Several molecular systems have been constructed that mimic various aspects of photosynthesis. Two of these utilize molecular systems that are derived from natural photosynthesis but that incorporate chemically based modifications to produce artificial photosynthetic devices. These devices use artificial photosynthetic pigments to drive chemical reactions across lipid bilayers or use noble metal catalysts to change the function of the photosynthetic process to produce hydrogen and oxygen instead of sugars ethanol and oxygen. Neither of these systems are sufficiently robust to be operated for extended periods of time as energy unit conversion devices, but they have shown that it is possible to produce artificial photosynthetic assemblies that function well in a laboratory setting. (more…)

Because transportation is such a large contributor to global warming, both globally and in the United States, climate and energy experts say finding clean alternatives to gasoline is also key to replacing fossil fuels and slowing global warming. Just as there is debate and competing research about which type of alternative transportation fuel should be developed to produce electricity, however, there is also competition among possible new transportation fuels. So far, in the United States, significant funding has been put into two transportation technologies—ethanol and hydrogen fuel cells. Many energy commentators say cars powered by electric batteries are the technology closest to mass production capability, however. (more…)

With ethanol’s future uncertain, many commentators see the transportation debate evolving into a war between two other technologies—hydrogen-powered fuel cells and battery powered electric vehicles. Some alternative fuel advocates are putting their support behind hydrogen, the most abundant element on Earth. Water, for example, is composed of hydrogen and oxygen molecules. Hydrogen can be produced from water by electrolysis, which separates the oxygen from the hydrogen. It can be used to power hydrogen fuel cells for vehicles (or to provide heat and electricity for buildings). Hydrogen fuel cells work by recombining hydrogen and oxygen—a process that produces electricity, heat, and water. Hydrogen-powered cars, therefore, could be an ideal transportation solution—nonpolluting, zero-emission vehicles that release only water, a natural and completely safe waste product. Also, fuel cells are highly efficient and powerful, and unlike typical batteries, fuel cells will never lose their charge as long as hydrogen fuel is supplied.

Hydrogen fuel cell technologies, however, must overcome many stubborn challenges before they can become a practical source of energy. Perhaps the biggest obstacle is cost; it currently takes more energy to make hydrogen than is produced, and production relies on expensive catalysts made from platinum, a scarce metal. And like biofuels, hydrogen is currently made using fossil fuels, so it is not emissions-free. In addition, liquid hydrogen fuel is highly flammable and must be stored at very low temperatures or under very high pressure, making transport and storage difficult. Switching vehicles to hydrogen fuel cell power also would require building a whole new infrastructure similar to the chain of gas stations that currently dot the landscape. Researchers are hoping to find answers to these problems by searching for other types of catalysts, studying other ways to improve production, and developing better hydrogen storage options.

Hydrogen researchers, however, have been promising breakthroughs since the 1990s with little progress to show for their efforts. Many observers are thus coming to the conclusion that the hydrogen fuel cell is a technology that will not be perfected in the near future. As physicist and climate expert Joe Romm explains, “Neither government policy nor business investment should be based on the assumption that these technologies will have a significant impact in the near or medium-term.” The Obama administration apparently agrees; it submitted a budget for 2010 that sharply cut back on government support for hydrogen projects. U.S. Energy Secretary Steven Chu explained the administration’s problems with hydrogen technology:

Right now, the way we get hydrogen primarily is from reforming [natural] gas. That’s not an ideal source of hydrogen. . . . The other problem is, if it’s for transportation, we don’t have a good storage mechanism yet. Compressed hydrogen is the best mechanism [but it requires] a large volume. We haven’t figured out how to store it with high density. What else? The fuel cells aren’t there yet, and the distribution infrastructure isn’t there yet. So . . . to get significant deployment, you need four significant technological breakthroughs. That makes it unlikely

Congress promptly reversed President Obama’s decision, however, restoring more than $200 million to 190 hydrogen projects around the country.

Microtechnology-Based Energy and Chemical Systems will most likely employ combustion for driving processes such as vapor generation and vapor barrier, endothermic chemical reactions, and (most notably) fuel reforming. Both fuel reformers and combustors will be of a miniature design relying on embedded catalysts for promoting chemical reactions at moderate temperatures (350–7501C). Many potential configurations exist depending on the application and constraints on the design. Microchannel arrays are a potential configuration; mesh and post architecture is another to achieve the desired surface area and small diffusional lengths necessary. (more…)

A fuel cell is an electrochemical device that combines hydrogen with oxygen to generate electricity, heat and water to produce. In many ways, the fuel cell is similar to an electrochemical cell. Instead of a regular charge, a continuous supply of oxygen and hydrogen is supplied from outside. Oxygen is produced in the control of air and hydrogen as a fuel made from a pressure instrumentation container. Alternatively, methanol, propane, butane, natural gas supply and diesel are used. (more…)

Transport applications tend to demand rapid start-up and instant dynamic response from fuel cell systems, so a high-temperature fuel cell is unlikely to be competitive as the main engine in applications such as cars and buses. The prime candidate for these vehicle propulsion systems is the Polymer Electrolyte Fuel Cells, which exhibits both of the above characteristics while also having very high power density. This is important as it must also occupy a similar amount of space to an internal combustion engine. Of recent interest has been the development of auxiliary power units for vehicles, in which the fuel cell meets the onboard electric load of the vehicle. Both Polymer Electrolyte Fuel Cells and ITSOFCs are under development for this application. (more…)

Alkaline fuel cell, often known as the Bacon fuel cell following the British inventor’ name. It has become the most created fuel cell systems and is the cell which traveled Man to the Moon. NASA has utilized alkaline fuel cells since beginning of-1960s, in Apollo-series tasks and on the Space Shuttle. The alkaline fuel cell has a long history in the space program. It is still used in the space shuttle in an expensive guise, producing power for the onboard systems by combining the pure hydrogen and oxygen stored in the rocket-fuelling system. (more…)

Fuel cells are typically classified according to type of electrolyte. While many varieties of fuel cells have been demonstrated in the laboratory, five major types are seeing development for commercial applications:

* Polymer electrolyte membrane (PEM) cells use a plastic (polymer) membrane that becomes electrically conducting when hydrated (saturated with water); they operate near 1001C.
* Alkaline fuel cells use a caustic electrolyte such as potassium hydroxide (KOH); they also operate near 1001C. (more…)

Polymer Electrolyte Fuel Cells have high-power density, rapid startup, and low-temperature operation (around 80 to 120 C), and so are ideal for use in applications such as energy transport and battery replacement. The electrolyte used is a proton conducting polymer. This is typically a perfluorinated polymer, though other hydrocarbon-based membranes are under development in an attempt to reduce cost or to enable operation at temperatures approaching 200 C. The catalytically active layer sits adjacent to the membrane, supported on a PTFE treated carbon paper, which acts as current collector and gas diffusion layer. For operation on pure hydrogen, platinum is the most active catalyst, but alloys of platinum and ruthenium are used when higher levels of carbon monoxide are present (CO is a poison in all low temperature fuel cells). (more…)

Any conversation about the search for alternatives energy in future to fossil fuels research, improve energy efficiency and reduce greenhouse gas emissions over time has the potential of fuel cells to meet these challenges. As a result of greater attention to the fuel cell industry in general there is an upward trend on several fronts, as shown in several recent reports. Lux Research Advisory firm predicts worldwide sales of commercial fuel cell will be reaching $2 billion after year 2012. It is mainly driven by applications in residential combined with commercial heating and power systems and distributed generation applications. (more…)