The Yamaha Direct Methanol Fuel Cell (DMFC) System uses a liquid methanol-water solution, eliminating the need for a converter and a pressurized (fuel) tank. This results in a lightweight system for a small vehicle requiring power in the 1 kW range without compromising on power output characteristics.
This blog recently ruminated about the possibilities suggested by a scooter demonstration project. The UTAS developers took a small, two cylinder, petrol powered scooter and did two conversions:
- Converted to a “through the road” hybrid, i.e., added electric drive to the front wheel; and,
- Retrofitted the engine to be burn ethanol as a fuel.
Instead of a combustion engine, what if the scooter became a true series hybrid, i.e., the electric drive is the only means of propulsion and the electricity came from three sources:
- The Grid, when the batteries were connected to a charger
- Kinetic energy reclamation, e.g., regenerative braking
- Fuel cell
This blog had noted some experimentation with scooters that use fuel cells, e.g., a scooter from the Japanese manufacturer, Kurimotor, that uses fifth-generation PEM hydrogen fuel cell developed by Asia Pacific Fuel Cell Technologies, and, perhaps closer to idea suggested in this post, a prototype fuel cell bike that uses a methanol rather than a hydrogen fuel cell. Still, this is the first time for considering use of a DEFC (Direct Ethanol Fuel Cell in two or three-wheeled vehicles.
KIT (Kyushu Institute of Technology) scientists propose using ethanol as a direct fuel in a fuel cell. Jim Fraser observes that such a discovery could make possible the production of larger, low cost fuel cells, which could have implications for the transportation industry. If a DEFC (Direct Ethanol Fuel Cell) has an efficiency* two to three times better than an ICE (Internal Combustion Engine), then there could be greater incentive to switch to ethanol as a fuel.
*Note: The EROEI (Energy Returned On Energy Invested) would be especially favorable, when using cellulosic ethanol.
Instead of advanced membrane design for the reactor that reforms methanol to hydrogen then used in an expensive PEM fuel cell, why not fill up with a safer fuel, ethanol, that is then used in a less expensive DEFC?
According to biopact, there is a way to operate the fuel cell at room temperature while boosting performance. KIT scientists use oxidized nanoparticles — TiO2, SnO2, and SiO2 — as the anode catalyst, in combination with a composite catalyst used for the cathode.
In 2004, Green Car Congress reported on the development of an ethanol fuel cell by Intelligent Energy. Nevertheless, as biopact observes:
Ethanol powered fuel cells up to now have had a number of drawbacks including low catalytic performance, poor fuel cell efficiency, and a decrease in open voltage due to ethanol crossover when the ethanol concentration was increased to boost efficiency.
Japanese researchers have been focused upon better fuel cells for some time. For instance, a Japanese ceramics research team recently announced a novel membrane synthesis that could result in a better means of methane reforming. And, biopact points to increased interest elsewhere:
- A German consortium that included Europe’s largest science organization, the Fraunhofer Institute, launched a similar program to mass introduce DEFCs
- Scientists from the Indiana University-Purdue University are collaborating with the U.S. military on similar fuel cells.
Reference:
Namsin Park, Takeyuki Shiraishi, Kazuyoshi Kamisugi and Shuzi Hayase, “Effect of Nanoparticle Addition into Anode Electrodes for Direct Ethanol Fuel Cells”, Chemistry Letters, Vol. 36 (2007) , No. 7 p.922., doi:10.1246/cl.2007.922 / JOI JST.JSTAGE/cl/2007.922
