H Power Corporation

Engelhard Corporation

Esb Incorporated

Exide Corporation

John Werth

Arthur Kaufman

Jack C Sklarchuk

Jack J Early

Imre Fekete, Deceased

Dell A Crouch

An improved fuel cell system that utilizes hydrogen and air. The hydrogen of the fuel cell is derived from a hydrogen-generating process wherein H.sub.2 O is passed over a bed of iron material. The hydrogen generating process uses a catalyst, or freshly-ground iron material, or both, and generates the hydrogen for the fuel cell in situ at lower-than-normal temperatures when the H.sub.2 O reacts with the iron material. The fuel cell can be used to power a stationary system or a land vehicle, such as an automobile. The bed of iron material can be replenished periodically or continuously.

Fuel cell using an aqueous hydrogen-generating process

The present invention relates to a combined cycle system of enhanced efficiency. The system comprises a top stage, such as a fuel cell, a partial oxidation reactor or a heat engine, and an oxygen-enriching device, such as a temperature swing adsorption device or a chemical reactor bed device, as its bottom stage. The bottom stage uses waste heat produced by the top stage to enrich the oxygen content of air that is inputted to the bottom stage, thereby producing an oxygen-enriched gas mixture as the bottom stage output. This output mixture constitutes a superior oxidant which is fed back as an input for the top stage, thus enhancing the energy conversion efficiency, cheapness, and compactness of the combined cycle system as compared to that of ordinary fuel cells, partial oxidation reactors and heat engines that use unenriched air as their oxidant input.

Fuel cell or a partial oxidation reactor or a heat engine and an

The catalyzed method of this invention features a method for operating an electrical automotive vehicle. The method of the invention utilizes a hydrogen-air fuel cell to power an electrical automotive vehicle having electrical drive motors. Hydrogen to fuel the fuel cell is supplied onboard by a bed of iron that is made to react with H.sub.2 O in the presence of an alkaline catalyst at temperatures not exceeding approximately 250.degree. C. The preferred alkali hydroxide is the hydroxide of potassium in a range of concentrations between 50 to 60 percent by weight, with the preferred concentration being about 53%. The hydrogen for fueling the fuel cell is generated onboard the automobile, in situ, by using a storage compartment containing iron materials. The hydrogen is generated by passing heated water over freshly ground iron, which then becomes iron oxide. The vehicle's operator obtains a fresh charge of the new iron materials from an iron fuel station for placement in a compartment of the vehicle. The iron materials of this invention may comprise in situ freshly-ground particulates. The particles range in diameter size from approximately 25 to 1,200 .mu.m, with an average-sized distribution having at least twenty per cent (20%) of the particles less than 300 .mu.m in diameter. It is preferable that at least 50% are less than 300 .mu.m in diameter. The average particle density ranges approximately from about 1 to 7.8 g/cc, with a non-compressed packed particle density ranging from about 1.5 to 3.5 g/cc. The particles have a surface area greater than approximately 0.001 meters.sup.2 /g.

Catalytic method of generating hydrogen

The new iron material and catalyst admixture of this invention features a method for operating an electrical automotive vehicle. The method of the invention utilizes a hydrogen-air fuel cell to power an electrical automotive vehicle having electrical drive motors. Hydrogen to fuel the fuel cell is supplied onboard by a reactor bed of iron that is made to react with H.sub.2 O in the presence of an alkali hydroxide catalyst at temperatures not exceeding approximately 250.degree. C. The preferred alkali hydroxide is the hydroxide of potassium in a range of concentrations between 50 to 60 percent by weight, with the preferred concentration being about 53%. The hydrogen for fueling the fuel cell is generated onboard the automobile, in situ, by using a storage compartment containing iron materials. The hydrogen is generated by passing heated H.sub.2 O over the iron, which then becomes iron oxide. The vehicle's operator obtains a fresh charge of the new iron materials from an iron fuel station for placement in a compartment of the vehicle. The iron materials of this invention may comprise in situ freshly-ground particulates as an added enhancement for the reactivity between the iron and water. The particles range in diameter size from approximately 25 to 1,200 .mu.m, with an average-sized distribution having at least twenty per cent (20%) of the particles less than 300 .mu.m in diameter. It is preferable that at least 50% are less than 300 .mu.m in diameter. The average particle density ranges approximately from about 1 to 7.8 g/cc, with a non-compressed packed particle density ranging from about 1.5 to 3.5 g/cc. The particles have a surface area greater than approximately 0.001 meters.sup.2 /g.

Aqueous hydrogen generation process

The new iron material and catalyst admixture of this invention feature a method for operating an automotive vehicle that is designed to internally combust hydrogen generated in situ aboard the vehicle. The method of the invention utilizes hydrogen from an onboard reactor to power an automotive vehicle. Hydrogen from the onboard reactor is generated by a bed of iron that is made to react with H.sub.2 O in the presence of an alkali hydroxide catalyst at temperatures not exceeding approximately 250.degree. C. The preferred alkali hydroxide is the hydroxide of potassium in a range of concentrations between 50 to 60 percent by weight, with the preferred concentration being about 53%. The iron materials of this invention may comprise in situ freshly-ground particulates as an added enhancement for the reactivity between the iron and H.sub.2 O. The particles range in diameter size from approximately 25 to 1,200 .mu.m, with an average-sized distribution having at least twenty percent (20%) of the particles less than 300 .mu.m in diameter. It is preferable that at least 50% are less than 300 .mu.m in diameter. The average particle density ranges from approximately 1 to 7.8 g/cc, with a non-compressed packed particle density ranging from about 1.5 to 3.5 g/cc. The particles have a surface area greater than approximately 0.001 meters.sup.2 /g.

Hydrogen-powered automobile with in situ hydrogen generation

The present invention features a new iron material for use in situ with a hydrogen-air fuel cell, to generate the hydrogen to fuel the fuel cell. The iron material is made up of freshly-ground particles of iron, ranging in diameter size from approximately 25 to 1,200 .mu.m, with an average-sized distribution having at least twenty per cent (20%) of the particles less than about 300 .mu.m in diameter, and having an average particle density approximately ranging from about 1 to 7.8 g/cc, and a surface area greater than approximately 0.001 meters.sup.2 /g. The particles are in a freshly ground state, in situ, for enhancing their reactivity in producing hydrogen for the fuel cell.

Reactive iron material for use in a hydrogen-generating process in an

The present invention features a system and a method for operating an electrical automotive vehicle. The system has an electrically-powered automotive vehicle with electrical drive motors. The electricity to power the drive motors is supplied onboard by a hydrogen-air fuel cell which operates by a hydrogen-oxygen reaction. The hydrogen for fueling the fuel cell is generated onboard the automobile by using a fuel storage compartment that supplies iron to a reactor bed. The reactor bed is either a fluidized bed or a catalyzed bed. The vehicle's operator obtains a fresh charge of iron for the fuel storage compartment from an iron fuel station. The iron charge is made up of pellets, sponge iron or particles of iron. The system contains a means for grinding the iron particles, or a catalyst, or both, so that their reactivity with respect to water will become enhanced. The vehicle has a tank for containing a supply of water, as well as a means for heating the water to reactive temperatures. The heated water is conveyed from the water tank to the reactor bed, where it reacts with the iron to form hydrogen and iron oxide. The hydrogen is conveyed to the hydrogen-air fuel cell, where it reacts with oxygen from the air to generate the electricity for powering the drive motors and the pumps of the vehicle, as well as provide water for resupplying the water tank, at least in part.

Electrical automobile having a fuel cell, and method of powering an

An improved system for generating hydrogen fuel for use in an energy-producing device such as a fuel cell or heat engine is disclosed. The hydrogen is produced at a faster rate by reacting particles of an activated iron reactant with heated water in a fluidized bed-type reactor. The reaction results in an increased rate of hydrogen production along with spent metal oxide particles which are easily and cheaply regenerable.

Method of operating a fuel cell wherein hydrogen is generated by

A fuel cell/battery hybrid power system is disclosed which has a microprocessor based control system. The control system enables the fuel cell to be taken out of the system by a switch when its predetermined maximum desired energy output is about to be exceeded by load requirements. The battery is protected from overcharging by a switch which is activated responsive to the sensing of state of charge, load current and fuel cell current.

Fuel cell/battery control system

A cooling assembly for fuel cells having a simplified construction whereby coolant is efficiently circulated through a conduit arranged in serpentine fashion in a channel within a member of such assembly. The channel is adapted to cradle a flexible, chemically inert, conformable conduit capable of manipulation into a variety of cooling patterns without crimping or otherwise restricting of coolant flow. The conduit, when assembled with the member, conforms into intimate contact with the member for good thermal conductivity. The conduit is non-corrodible and can be constructed as a single, manifold-free, continuous coolant passage means having only one inlet and one outlet.

Cooling assembly for fuel cells

A fuel cell/battery hybrid power system is disclosed which as a microprocessor based control system. The control system enables the fuel cell to be taken out of the system by a switch when its predetermined maximum desired energy output is about to be exceeded by load requirements. The batteries are protected from overdischarge through a switch and the surge battery is selected by the battery having the highest level of charge at any given time.

Fuel cell/battery hybrid system having battery charge-level control

A bipolar gas reactant distribution assembly for use in a fuel cell is disclosed, the assembly having a solid edge seal to prevent leakage of gaseous reactants wherein a pair of porous plates are provided with peripheral slits generally parallel to, and spaced apart from two edges of the plate, the slit being filled with a solid, fusible, gas impervious edge sealing compound. The plates are assembled with opposite faces adjacent one another with a layer of a fusible sealant material therebetween the slits in the individual plates being approximately perpendicular to one another. The plates are bonded to each other by the simultaneous application of heat and pressure to cause a redistribution of the sealant into the pores of the adjacent plate surfaces and to cause the edge sealing compound to flow and impregnate the region of the plates adjacent the slits and comingle with the sealant layer material to form a continuous layer of sealant along the edges of the assembled plates.

Fabrication of gas impervious edge seal for a bipolar gas distribution

An auxiliary electrode of platinum or palladium is immersed in the electrolyte of a lead-acid battery and connected to the negative plate of the battery so that, when the battery is employed in float service, hydrogen evolves on the auxiliary electrode whereby the parasitic current equivalent to the hydrogen evolution increases the float current to the positive plate of the battery.

Platinum third electrode to improve float polarization of standby

A secondary battery utilizing a molten sodium negative reactant, a sulfur-aluminum halide positive reactant melt having a carbon powder dispersed within the melt, a molten sodium haloaluminate electrolyte, and a selectively ionically-conductive separator positioned between the negative and positive reactants.

Sodium-aluminum halide, sulfur battery

High temperature secondary cells having a molten salt or fused salt electrolyte are fabricated in ambient atmosphere. Such cells typically have an electrolyte, a positive reactant or a negative reactant which are capable of reacting with moisture or oxygen contained in the atmosphere. The ingredients or materials comprising the positive and negative reactants and the electrolyte are processed in a state in which they do not react significantly with moisture or oxygen in the ambient atmosphere. Thereafter, they are electrically charged in the positive reactant compartment of a cell container at the operating temperature of the cell whereby the negative reactant of the cell is provided in the negative reactant compartment of the cell container and a positive reactant-electrolyte melt is provided in the positive reactant compartment of the cell container.

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Princeton, NJ, United States of America

John Werth