Preparation of supported PtRu/C electrocatalyst for direct methanol fuel cells

In this work, high-surface supported PtRu/C were prepared with Ru(NO)(NO3)(3) and [Pt(H2NCH2CH2NH2)(2)]Cl-2 as the precursors and hydrogen as a reducing agent. XRD and TEM analyses showed that the PtRu/C catalysts with different loadings possessed small and homogeneous metal particles. Even at high metal loading (40 wt.% Pt, 20 wt.% Ru) the mean metal particle size is less than 4 nm. Meanwhile, the calculated Pt crystalline lattice parameter and Pt (220) peak position indicated that the geometric structure of Pt was modified by Ru atoms. Among the prepared catalysts, the lattice parameter of 40-20 wt.% PtRu/C contract most. Cyclic voltammetry (CV), chronoamperometry (CA), CO stripping and single direct methanol fuel cell tests jointly suggested that the 40-20 wt.% PtRu/C catalyst has the highest electrochemical activity for methanol oxidation. (c) 2004 Elsevier Ltd. All rights reserved.

Electrode catalysts behavior during direct ethanol fuel cell life-time test

In the present paper, a 60 h life-time test of a direct ethanol fuel cell (DEFC) at a current density of 20 mA cm(-2) (the beginning 38 h) and 40 mA cm(-2) (the last 22 h) was carried out. After the life-time test, the MEA could not achieve the former performance. X-ray diffraction (XRD), transmission electron microscopy (TEM) and energy dispersive X-ray analysis (EDX) were employed to characterize the anode and cathode catalyst before and after the life-time test. The XRD and TEM results showed that the particle size of the anode catalyst increased from 2.3 to 3.3 nm and the cathode from 3.0 to 4.6 nm. The EDX results of PtSn/C anode catalysts before and after the life-time test indicated that the content of the oxygen and tin, especially the content of the platinum, decreased prominently after the life-time test. The results suggest that the agglomeration of electrocatalysts, the destruction of the anode catalyst together with the fuel/water crossover from anode to cathode concurrently contribute to the performance degradation of the DEFC. (C) 2005 Elsevier B.V. All rights reserved.

Development of electrocatalysts for direct alcohol fuel cells

In the present review, we summarize the recent progress in electrocatalysts for direct alcohol fuel cells, focussing on the research of electrocatalysts for both alcohol oxidation and oxygen reduction, which are crucial in the development of fuel cells. A modified EG (ethylene polyol) method to prepare well-dispersed nano-sized Pt-based electrocatalysts with high loadings is reported. By this method, a more active carbon supported PtRu catalyst for methanol oxidation reaction and a PtSn catalyst for ethanol oxidation reaction have been synthesized successfully. Furthermore, a methanol tolerant Pd-based catalyst for cathode oxygen reduction reaction has been developed. HRTEM and HR-EDS have been employed to characterize the microstructure and micro-components of the above electrocatalysts. Results show that the bimetallic electrocatalysts prepared by the modified EG method display uniform size and homogeneous components at nanometer scale.

Improvement of direct methanol fuel cell performance by modifying catalyst coated membrane structure

A five-layer catalyst coated membrane (CCM) based upon Nation 115 membrane for direct methanol fuel cell (DMFC) was designed and fabricated by introducing a modified Nafion layer between the membrane and the catalyst layer. The properties of the CCM were determined by SEM, cyclic voltammetry, impedance spectroscopy, ruinous test and I-V curves. The characterizations show that the modified Nation layers provide increased interface contact area and enhanced interaction between the membrane and the catalyst layer. As a result, higher Pt utilization, lower contact resistance and superior durability of membrane electrode assembly was achieved. A 75% Pt utilization efficiency was obtained by using the novel CCM structure, whereas the conventional structure gave 60% efficiency. All these features greatly contribute to the increase in DMFC performance. The DMFC with new CCM structure presented a maximum power density of 260 MW cm(-2), but the DMFC with conventional structure gave only 200 mW cm(-2) under the same operation condition. (c) 2005 Elsevier B.V. All rights reserved.

A novel PTFE-reinforced multilayer self-humidifying composite membrane for PEM fuel cells

A novel polytetrafluoroethylene (PTFE)-reinforced multilayer self-humidifying composite membrane is developed. The membrane is composed of Nafion-impregnated porous PTFE composite as the central layer and nanosized SiO2 supported Pt catalyst imbedded into Nafion as the two side layers. The proton exchange membrane (PEM) fuel cells employing the self-humidifying membrane (20 mu m thick) under dry H-2/O-2 gave a peak power density of 0.95 W/cm(2) and an open-circuit voltage of 1.032 V. The good membrane performance is attributed to hygroscopic Pt-SiO2 catalyst at the two side layers, which results in enhanced anode side self-humidification function and decreased cathode polarization. (c) 2005 The Electrochemical Society.

Investigation of LSM1.1-ScSZ composite cathodes for anode-supported solid oxide fuel cells

La0.8Sr0.2Mn1.1O3 (LSM1.1)-10 mol% Sc2O3-Stabilized ZrO2 co-doped with CeO2 (ScSZ) composite cathodes were investigated for anode-supported solid oxide fuel cells (SOFCs) with thin 8 mol% Y2O3-stabilized ZrO2 (YSZ) electrolyte. X-ray diffraction (XRD) results indicated that the ScSZ electrolytes displayed good chemical compatibility with the nonstoichiometric LSM1.1 against co-firing at 1300 degrees C. Increasing the CeO2 content in the ScSZ electrolytes dramatically suppressed the electrode polarization resistance, which may be related to the improved surface oxygen exchange or the enlarged active area of cathode. The 5Ce10ScZr was the best electrolyte for the composite cathodes, which caused a small ohmic resistance decrease and the reduced polarization resistance and brought about the highest cell performance. The cell performances at lower temperatures seemed to rely on the electrode polarization resistance more seriously, than the ohmic resistance. Compared with the cell impedance at higher temperatures, the higher the 5Ce10ScZr proportion in the composite cathodes, the smaller the increment of the charge transfer resistance at lower temperatures. The anode-supported SOFC with the LSM1.1-5Ce10ScZr (60:40) composite cathode achieved the maximum power densities of 0.82 W/cm(2) at 650 degrees C and 2.24 W/cm(2) at 800 degrees C, respectively. (c) 2005 Elsevier B.V. All rights reserved.

Thermodynamic properties of ethanol and gasoline blended fuel

The heat capacities (C-p) of five types of gasohol (50 wt % ethanol and 50 wt % unleaded gasoline 93(#) (E50), 60 wt % ethanol and 40 wt % unleaded gasoline 93(#) (E60), 70 wt % ethanol and 30 wt % unleaded gasoline 93(#) (E70), 80 wt % ethanol and 20 wt % unleaded gasoline 93(#) (E80), and 90 wt % ethanol and 10 wt % unleaded gasoline 93(#) (E90), where the "93" denotes the octane number) were measured by adiabatic calorimetry in the temperature range of 78-320 K. A glass transition was observed at 95.61, 96.14, 96.56, 96.84, and 97.08 K for samples from the E50, E60, E70, E80, and E90 systems, respectively. A liquid-solid phase transition and a solid-liquid phase transition were observed in the respective temperature ranges of 118-153 and 155-163 K for E50, 117-150 and 151-164 K for E60, 115-154 and 154-166 K for E70, 113-152 and 152-167 K for E80, and 112-151 and 1581-167 K for E90. The polynomial equations of Cp and the excess heat capacities (C-p(E)), with respect to the thermodynamic temperature, were established through least-squares fitting. Based on the thermodynamic relationship and the equations obtained, the thermodynamic functions and the excess thermodynamic functions of the five gasohol samples were derived.

Design and analysis of kinetic energy recovery system for automobiles: a case study for commuters in Edinburgh.

Transport and its energetic and environmental impacts affect our daily lives. The transport sector is the backbone of the United Kingdom’s economy with 2.3 million people being employed in this sector. With a high dependency on transport for passengers and freight and with the knowledge that oil reserves are rapidly decreasing a solution has to be identified for conserving fuel. Passenger vehicles account for 61% of the transport fuel consumed in the U.K. and should be seen as a key area to tackle. Despite the introduction and development of electric powered cars, the widespread infrastructure that is required is not in place and has attributed to their slow uptake, as well as the fact that the electric car’s performance is not yet comparable with the conventional internal combustion engine. The benefits of the introduction of kinetic energy recovery systems to be used in conjunction with internal combustion engines and designed such that the system could easily be fitted into future passenger vehicles are examined. In this article, a review of automobile kinetic energy recovery system is presented. It has been argued that the ultracapacitor technology offers a sustainable solution. An optimum design for the urban driving cycle experienced in the city of Edinburgh has been introduced. The potential for fuel savings is also presented

JUSTEIS: JISC Usage Surveys: Trends in Electronic Information Services Final report 2003/2004 Cycle Five

Urquhart, C., Spink, S., Thomas, R., Yeoman, A., Durbin, J., Turner, J., Fenton, R. & Armstrong, C. (2004). JUSTEIS: JISC Usage Surveys: Trends in Electronic Information Services Final report 2003/2004 Cycle Five. Aberystwyth: Department of Information Studies, University of Wales Aberystwyth. Sponsorship: JISC