共查询到19条相似文献,搜索用时 140 毫秒
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直接甲醇燃料电池质子交换膜的发展现状 总被引:1,自引:0,他引:1
直接甲醇燃料电池(DMFC)是20世纪90年代兴起的第六代燃料电池,以其诸多的优点引起人们的广泛关注和研究。其中聚合物电解质膜是DMFC的关键技术,起着隔离阴阳极、质子传输、绝缘电子的作用。它的作用决定着DMFC的输出功率、电池效率、成本及应用前景。本文介绍了已商品化的全氟磺酸膜(Nafion膜)的结构及性能、以及替代膜的国内外发展现状,指出DMFC用膜的研究是21世纪能源研究的重点。 相似文献
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直接甲醇燃料电池阳极非铂催化剂的研究进展 总被引:1,自引:0,他引:1
介绍了直接甲醇燃料电池(DMFC)的特点及其阳极催化剂存在的主要问题。综述了DMFC阳极非铂催化剂的研究进展及非铂催化剂对甲醇氧化的催化活性和抗CO等中间物毒化能力等性能,提出了DMFC阳极非铂催化剂存在的问题以及发展趋势。 相似文献
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直接甲醇燃料电池(DMFC)的阴极水淹、甲醇渗透及贵金属催化剂的成本问题是DMFC商业化的主要障碍。直接甲醇液流燃料电池(DMRFC)使用Fe3+/Fe2+氧化还原电对取代DMFC阴极,克服了阴极的水淹、甲醇渗透和电池成本等问题。使用Comsol Multiphysics4.2a模拟软件,建立了一个DMRFC二维两相模型来预测电池性能,模拟结果显示增加阳极催化层厚度、减少阳极扩散层厚度和提高Fe3+浓度有利于提高电池的性能,但当阳极催化层厚度和甲醇浓度分别大于5×10-5 m和1.41 mol/L时,电池性能并不能显著提高。 相似文献
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徐维正 《精细与专用化学品》2006,14(1):26-28
直接甲醇燃料电池是全球当前研发追求的新电源,在电能密度、效率、使用寿命等功能方面占有明显优势,而且不用充电即可连续补充使用。直接甲醇燃料电池潜在应用市场广阔,目前,世界各国的厂商都在全力进行DMFC的研制应用,其中大部分厂商都承诺要在2005年推出自己的产品。 相似文献
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对直接甲醇燃料电池溶胶-凝胶流动相的制备工艺进行了分析,采用溶胶-凝胶法以正硅酸甲酯为前驱体制备出了溶胶-凝胶流动相.分别以溶胶-凝胶流动相和液体流动相为燃料对比研究了直接甲醇燃料电池的放电性能,测定了溶胶-凝胶流动相在Nation117膜中的甲醇渗透率,研究了溶胶-凝胶流动相的质子电导率.实验结果表明,使用溶胶-凝胶... 相似文献
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采用了热分解法合成Ni-Cr-Co氧化物纳米粒子,并用作直接甲醇燃料电池(DMFC)的阳极电催化剂。通过X射线衍射(XRD)、透射电子显微镜(TEM)和扫描电子显微镜(SEM)对催化剂进行表征,制得的纳米催化剂均匀分散,且粒径为25~50 nm。利用循环伏安法(CV)对不同金属摩尔比和焙烧温度下的催化剂在甲醇氧化反应中的活性进行了研究。结果表明,Ni-Cr-Co(摩尔比为1∶1∶1.5)的纳米氧化物对甲醇氧化反应的起始电位、峰值氧化电流密度和If/Ib分别为0.38 V,19.3 mA/cm2和1.72,表现了很好的电催化性能。 相似文献
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用高磺化度的磺化杂萘联苯聚醚酮(SPPEK)制备DMFC质子交换膜时,膜的机械强度会因过度溶胀而下降。通过在SPPEK(DS=61%)中掺杂1,2,4-三羧基丁烷-2-膦酸锆(Zr(PBTC)),我们制备出 Zr(PBTC)/SPPEK复合质子交换膜。实验表明, Zr(PBTC)的掺杂能有效降低膜的吸水量(溶胀),并能减小膜的甲醇透过系数。80℃时,30wt.%Zr(PBTC) /SPPEK复合膜的吸水量与SPPEK膜比降低了30%。室温下复合膜的甲醇透过系数在10-7 cm2.s-1数量级上,比Nafion 115膜低一个数量级以上。液体甲醇溶液进料的DMFC单电池测试表明,30wt.%Zr(PBTC) /SPPEK复合膜的电池性能优于SPPEK的电池性能。 相似文献
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《分离科学与技术》2012,47(8):1917-1932
Abstract In order to study the influence of the proton exchange membrane thickness on the direct methanol fuel cell (DMFC) performance, sulfonated poly (ether ether ketone) (sPEEK) membranes with a sulfonation degree (SD) of 42% and thicknesses of 25, 40, and 55 µm were prepared, characterized, and tested in a DMFC. These polymeric membranes were tested in a DMFC at several temperatures by evaluating the current-voltage polarization curve, the open circuit voltage (OCV) and the constant voltage current (CV, 35 mV). The CO2 concentration at the cathode outlet was also measured. The thinnest sPEEK membrane proved to have the best DMFC performance, although having lower Faraday efficiency (lower ohmic losses but higher methanol permeation). In contrast, the thickest membrane presented improved properties in terms of methanol permeation (lower methanol crossover). DMFC tests results for this membrane showed 30% global efficiency, obtained with pure oxygen at the cathode feed. 相似文献
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The direct methanol fuel cell (DMFC) has been discussed recently as an interesting option for a fuel‐cell‐based mobile power supply system in the power range from a few watts to several hundred kilowatts. In contrast to the favoured hydrogen‐fed fuel cell systems (e.g. the polymer electrolyte membrane fuel cell, PEMFC), the DMFC has some significant advantages. It uses a fuel which is, compared to hydrogen, easy to handle and to distribute. It also comprises a fairly simple system design compared to systems utilising liquid fuels (like methanol) to produce hydrogen from them by steam reforming or partial oxidation to finally feed a standard PEMFC. Nevertheless, many severe problems still exist for the DMFC, hindering its competitiveness as an option to hydrogen‐fed fuel cells. This work reviews the major research activities concerned with the DMFC by highlighting the problems (slow kinetics of the anodic methanol oxidation, methanol permeation through the membrane, carbon dioxide evolution at the anode) and their possible solutions. Special attention is devoted to the steady state and dynamic simulation of these fuel cell systems. 相似文献
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The importance of reducing water crossover from anode to cathode in a direct methanol fuel cell (DMFC) has been well documented, especially if highly concentrated methanol fuel is to be used. A low-α membrane electrode assembly (MEA) with thin membrane is key to achieving this goal. The low water crossover from anode to cathode for these types of MEAs has traditionally been attributed to the use of a hydrophobic cathode micro-porous layer (MPL). However, it has recently been discovered that a hydrophobic anode MPL also reduces the water crossover, possibly even more significantly than a hydrophobic cathode MPL. In this work, we develop and use a 1D, two-phase transport model that accounts for capillary-induced liquid flow in porous media to explain how a hydrophobic anode MPL controls the water crossover from anode to cathode. We further show that a lower water crossover can lead to a lower methanol crossover via dilution of methanol in the anode catalyst layer. Finally, we perform a parametric study and show that a thicker anode MPL with greater hydrophobicity and lower permeability is more effective in reducing the water crossover. 相似文献
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A conventional membrane electrode assembly (MEA) for a direct methanol fuel cell (DMFC) consists of a polymer electrolyte membrane (PEM) compressed between an anode and cathode electrode. Limitations with this conventional design include: cost, fuel crossover, membrane degradation or contamination, ohmic losses and reduced active triple phase boundary (TPB) sites for catalyst located away from the electrode/membrane interface. In this work, ex situ and in situ characterization of a novel electrode assembly based on a membraneless architecture and advanced 3D anodes was investigated. The approach was shown to be fuel independent and scaleable to a conventional bi-polar fuel cell arrangement. The membraneless configuration exhibits comparable performance to a conventional ambient (25 °C, 1 atm) air-breathing DMFC. However, it has the additional advantages of a simplified design, the elimination of the membrane (a significant component expense) and enhanced fuel and catalyst utilization through the extension of the active catalyst zone. 相似文献