management circuit includes information for configuring the fuel cell at the optimal power. The fuel cell system of claim 1, further comprising a charging circuit coupled to the battery, wherein the charging circuit is coupled to an external power source to charge the battery. The fuel cell system of claim 3, wherein when the load is lower than the optimal power of the fuel cell, the power management circuit is configured to couple the external power source with the fuel cell to the fuel The battery's power is charged to the external power source. The fuel cell system of claim 3, wherein the management circuit is configured to couple an external power source and the battery to charge the battery when the load exceeds the optimal power of the fuel cell. The fuel cell system of claim 1, further comprising a concentric cylinder fuel crucible, wherein the concentric cylinder fuel crucible transmits fuel to the fuel cell through a piston-like action. Wherein the concentric cylinder fuel train receives used fuel from the fuel cell. The fuel cell system of claim 1, wherein the fuel cell comprises a film bonded to an electrode through a liquid ion precursor. The fuel cell system according to claim 1, wherein the fuel cell comprises an anion exchange membrane (Aionic Exchange Membrane), a platinum-ruthenium (Pt-Ru) catalyst for the anode, and a platinum catalyst for the cathode. Wherein the anion exchange membrane is attached to the catalyst via an anionic liquid ion precursor. The fuel cell system of claim 1, wherein the fuel cell has a plurality of fuel cells, wherein the plurality of fuel cells receive liquid fuel through a common fluid bus bar and a plurality of embedded microchannels. A fuel cell system according to claim 9 wherein a fuel chamber is configured to provide fuel to a plurality of anodes of the plurality of fuel cells. The fuel cell system of claim 9, wherein the plurality of integrated bus bars are used to connect a plurality of current collectors from the plurality of fuel cells. The fuel cell system of claim 1, further comprising a DC-to-DC converter coupled to the battery to convert the voltage of the battery into a load voltage. The fuel cell system of claim 1, further comprising a DC-to-DC converter coupled to the fuel to convert the fuel cell voltage into a load voltage. A method of operating a fuel cell system, wherein the fuel cell system includes a fuel cell and a battery, the method comprising: determining a load current of the fuel cell system; and distributing the load current between the fuel cell and the battery, One of the load currents is distributed to the fuel cell to achieve an optimum power of the fuel cell. The method of claim 14, wherein the portion of the load current that is distributed to the fuel cell is less than the load current, wherein the remaining load current is provided by the battery. The method of claim 14, wherein the portion of the load current allocated to the fuel cell is greater than the load current, wherein the difference between the current delivered by the fuel cell and the load current is used To charge the battery. The method of claim 14, wherein the fuel cell system further comprises a power management circuit, wherein the power management circuit is configured to distribute the load current between the fuel cell and the battery. The method of claim 14, wherein the power management circuit maintains the fuel cell at the optimum power. A method of operating a fuel cell system, wherein the fuel cell system includes a fuel cell, an internal battery, and an external power source, the method comprising: determining a load current of the fuel cell system; and the fuel cell and the internal battery The load current is distributed between the portion of the load current that is allocated to the fuel cell to achieve an optimum power of the fuel cell; and the internal battery is charged with the external power source. The method of claim 14, wherein the fuel cell system further comprises a power management circuit, wherein the power management circuit is configured to distribute the load current between the fuel cell and the battery.