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50
m
m
caption
Figure 1: Fast and accurate CO
sensor developed for use in a fuel
processor.
U YE M
L
AP CR ROOF N
On-board gasoline
reforming for fuel cell
vehicles
Challenges
Project structure
Developing an on-board fuel processor represents
Figure 3 shows the PROFUEL participants, and
quite a challenge, and has been likened to
summarises their responsibilities.
installing a mini-oil refinery on-board a vehicle.
Key issues for fuel processing systems are cost,
Progress to date
size, weight, response time, ef ficiency and
The PROFUEL par tners have had considerable
durability. Some of these can be addressed by
success in developing long-life, low-cost
identifying highly effective catalyst materials,
catalysts for each of the fuel conversion stages.
It is well
Fuel
processors
known,represent
that Molten
a fundamental
Carbonate
but just as important is the development of the
The catalyst systems in a fuel processor need
Fuel Cellstechnology
enabling
(MCFC) have
for the
highcommercial
efficiencies.
ancillary components such as pumps, valves,
to operate over a range of load demands, and
For example
success
of fuel
thecells.
efficiency
By reacting
of MTU’s
readily
HOT
burners, sensors and control software. This dual
remain physically robust and resistant to
MODULE is
available
hydrocarbon
approx. 47%
fuels
(AC)
with
andsteam,
close air
to
emphasis
poisons. One of the principal poisons in gasoline
90%,
or
a combination
if the thermal
of energy
both, a can
hydrogen
be used,
rich
development is a key feature of PROFUEL.
Objectives
on
catalyst
and
component
is sulphur, present at levels above 10ppm even
in modern low sulphur fuels. It has been dealt
evenstream
gas
when the
is produced
module iswhich,
fuelledafter
withgas
Biogas. MCFC`s
clean-up
to reduce
arethe
currently
carbon (among
monoxide
all
Impact
with in PROFUEL by developing reformer and
typesconcentration
(CO)
of FC`s) best suited
to a few
forparts
Biogas
perand
Looking into the future, vehicle powertrains will
high temperature shift catalysts that are sulphur
enable electricity
million,
can be fedgeneration
to the anode
in avoidance
of a fuel
have to meet increasingly more rigorous emissions
tolerant, allowing it to be adsorbed downstream
of valueless
cell.
Here theheat,
hydrogen
usually
combines
occurring when
regulations and efficiency standards. Fuel cell
as hydrogen sulphide in a specially developed
conventional CHP`s
electrochemically
with
(combined
the air supplied
Heat andto
technologies offer the promise of improvements
trap. (Figure 2)
Power
the
cathode
Units)to
with
generate
an efficiency
electricity.
of approx.
in both of these areas. The questions of how to
The removal of CO from the reformate gas is
36%
A
gasoline
(AC) are
powered
used. Since
fuel cell
biogas
vehicle
is ahas the
create, deliver and store the fuel of fuel cell
critical to the per formance of the fuel cell. This
mixture oftomethane
potential
couple an
and
available
carbon dioxide
fuel
it is
vehicles have been in focus for many years.
is achieved conventionally by a cascade of
surprising thatwith
infrastructure
the MCFC
the efficiency
solely among
and all
Behind the apparent simplicity of direct hydrogen
catalytic reactors, and such units have been
types of fuel cells
environmental
benefits
gain an
of fuel
advantage
cell
of the
fuel cell vehicles lie the problems of hydrogen
developed for the PROFUEL specifications.
presence of The
technology.
carbon
objective
dioxide.
of Carbon
the PROFUEL
dioxide
supply and on-board storage; these have no quick-
However, additional work is under way to
takes part
project
is toindemonstrate
the electrochemical
such a system
cell
on
fix solutions. The alternatives of generating
investigate the inclusion of a novel CO adsorber-
reaction
a
10kWeand
scale.
hasThis
a determining
size is small
role
enough
in theto
hydrogen on-board from methanol, ethanol,
desorber into a fuel processor system. A further
formation
have
directofrelevance
the electrochemical
for on-boardpotential.
auxiliary
gasoline or diesel all present their own problems
key objective of the project is to develop a low-
power units, whilst being large enough to
ranging from fuel availability and infrastructure to
cost method to measure the residual CO. This
illustrate the technical issues faced by
toxicity and system complexity. However, it is
is currently done by bulky and expensive infra-
developers of fuel processors targeted at
clear that a successfully integrated on-board
red analysers that are not suitable for integration
replacing internal combustion engines.
gasoline reformer would have many benefits in
into real systems. An accurate electrochemical
reducing the complications and capital investments
based CO sensor that works rather like a mini
needed to develop a fuel infrastructure that will
fuel cell has been developed successfully. By
support the emerging fuel cell vehicle market.
measuring the effect that CO poisoning has on
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Autothermal fuel reforming – 10ppm S gasoline
Monolith supported catalyst
Figure 2:
Performance
improvement in
gasoline reforming
catalyst.
Figure 3: PROFUEL partners –
project responsibilities.
INFORMATION
the rate of decay of the base anode current, CO
The final phase of the project is to spatially and
sensing is possible over the range 1-500 ppm
thermally integrate the sub-components and
on a millisecond timescale, with some scope for
operate the unit as a complete system. The
use up to 7000 ppm. This sensor will be
results from this, coupled with system modelling
integrated into the PROFUEL system downstream
and Life Cycle Analysis, will give the par tners
of the CO clean-up units, and used to control the
a broad understanding of the issues involved
units. (Figure 1)
in designing and operating complete fuel
The optimal integration of these catalytic stages
processors, as well as a view on their potential
is being accomplished by the use of simulations
for inclusion into fuel cell vehicles. As a member
that balance the heat and mass flows around the
of the wider FUERO cluster, the PROFUEL project
system. Simple yet effective models of the
will generate information that will enable
Duration: 36 months
compact heat exchangers, incorporated into the
valuable comparisons to be made between
PROFUEL system as water vaporisers, are being
different fuel cell technologies.
Partners:
- FEV Motorentechnik (D)
- Johnson Matthey (UK)
- Centre Ricerche Fiat (I)
- Politecnico di Torino (I)
- Ansaldo Ricerche (I)
- Energieonderzoek Centrum Nederland (NL)
- AB Volvo (S)
used to predict transient response times and
identify opportunities for performance enhancements. Similar outcomes are being obtained
from dynamic models of the catalytic stages.
Another aspect worth highlighting is start-up and
shut down of the fuel processor. The catalysts
References: ENK5-CT-1999-00023
Programme:
FP5 - Energy, Environment and
Sustainable Development
Title:
On-board Gasoline Reforming for Fuel Cell
Vehicles (PROFUEL)
Contact point:
Mike Petch
Tel: +44-118-9242000
Fax: +44-118-9242254
[email protected]
developed within PROFUEL are non-pyrophoric,
allowing them to be purged with air. This is
essential for materials destined for use onboard vehicles where pre-treatment and purge
gases are not available. Also being developed
EC Scientific Officer:
William Borthwick
Tel: +32-2-2965025
Fax: +32-2-2964288
[email protected]
in this project is a 7kWe star t-up burner
operating on gasoline. This will be used to
rapidly preheat the catalytic components and
heat exchangers to temperatures above which
Status: Ongoing
the fuel reforming reactions become selfsustaining.
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