Samsung SDI Co., Ltd. (Suwon-si, KR) chemists Yeong Suk Choi and Hae Kyung Kim have created a nanocomposite for use in polymer fuel cell membranes. The nanocomposite material is sulfonated polysulfone with a nanoscale amount of nonmodified montmorillonite clay dispersed in the polysulfone.
The nanocomposite has excellent ionic conductivity and mechanical properties. The nanocomposite electrolyte membrane formed using this nanocomposite has an improved ability to suppress permeation of polar organic fuels, such as methanol, while maintaining appropriate ionic conductivity. In addition, the fuel cell with the nanocomposite electrolyte membrane can effectively prevent crossover of methanol used as a fuel, thereby providing improved working efficiency and an extended lifespan.
The nonmodified clay has a layered structure, and the nonmodified clay is intercalated with the sulfonated polysulfone to form a nanocomposite electrolyte membrane which can be used in a more robust methanol fuel cell. Samsung SDI earned U.S. Patent 7,652,089 for the improved methanol fuel cell membrane and fuel cell, which details how the membrane is made.
The image is a Tokyo Institute of Technology transmission electron microscope (TEM) photo of nano niobium phosphate obtained by adding a chelating agent to niobium oxide and using 5M phosphoric acid. It is a precursor to a more robust polymer fuel cell electrolyte.
Polymer electrolyte fuel cells (PEFC a.k.a. PEMFC) have a high output density and may be manufactured to a small size with a light weight. They are expected to be applied to automobiles, co-generation systems for domestic use, and mobile equipment.
However, for practical use, there is still a great need for further improvement in endurance and performance. To this end, it is necessary to improve the performance of an electrolyte or a catalytic component in a membrane electrode assembly. The search for new fuel cell materials is the subject of an intensive worldwide research effort, involving hundreds of laboratories both private and public, consuming more than $4 billion dollars a year in R&D funds. The search more often than not involves nanomaterials.
One of the candidates for new materials for proton exchange membrane fuel cells (PEMFC) is niobium phosphate (NbOPO4.nH2O). In many cases, niobium phosphate has an amorphous structure and can be crystallized by sintering at an elevated temperature of 1000.degree. C.
Also, niobium phosphate is insoluble in water and shows strong acidity. The excellent catalytic activity of this niobium phosphate is mainly derived from Bronsted acid (Nb--OH and P--OH) and hence is felt to possess a high proton donating capability. It is thus felt that niobium phosphate may be used as a catalyst for a cathode electrode material or as an electrolyte material for PEFC.
A nano niobium oxide with high catalytic activity and a high performance niobium phosphate for use as a precursor to form an electrolyte to improve polymer fuel cell membrane performance is revealed by Tokyo Institute of Technology (Yokohama, Japan) Chemical System Synthesis Division Professor Takeo Yamaguchi, and his research team, TaichiIto, Natsuhiko Kono, G.M. Anil Kumar, in U.S. Patent Application 20100009190. Nano niobium phosphate may also be used at the fuel cell cathode.
Niobium oxide is prepared by reacting a niobium compound, a chelating agent and a catalyst in a solvent in an inert gas atmosphere. Niobium oxide thus prepared is added phosphoric acid for phosphorylation in order to prepare niobium phosphate.
The process makes it is possible to manufacture niobium oxide with the nanoscale particle size. By niobium oxide with a nanoscale particle size is meant niobium oxide having a volume averaged particle size as measured by the dynamic light scattering method in a range from 0.9 nm to 12 nm.
. FIG. 4A is a TEM photo of niobium oxide manufactured by adding a chelating agent.
FIG. 7 is a TEM photo of nano niobium oxide manufactured without adding a chelating agent.
FIG. 10 is a SEM photo of niobium phosphate obtained by adding a chelating agent and using 5M phosphoric acid.
FIG. 1 is a flowchart for illustrating an example method for nanofabrication of nano niobium oxide
With the Tokyo Institute of Technology method for manufacturing nano niobium phosphate, niobium phosphate with high proton conductivity can be produced. Researchers confirmed it is possible to improve the performance of niobium phosphate as an electrolyte by reducing the particle size to the nanometer realm . The new niobium phosphate may be applied as an organic/inorganic hybrid material for PEMFC to improve performance.
On December 22ndBallard Power Systems (TSX: BLD; NASDAQ: BLDP) announced a supply agreement with Daimler AG for FCvelocity® fuel cell products for Daimler AG's fuel cell car and bus programs. The agreement provides for minimum revenue of approximately $24 million over eighteen months from April 2010, with roughly equal distribution in 2010 and 2011. John Sheridan, Ballard's President & CEO said, "We are very pleased to be working with Daimler AG, a clear global leader in fuel cell car and bus programs."
He continued, "Automotive is one of the most demanding power applications in terms of efficiency, reliability and safety. As such, this major fuel cell order for the automotive market provides further testimony of Ballard's leading fuel cell product capabilities for commercial clean power applications in backup power, distributed generation and material handling."
On December 21st Ballard Power announced that it has closed an agreement effective today with a financial institution to monetize its rights under the Share Purchase Agreement with Ford Motor Company (Ford) relating to Ballard's 19.9% equity interest in Automotive Fuel Cell Cooperation Corp. (AFCC). Ballard will receive total gross proceeds of approximately $44.5 million: a $37 million payment today and a further contingent payment of $7.5 million due upon maturation of the Share Purchase Agreement on or before January 31, 2013. Ballard's receipt of the contingent payment is subject to the financial institution's rights in the transaction remaining unsubordinated.
Bruce Cousins, Ballard's Chief Financial Officer said, "Given the recent improvement in public debt market conditions and Ford's credit rating, we believe that this is the appropriate time to monetize this non-core investment".
John Sheridan, Ballard's President & CEO said, "The cash proceeds from this transaction bolster Ballard's strong balance sheet and strengthen our positioning to execute our clean energy growth priorities in backup power, supplemental power, distributed generation and motive power applications".
Ballard expects to book a gain associated with this transaction of approximately $34 million in its fourth quarter results. This transaction does not affect Ballard's business relationships with AFCC, Daimler, Ford, and their affiliates. Ballard will continue to supply technical services and fuel cell components and modules.
As part of the monetization agreement, Ballard has pledged its shares in AFCC and assigned its right to "put" or sell those shares to Ford for $65 million plus interest after January 31, 2013. The value of the monetization of the agreement with a financial institution was determined based on a number of variables, including Ford's cost of borrowing, expected future London Interbank Offered Rates (LIBOR), time remaining to the Share Purchase Agreement's maturity date and general market and other conditions. All required approvals from Daimler AG, Ford and AFCC were received prior to the closing of this transaction. Ballard's intellectual property rights are unaffected by this transaction.
Lazard Freres & Co. LLC acted as a financial advisor to Ballard for the transaction.
Mesoporous Electrically Conductive Metal Oxide Catalyst Supports
FIG. 3 is a transmission electron microscopy image showing the mesoporous morphology of the catalyst support material after the first heat treatment but before the second heat treatment of the synthesis procedure. General Motors scientists have developed a titanium dioxide (TiO2) catalyst support material for proton exchange membrane fuel cells that is superior to carbon based catalysts supports. The TiO2 catalyst support material may be optionally being doped with a transition metal element.
According to GM Global Technology Operations, Inc. (Detroit, MI) researchers in U.S. Patent Application 20090312181, the catalyst support material exhibits an electrical conductivity comparable to widely-used carbon materials. This is because the TiO2 present is primarily arranged in its rutile crystalline phase. Furthermore, a mesoporous morphology provides the catalyst support material with appropriate porosity and surface area properties such that it may be utilized as part of a fuel electrode (anode and/or cathode).
According to researchers Thanh Ba Do, Mei Cai, and Martin S. Ruthkosky, the TiO2-based catalyst support material may be formed using a template method in which precursor titanium and transition metal alkoxides are hydrolyzed onto the surface of a latex template, dried, and heat treated. The mesoporous catalyst material has pore diameters in the range of about two nanometers to about fifty nanometers. The catalyst support material may be made with titanium tetraisopropoxide and niobium pentaethoxide. Nano-polystyrene (PS) particles are used in manufacturing the catalyst support material.
The support is suitable for application as a catalyst support where the enhanced electrical conductivity imparted by subsequent processing is not a requirement. Examples of catalyst particles that can be supported on such a support material include platinum, palladium, and platinum alloys such as those containing molybdenum, cobalt, ruthenium, nickel, tin, or other suitable transition metals.
Fuel cells--such as proton exchange membrane fuel cells--have generally been outfitted with electrocatalyst-containing electrode layers that include finely divided carbon powders as a catalyst support material. But the highly acidic and otherwise corrosive nature of fuel cells often degrades these carbon materials; incidents that can disturb optimal fuel cell operating conditions and lead to, among others, efficiency losses.
Catalyst support materials having TiO2 as their main constituent, on the other hand, are more corrosion resistant than typical carbon powders. But these materials are not quite as electrically conductive as carbon and have proven difficult to synthesize with a morphology (surface characteristics) that meets the minimal desired criteria associated with fuel cell electrode applications. To address these and other related issues, General Motors scientists developed a synthesis technique that can fabricate a TiO2-based catalyst support material that exhibits a mesoporous morphology and an electrical conductivity comparable to that of its carbon counterpart. This material can thus help improve the service life of fuel cell electrodes as well as the efficiency of the fuel cell.
While these mesoporous rutile TiO2 materials were devised for proton exchange membranes fuel cell applications they may be used in other catalyst applications where their porosity, specific surface area, and low electrical resistivity may be utilized.
FIG. 2 is flowchart diagramming some of the steps for synthesizing the catalyst support material of GM's invention.
FIG. 4 is a transmission electron microscopy image showing the presence of three pore types in the catalyst support material shown in FIG. 3. The resulting catalyst support material can now be said to have the general formula Ti0.92 Nb0.08 O2.04 due to the presence of TiO2 and Nb2O5, and its mesoporous morphology can be seen in the TEM image of FIG. 3. FIG. 4 likewise shows a TEM image identifying the three types of pores exhibited by the material that help it achieve this morphology. As can be seen, (i.) widely open pores, (ii.) ink-pot open pores, and (iii.) closed pores are all present
Ceres Power has begun manufacturing operations from the initial production line installed at the Company’s mass manufacturing facility in Horsham. Following the fit-out of the facility and installation of the key fuel cell manufacturing machines during Q2/Q3 2009 and the commissioning trials of the key production processes during Q3/Q4 2009, initial manufacturing operations have now commenced as planned by Ceres.
The fuel cells being manufactured from the initial production line at the Horsham factory are being produced using the core processes and machines that were tested during the last 12 to 24 months at the Company’s Crawley-based pilot plant but on a volume capable line. On-going process improvements will be implemented during the course of 2010 to optimize and increase capacity of the initial production line ahead of Gamma field trials and market launch.
Ceres is now benefiting from its decision to de-risk the manufacturing scale-up at an early stage, with the lessons learned from the pilot operation being transferred to the initial production line in Horsham. The fuel cells being manufactured in Horsham will be assembled by Ceres Power into fuel cell modules with balance of plant components shipped from the Company’s volume-capable supply chain partners.
The complete Combined Heat and Power (CHP) products, consisting of the fuel cell modules produced from Ceres Power’s Horsham plant and boiler assemblies from Daalderop BV will be used for the Beta trials being conducted in customers’ homes during 2010. As manufacturing output continues to scale up during 2010 and beyond, the Company will continue to create skilled ‘green-collar’ jobs in Horsham and across the Company’s supply chain in the UK and internationally.
Peter Bance, Ceres Power Chief Executive Officer, commented: “We are building on the successful completion of the Alpha Phase of our residential CHP program with British Gas and the securing of our first international contract with Bord Gais, and are now investing in our operational capabilities to delivery product in volume. The experience we have gained at the Crawley pilot plant is proving invaluable as we scale-up in our Horsham mass production facility. Commencing initial manufacturing operations at our new factory marks an important step forward for Ceres Power in the commercialization of our fuel cell technology as we enter our Beta field trials with British Gas.”
For further information contact:
Ceres Power Holdings plc Tel. +44 (0)1293 400 404
Peter Bance, Chief Executive Officer
Rex Vevers, Finance Director
Morgan Stanley Tel. +44 (0)20 7425 8000
Peter Moorhouse/Alastair Walmsley
Kreab Gavin Anderson & Company Tel. +44 (0)20 7554 1400
Proton exchange membrane fuel cells use nano-scale platinum catalyst to increase efficiency and lower costs. However the problem of catalyst degradation in fuel cells remains a hurdle that researchers hope to leap.
A Savannah River National Laboratory research project to study the use of highly dispersed platinum as a fuel cell electrode catalyst is one of 20 project proposals selected by the U.S. Department of Energy (DOE) for funding under its Nanomanufacturing for Energy Efficiency 2008 Research Call. The funded projects promise to make revolutionary improvements in a broad range of energy production, storage, and consumption applications that will reduce energy and carbon intensity in industrial processes.
The SRNL project will examine catalyst structure at the sub-nanometer and even the single-atom level to determine whether dispersing the platinum will allow a significant reduction in the amount of the expensive precious metal used in a fuel cell.
Nanotechnology, the understanding and control of matter at the atomic or molecular level, has the potential for major improvements in energy applications. Over the past seven years, the U.S. government has invested $8.3 billion in nanotechnology and made great strides in gaining fundamental knowledge at the nanometer scale.
An important next step in realizing the promise of nanotechnology is to improve production and manufacturing techniques for nanomaterials and nano-enabled products, many of which are “stuck at the lab scale.” The selected projects will advance the state of nanomanufacturing by improving the reliability of nanomaterials production and scaling-up manufacturing processes that use nanomaterials.
SRNL was awarded $250,000 for its 12-month project to evaluate the use of highly dispersed platinum on electrical conductive porous supports as a fuel cell electrode catalyst. Fuel cells use platinum as a catalyst to facilitate the reaction of hydrogen and oxygen. Mathematical modeling indicates that the amount of precious metal could potentially be reduced by a factor of 100, if the platinum catalyst were dispersed so that every platinum atom is active for catalytic reaction, rather than being stacked against each other. SRNL’s Steve Xiao, who is leading the project, will bring industrial catalyst experience to the fuel cell research project, which will examine catalyst structure in sub-nanometer and ultimately single atom or mono layer.
DOE national laboratories responded to the research call intending that innovative technologies developed will be further developed and deployed commercially by industry. The research call was geared toward “quick-win” nanomanufacturing projects with a realistic path to commercialization in 3–5 years.
The 20 research projects total over $17 million in DOE funding. The National Energy Technology Laboratory manages the Nanomanufacturing Program and will oversee the selected projects for the DOE Office of Energy Efficiency and Renewable Energy’s Industrial Technology Program
Akermin, Inc. (St. Louis, MO) inventors Shelley D. Minteer and Robert Arechederra reveal enzymatic bioanodes, biocathodes, and biofuel cells capable of providing transfer of electrons between the fuel fluid and electron conductor in U. S. Patent Application 20090305089. Mitochondria and mitoplasts contain the enzymes and coenzymes of the Kreb's cycle and the electron transport chain, so they are ideally designed for completely oxidizing common fuel fluids, but unlike a microbe, they have fewer transport limitations due to smaller diffusion lengths, no biofilm formation, and no need to transport fuel across the cell wall; these differences lead to higher power densities.
These biofuel cells can be tailored to produce appropriate power for signaling (e.g., radio signal, or a visual or audible alarm) or other applications by altering electrode size, ordering biofuel cells in series or parallel configurations, and altering the fuel concentration. The biofuel cells could also power lights remotely. Biofuel cells may be used in any application that requires an electrical supply, such as electronic devices, commercial toys, internal medical devices, and electrically powered vehicles. Further, the microfluidic biofuel cell may be implanted into a living organism, wherein the fuel fluid is derived from the organism and current is used to power a device implanted in the living organism.
The anode organelle is capable of reacting with a fuel fluid to produce an oxidized form of the fuel fluid, and capable of releasing electrons to the electron conductor. The cathode organelle is capable of reacting with an oxidant to produce water, and capable of gaining electrons from the electron conductor. The organelle immobilization material for both the anode organelle and the cathode organelle is capable of immobilizing the organelle, and is permeable to the fuel fluid and/or the oxidant. The organelle immobilization material is further capable of stabilizing the organelle.
An enzyme or group of enzymes in an organelle catalyzes the oxidation of the fuel fluid at the bioanode. Any organelle that contains enzymes and/or enzymes and electron mediators capable of oxidizing a fuel fluid can be used as the anode organelle. Specifically, glyoxysome, peroxisome, mitochondria, mitoplasts, and combinations thereof can be immobilized and used in the bioanode. In preferred embodiments, the organelle is mitochondria or mitoplasts.
A biofuel cell is an electrochemical device in which energy derived from chemical reactions is converted to electrical energy by means of the catalytic activity of living cells and/or their enzymes. Biofuel cells generally use complex molecules to generate at the anode the hydrogen ions required to reduce oxygen to water, while generating free electrons for use in electrical applications. A bioanode is the electrode of the biofuel cell where electrons are released upon the oxidation of a fuel and a biocathode is the electrode where electrons and protons from the anode are used by the catalyst to reduce oxygen to water. Biofuel cells differ from the traditional fuel cell by the material used to catalyze the electrochemical reaction. Rather than using precious metals as catalysts, biofuel cells rely on biological molecules such as enzymes to carry out the reactions.
PSA Peugeot Citroën has increased the range of electric vehicles with its latest rechargeable fuel cell hybrid demonstrator. Lithium batteries and fuel cells used in electric vehicles are enabled by nanomaterials.
PSA Peugeot Citroën presented a demonstrator equipped with rechargeable fuel cell technology for hybrids at the “Toute la lumière sur l’hydrogène énergie” show in Lyon, France, from December 7 to 11. The event was designed to showcase hydrogen as a fuel source. This fully electric vehicle, based on a Peugeot 307 coupe cabriolet, features the latest advances in fuel cell, battery and hydrogen storage technology.
Thanks to its hydrogen fuel cell range extender, the EV demonstrator has a driving range of 500 kilometers, close to that offered by a current-model vehicle with an internal combustion engine.
The FiSyPAC fuel cell reliability project initiated in 2006 primarily focused on designing high performance, high efficiency components. Significant advances were made through collaboration with French research laboratories, such as the French Atomic Energy Commission (CEA) for the fuel cell stack, and manufacturer partners, such as JCS for the lithium-ion batteries.
As a result, the Peugeot 307 CC FiSyPAC demonstrator ranks among the world’s top performers, needing less than one kilogram of hydrogen per 100 kilometers. PSA Peugeot Citroën has also successfully quadrupled the fuel cell’s lifespan and increased its efficiency by nearly 20% since 2006.
Although considerable, these advances still run up against a number of roadblocks, including the cost of the fuel cell system and the lithium ion batteries, the fuel cell’s lifespan and the deployment of the necessary infrastructure to market hydrogen to the general public. Given this situation, process engineering and mass marketing would seem foreseeable as from 2020-2025.
This fundamental research work on fuel cells for hybrids is helping PSA Peugeot Citroën advance in hydrogen technology and increase its understanding of alternative powertrains, including hybrid, rechargeable hybrid and electric configurations.
This knowledge will be applied to various projects currently being developed at PSA Peugeot Citroën, chief among them the Peugeot Ion and Citroën C-Zero EVs to be introduced in late 2010, the Peugeot 3008 and Citroën DS5 diesel hybrids scheduled for roll-out in 2011 and the rechargeable diesel hybrid slated for 2012.
SA Peugeot Citroën has already sold more than 10,000 electric vehicles. The Group is building on this expertise to develop hybrid vehicles. Studies are focused on two types of hybridization (combining an electric motor with a combustion engine).
In the city, vehicles are at a standstill with the engine running around 30% of the time. Based on this observation, PSA Peugeot Citroën introduced a first level of hybridization, the Stop & Start system (STT), on vehicles such as the Citroën C2 and C3. This technology cuts the engine and restarts it again in a split second, reducing fuel consumption in the city by up to 15%. This technology will be rolled out massively in Peugeot and Citroën ranges from 2010.
The Group will go further in 2011 with HYbrid4 technology. This new diesel hybrid architecture, presented on the Peugeot Prologue and Citroën Hypnos at the 2008 Paris Motor Show, is eth continuation of the HDi hybrid research program presented on two demonstration vehicles, the 307 and C4 Hybrid HDi in early 2006. HYbrid4 optimizes the diesel hybrid powertrain and also boasts an all-new four-wheel drive mode, bringing more value to the additional cost of the hybrid. This technology can be applied to different range levels. But given its extra cost, it will be available initially on the Group’s distinctive and premium mid- and upper-range models.
HYbrid4 technology combines a 2-litre HDi diesel engine fitted with a particulate filter (DPFS), and a high-voltage Stop & Start system, together with an electric motor on the rear axle, a power inverter, high-voltage batteries and a dedicated electronic control unit. Transmission is via an automated manual gearbox.
Average fuel consumption for a mid-sized crossover vehicle equipped with HYbrid4, like the Peugeot Prologue, will be roughly 4.1 l/100 km (diesel), with CO2 emissions at a low 109 g/km, equivalent to those of a Peugeot 107. This is a remarkable figure for a vehicle of this size, 25% lower than that of a similar vehicle equipped with a petrol hybrid powertrain. PSA Peugeot Citroën will market Hybrid4 technology from 2011 on Peugeot and Citroën vehicles.
In the longer term, the automotive industry could also be changed by the fuel cell. PSA Peugeot Citroën is working actively on this technology and has already developed several demonstration vehicles, including the Taxi PAC, H20, Quark, H2Origin, 307 Fisypac, etc.
Developed in partnership with the French Atomic Energy Commission (CEA), the GENEPAC fuel cell presented by the Group in 2006 is a prime example of this technology. By 2010, it could enable vehicles to run on hydrogen that generates electricity and gives off water.
PSA Peugeot Citroën has set up research facilities for fuel cells. In 2006, it introduced a fuel cell unit at the Carrières-sous-Poissy research centre. This unit is 100% dedicated to the study of fuel cells, associated technologies and drivetrains based on fuel cells and fitting a fuel cell powertrain on a vehicle.
PSA Peugeot Citroën presented the Peugeot Partner H2Origin in 2008 in partnership with Intelligent Energy, demonstrating all the Group’s expertise in integrating a fuel cell able to ensure ignition at very low temperatures. PSA Peugeot Citroën is set to take another step forward in range and driving pleasure on zero-emission vehicles, presenting in early 2009 a Peugeot 307 CC fuel cell demonstration vehicle, storing hydrogen at 700 bars and equipped with a lithium-ion battery for extra-long range.
Protonex Technology Corporation (Southborough, MA.) received a contract award of up to $1.0 million, through the University of South Carolina (USC) Research Foundation and WinTec Arrowmaker, to build, test and deliver solid oxide fuel cell (SOFC) power systems to the U.S. Army.
Under the terms of this 12-month contract, Protonex will continue to develop a fully integrated liquid fuel generator system. As part of the program, Protonex will increase the specific energy of the system through advanced fuel cell and stack development, and will increase the lifetime and reliability through rigorous testing of the completed systems. At the conclusion of the program, Protonex is expected to deliver multiple liquid-fuelled SOFC power systems to the Army for further testing and evaluation.
There is growing military and commercial interest in the use of common liquid fuels, including alternative or renewable fuels to reduce dependence on foreign oil. Solid oxide fuel cells, with their low emissions and high efficiency, are well-suited to generate electricity from these high-energy-density fuel sources. Fuel- flexible generators capable of operating on both traditional and alternative liquid fuels can provide highly efficient electricity generation from both today's transportation fuels and the biofuels of tomorrow.
Development of these small SOFC systems will provide the military with lightweight, extremely quiet and fuel efficient power systems that can be used as auxiliary power units (APUs), portable generators or field battery chargers. With further anticipated improvements, Protonex' portable SOFC systems could save more than 60% of the weight of existing power solutions and when used to power equipment directly, the fuel cell systems offer potential savings of more than 80% of the weight burden of primary batteries.
"We are very pleased to have received another significant award to further evolve our SOFC systems," stated Dr. Caine Finnerty, Director, SOFC Development for Protonex. "The U.S. military has shown much interest in advanced portable power solutions for military applications with even greater interest in systems that can operate on multiple liquid fuels. This program will allow us to develop further our liquid-fueled systems for military testing and enable us to accelerate the conversion of our leading edge SOFC systems for military and commercial markets."
An iRAP study identified 3,870 organizations worldwide involved in fuel cells, hydrogen energy and related nanotechnology who earned and spent an estimated $8.4 billion in 2008.
Fig. 5ETunneling Electron Microscope (TEM) image of nanometer spherical silica-coat Pt--Ni particles (NP-4) for use as Nissan fuel cell catalyst after being fired in the air atmosphere
In U.S. Patent Application 20090291352, Nissan and Kyushu University, National University Corporation researchers reveal a superior electrode materials for proton exchange membrane fuel cells using platinum and nickel catalyst supported on carbon nanotubes.
According to inventors Kenzo Oshihara, Katsuo Suga, Masahiro Kishida and Sakae Takenaka the electrode material is characterized by including: catalyst particles formed by performing inclusion, by a porous inorganic material, for conductive supports and metal (noble metal) particles arranged on the conductive supports. This is because it becomes difficult to ensure electron conductivity when the inclusion of the metal particles (Pt particles and the like) is performed simply by the porous inorganic material (SiO2 and the like) in the case of performing the inclusion by the porous inorganic material in order to prevent elution of the metal (noble metal) particles. The metal particles (Pt particles and Ni) are supported (arranged) on the conductive supports, and the inclusion is performed while putting the metal particles (Pt particles and the like) into centers of the conductive supports, thus making it possible to ensure such electron conduction while suppressing movement of such metal (Pt and Ni)
FIG. 3A shows a TEM image of a CNT of a columnar and/or tubular conductive support for nanocatalyst particles of platinum and nickel.
FIG. 5A is a process schematic view specifically showing a preparation method of the production method of the catalyst particles of the electrode material for the fuel cell. The nanoparticles are added to the TEOS as the precursor of the porous inorganic material; and the ( NP-1,3,4) ammonia and the (NP-2, 5) trithylamine, which are the basic catalysts for the hydrolysis of the TEOS, and the hydrolysis/condensation reaction is performed for an obtained mixture, whereby spherical silica-coat Pt--Ni particles are synthesized
