Pt/C-RuO2催化剂对提高质子交换膜燃料电池动态响应性能的作用

通过溶胶混合法将超级电容器材料RuO2负载到Pt/C上,制成了Pt/C-RuO2催化剂,并用这种催化剂组装成质子交换膜燃料电池(PEMFC)单电池,测试了其循环伏安曲线和多电位阶跃计时电流.结果表明,加入RuO2之后,催化剂的双电层电容明显增大.单电池的放电曲线测试结果表明,在加入少量RuO2(w≤8%)的情况下,单电池的性能略有降低.通过单电池在不同电流下电压动态响应和对脉冲电流的动态响应测试,表明在加入RuO2之后,单电池电压的瞬间衰减明显减缓.这说明RuO2具有在瞬间加大电流负载时缓冲电池电压的作用,即以Pt/C-RuO2为催化剂的PEMFC单电池的动态响应性能大幅度提高.     

钴-聚吡咯-碳载Pt催化剂的制备及其单电池性能研究

采用脉冲微波辅助化学还原法制备了钴-聚吡咯-碳载Pt催化剂(Pt/Co-PPy-C),并将其作为阴极催化剂,组装单电池。考察了电池运行温度和氢气/空气计量比对单电池性能的影响,并与商业Pt/C催化剂进行了耐久性实验比较。 结果表明,运行温度为70 ℃,氢气与空气的计量比为1.2:2.5时单电池性能最佳。600 mA/cm²恒电流稳定运行150 h耐久性测试中,以Pt/Co-PPy-C为阴极催化剂的单电池平均电压衰退率为0.119 mV/h,是商业Pt/C催化剂的26%。耐久性测试前后,单电池的阴极电荷传递阻抗为7.176和8.767 Ω,均比商业Pt/C催化剂阻抗小;Pt颗粒粒径从2.46 nm增长到3.18 nm,均小于商业Pt/C催化剂的粒径。这表明,以Pt/Co-PPy-C催化剂为阴极催化剂制备的单电池性能优良,在质子交换膜燃料电池中有广泛的应用前景。     

用于质子交换膜燃料电池催化剂结构研究的原位XAFS实验方法

依托上海光源的X射线吸收精细结构(XAFS)谱学线站(BL14W1),建立并发展了用于氢-氧质子交换膜燃料电池(PEMFC)原位XAFS实验的测试装置,以Pt/C纳米催化剂作为PEMFC的阴极催化剂, Pd/C作为燃料电池的阳极催化剂,采集在工作状态下的阴极催化剂的XAFS数据,同步监测燃料电池的电流-电压(J-V)曲线和功率密度曲线,观察到Pt/C催化剂在反应过程中不同电位下氧化态的变化,在高电位下Pt/C催化剂的表面存在较强的Pt-O键,降低了Pt/C催化剂的性能.本文同时也验证了我们所建立的实验装置和研究方法的可行性和可靠性.     

碳化钨用作质子交换膜燃料电池催化剂载体的抗氧化性能

 采用还原碳化法制备了碳化钨样品,并用原位还原法担载Pt粒子得到Pt/WxCy催化剂. 利用计时电流技术对Pt/WxCy和常规Pt/C催化剂进行氧化处理,并用循环伏安法测试了氧化前后两种催化剂的电化学活性面积. 将两种催化剂制成单电池,对比研究了其氧化后的性能衰减. 结果表明, Pt/WxCy催化剂制成的单电池抗氧化能力显著高于普通Pt/C制成的单电池.     

一种新型的甲酸/铁离子燃料电池

以甲酸为燃料、 Fe³⁺为氧化剂组成了一种新型的甲酸/铁离子燃料电池, 阳极催化剂为多壁碳纳米管(MWCNT)或β-环糊精修饰的MWCNT(β-CD-MWCNT)负载的金属钯或钯锡纳米颗粒: PdSn/MWCNT, Pd/β-CD-MWCNT和PdSn/β-CD-MWCNT. 运用循环伏安(CV)和计时电流(CA)等技术研究了各催化剂在碱性条件下对甲酸氧化反应的电催化活性. 结果表明, 加入适量的金属锡能促进钯对甲酸的电催化氧化, 甲酸氧化电位提前, 电流密度增加; 环糊精的改性对催化剂电催化活性有一定提升. 将上述催化剂制成电池阳极片, 碳粉制成电极阴极片, 组成甲酸/铁离子燃料电池并测试其放电性能. 结果表明, 电池的开路电压在0.981.20 V之间; 以PdSn/β-CD-MWCNT为阳极时, 其最大放电电流密度达50 mA/cm², 最大功率密度达12.6 mW/cm², 远优于以Pd/C为阳极的电池性能.     

直接甲醇燃料电池催化活性层的优化

本文考察了直接甲醇燃料电池 (DMFC)不同催化剂载量的膜电极性能 .对催化剂层中Nafion含量进行优化 ,研究了Nafion含量对电池的阻抗的影响 .实验发现 :DMFC适宜的阳极Pt_Ru/C载量为Pt 4mg/cm2 、Nafion质量百分含量为 2 1.4 % ;高电流密度下 ,阴极Pt/C载量为Pt4mg/cm2 、Nafion质量百分含量为 2 1.4 %时 ,有较好的放电性能 ,继续增加Nafion含量 ,阴极的欧姆极化和浓差极化增大 ,电池性能下降     

三聚氰胺甲醛树脂废弃物制备氧还原电催化剂研究

在燃料电池阴极催化剂的研究中,FeNx/C材料与目前广泛应用在燃料电池中的Pt基催化剂相比,不仅价格低廉,而且表现出良好的氧还原催化活性. 尽管如此,设计合成性能高、成本低的FeNx/C催化剂仍面临巨大挑战. 在此,作者提出废物利用的方法,以三聚氰胺甲醛树脂固体废物为前驱体,合成了具备介孔结构和较大的比表面积的非贵金属催化剂. 经酸性条件半电池测试,这种电催化剂的氧还原催化活性接近5%商业Pt/C性能. 本文工作为三聚氰胺甲醛树脂固体废弃物处理提供了新思路.     

用于质子交换膜燃料电池抗CO的Pt-CeO2/C催化剂的制备和表征

采用一步沉淀法,制备了纳米级Pt-CeO2/C电催化剂.透射电镜和X射线衍射表征结果表明,制备的催化剂Pt颗粒均匀分散于碳载体表面,其粒径主要分布于1.5～2.5 nm.将Pt-CeO2/C催化剂制备成质子交换膜燃料电池膜电极,经循环伏安和单电池极化曲线测试发现,Pt-CeO2/C催化剂性能与Pt/C催化剂的相当.一氧...     

Pt/C改性的质子交换膜在燃料电池中的应用

氢氧燃料电池的性能与质子交换膜的性能密切相关. 在燃料电池运行过程中,反应生成的水和加湿气体所含水的扩散渗透与膜内质子拖拽共同作用实现膜中水的平衡,影响膜的欧姆电阻,进而影响电池性能. 本文通过掺杂Pt/C对质子膜进行改性,并测试了改性膜的交流阻抗、吸水特性等物理性质和单电池性能及高频阻抗,说明由膜中的Pt/C催化剂原位催化渗透到膜中的氢气和氧气反应生成水,改善了电池低湿度运行时膜的含水率,从而降低膜电阻,提升电池性能.     

磷钼酸对直接甲醇燃料电池阴极氧还原的促进作用

以磷钼酸(H₄PMo₁₂O₄0·xH₂O,PMo₁₂)为直接甲醇燃料电池(DMFC)阴极添加剂,制备了Pt-PMo₁₂/C复合催化剂.电化学测试表明,该添加剂对于DMFC阴极氧还原具有明显的促进作用,与常规的Pt/C催化剂相比,相同载量下极限扩散电流提高了56.3%.在单电池性能测试中,这种促进作用使电池的最大输出功率提高了28%.     

质子交换膜燃料电池动态建模及特性分析

通过分析质子交换膜燃料电池电压的影响因素,利用理想气体状态方程的微分形式求得氢气和氧气分压,并且结合热力学电动势及燃料电池的各种损耗,建立PEMFC的动态模型。通过对参数进行合理设定,得到PEMFC的稳态模型,其仿真结果与实验结果有较好的吻合,表明所建立模型的正确性、可操作性和有效性。利用建立的动态模型分析在载荷突变的情况下,输出电压和氢气分压的动态响应特性,从而达到准确模拟实际燃料电池系统的工作性能,评价预测燃料电池的承载能力和指导燃料电池堆操作的目的。     

质子交换膜燃料电池Pt/C阴极氧还原动力学模拟

质子交换膜燃料电池的商业化应用迫切要求降低其Pt载量. 本文通过Pt/C氧还原电极的动力学模型计算,研究了Pt/C电极中的氧分布、生成电流以及满足实际应用的最小Pt载量. 结果表明：燃料电池Pt/C电极,阴极产生严重浓差极化的催化层厚度为40mm;功率密度达到1.4 W•cm^-2（2.1 A•cm^-2@0.67 V）的电池性能需要3mm左右的Pt/C阴极催化层,阴极Pt载量为0.122 mg•cm^-2,即可使膜电极的阴极铂用量低于0.087 g•kW^-1.     

Effect of load-cycling amplitude on performance degradation for proton exchange membrane fuel cell

Durability is one of the critical issues to restrict the commercialization of proton exchange membrane fuel cells (PEMFCs) for the vehicle application. The practical dynamic operation significantly affects the PEMFCs durability by corroding its key components. In this work, the degradation behavior of a single PEMFC has been investigated under a simulated automotive load-cycling operation, with the aim of revealing the effect of load amplitude (0.8 and 0.2 A/cm² amplitude for the current density range of 0.1−0.9 and 0.1−0.3 A/cm², respectively) on its performance degradation. A more severe degradation on the fuel cell performance is observed under a higher load amplitude of 0.8 A/cm² cycling operation, with ∼10.5% decrease of cell voltage at a current density of 1.0 A/cm². The larger loss of fuel cell performance under the higher load amplitude test is mainly due to the frequent fluctuation of a wider potential cycling. Physicochemical characterizations analyses indicate that the Pt nanoparticles in cathodic catalyst layer grow faster with a higher increase extent of particle size under this circumstance because of their repeated oxidation/reduction and subsequent dissolution/agglomeration process, resulting in the degradation of platinum catalyst and thus the cell performance. Additionally, the detected microstructure change of the cathodic catalyst layer also contributes to the performance failure that causes a distinct increase in mass transfer resistance.     

基于新球型微观结构模型模拟PEMFC催化层

建立了一个新球型催化层微观结构模型, 并基于此模型对质子交换膜燃料电池(PEMFC)性能进行了模拟. 该模型中假设催化层由Pt/C 颗粒和离子聚合物-孔混合相组成. 假设Pt/C 颗粒为球形结构, 其直径符合正态分布, 用不同直径的球来表示随机分散在电极中的Pt/C 颗粒. 计算了催化层内的传递和电化学反应, 研究了质子和氧气及电化学反应速率在电极厚度方向上的分布, 并且通过对比氧气浓度、过电位和电化学反应速率的分布、极化曲线及催化剂利用率等证明了适当的电极厚度与Pt/C颗粒粒径有利于提高电池性能.     

正交设计法优化PEMFC催化层的最佳配比

利用正交实验设计法优选PEMFC电极催化层制备的最佳条件.实验证实亲水电极(催化层中不含PTFE)性能优于疏水电极.在该工艺条件下,当Nafion的含量为1.4mg·cm-2,Pt含量为0.4mg·cm-2时,以常压的H2和空气分别作为燃料气和氧化剂,电池的最高功率可达到0.37W·cm-2.研究表明,提高Pt/C中的Pt含量将是提高催化剂性能的有效途径.     

Recent developments in catalyst-related PEM fuel cell durability

Cost and durability remain the two major barriers to the widespread commercialization of polymer electrolyte membrane fuel cell (PEMFC)-based power systems, especially for the most impactful but challenging fuel cell electric vehicle (FCEV) application. Commercial FCEVs are now on the road; however, their PEMFC systems do not meet the cost targets established by the U.S. Department of Energy, primarily due to the high platinum loading needed on the cathode to achieve the requisite performance and lifetime. While the activities of a number of commercial Pt-based alloy cathode catalysts exceed the beginning-of-life (BOL) targets, these activities, and the overall cathode performance, degrade via a variety of mechanisms described herein. Degradation is mitigated in current FCEVs by utilizing a cathode catalyst with a lower BOL activity (e.g., much lower transition metal alloy content and larger BOL nanoparticle size), necessitating higher catalyst loadings, and through the utilization of system controls that avoid conditions known to exacerbate degradation processes, such as limiting the fuel cell stack voltage range. The design and development of active and robust materials and eliminating the need for vehicle mitigation strategies would greatly simplify the operating system, allowing for greater transient operation, avoiding large hybridization, and curtailing of fuel cell power. Although system mitigation strategies have provided the near-term pathway for FCEV commercialization, material-specific solutions are required to further reduce costs and improve operability and efficiency. Future material developments should focus on stabilization of the electrode structure and minimization of the catalyst particle susceptibility to dissolution caused by oxide formation and reduction over PEMFC cathode-relevant operating potentials plus minimization of support corrosion. Ex situ accelerated stress tests have provided insight into the processes responsible for material and performance degradation and will continue to provide useful information on the relative stability of materials and benchmarks for robust and stable materials-based solutions not requiring system mitigation strategies to achieve adequate lifetime.     

Degradation Investigation of Electrocatalyst in Proton Exchange Membrane Fuel Cell at a High Energy Efficiency

The development of high efficient stacks is critical for the wide spread application of proton exchange membrane fuel cells (PEMFCs) in transportation and stationary power plant. Currently, the favorable operation conditions of PEMFCs are with single cell voltage between 0.65 and 0.7 V, corresponding to energy efficiency lower than 57%. For the long term, PEMFCs need to be operated at higher voltage to increase the energy efficiency and thus promote the fuel economy for transportation and stationary applications. Herein, PEMFC single cell was investigated to demonstrate its capability to working with voltage and energy efficiency higher than 0.8 V and 65%, respectively. It was demonstrated that the PEMFC encountered a significant performance degradation after the 64 h operation. The cell voltage declined by more than 13% at the current density of 1000 mA cm⁻², due to the electrode de-activation. The high operation potential of the cathode leads to the corrosion of carbon support and then causes the detachment of Pt nanoparticles, resulting in significant Pt agglomeration. The catalytic surface area of cathode Pt is thus reduced for oxygen reduction and the cell performance decreased. Therefore, electrochemically stable Pt catalyst is highly desirable for efficient PEMFCs operated under cell voltage higher than 0.8 V.     

Impact of Membrane Types and Catalyst Layers Composition on Performance of Polymer Electrolyte Membrane Fuel Cells

Performance of a low temperature polymer electrolyte membrane fuel cell (PEMFC) is highly dependent on the kind of catalysts, catalyst supports, ionomer amount on the catalyst layers (CL), membrane types and operating conditions. In this work, we investigated the influence of membrane types and CL compositions on MEA performance. MEA performance increases under all practically relevant load conditions with reduction of the membrane thickness from 50 to 15 μm, however further decrease in membrane thickness from 15 to 10 μm leads to reduction in cell voltage at high current loads. A thick anode CL is found to be beneficial under wet operating conditions assuming more pore space is provided to accommodate liquid water, whereas under dry operating conditions, an intermediate thickness of the anode CL is beneficial. When studying the impact of catalyst layer thickness, too thin a catalyst layer again shows reduced performance due to increased ohmic resistance ruled out the performance of the MEAs which have identical Pt crystallite sizes on the cathode CLs i. e. the thinnest the cathode CL, the highest the voltage were achieved at a defined current load. Adaptation of the operating conditions is highly anticipated to achieve the highest MEA performance.     

Polyaniline/Platinum Composite Cathode Catalysts Towards Durable Polymer Electrolyte Membrane Fuel Cells

Polymer stabilization proved to be a promising approach to increase the catalytic performance of common platinum/carbon based cathode catalysts (Pt/C) used in polymer electrolyte membrane fuel cells (PEMFCs). Platinum and polyaniline composite catalysts (Pt/C/PANI) were prepared by combining chemical polymerization reactions with anion exchange reactions. Electrochemical ex-situ characterizations of the decorated Pt/C/PANI catalysts show high catalytic activity toward the oxygen reduction reaction (ORR) and, more importantly, a significant enhanced durability compared to the undecorated Pt/C catalyst. Transmission electron microscopy (TEM) investigations reveal structural benefits of Pt/C/PANI for ORR catalysis. All studies confirm high potential of Pt/C/PANI for practical fuel cell application.