To produce an anion-conductive and durable polymer electrolyte for alkaline fuel cell applications, a series of quaternized poly(2,6-dimethyl phenylene oxide)s containing long alkyl side chains pendant to the nitrogen-centered cation were synthesized using a Menshutkin reaction to form combshaped structures. The pendant alkyl chains were responsible for the development of highly conductive ionic domains, as confirmed by small-angle X-ray scattering (SAXS). The combshaped polymers having one alkyl side chain showed higher hydroxide conductivities than those with benzyltrimethyl ammonium moieties or structures with more than one alkyl side chain per cationic site. The highest conductivity was observed for comb-shaped polymers with benzyldimethylhexadecyl ammonium cations. The chemical stabilities of the comb-shaped membranes were evaluated under severe, accelerated-aging conditions, and degradation was observed by measuring IEC and ion conductivity changes during aging. The comb-shaped membranes retained their high ion conductivity in 1 M NaOH at 80°C for 2000 h. These cationic polymers were employed as ionomers in catalyst layers for alkaline fuel cells. The results indicated that the C-16 alkyl side chain ionomer had a slightly better initial performance, despite its low IEC value, but very poor durability in the fuel cell. In contrast, 90% of the initial performance was retained for the alkaline fuel cell with electrodes containing the C-6 side chain after 60 h of fuel cell operation. ■ INTRODUCTIONFuel cells are efficient energy conversion devices that generate electric power from energy-dense chemical fuels and have been attracting attention as a clean energy technology. 1−3 The most widespread low-temperature fuel cell technologies are based on sulfonated polymer membranes to separate the oxidant and fuel chambers and conduct protons between the anode and cathode of the cell. 4−6 These proton exchange membrane fuel cells (PEMFC) principally employ Nafion, a product from DuPont, as the sulfonated polymeric proton conductor. PEMFCs require platinum or other precious metal-based catalysts because these are the only types of metal catalysts stable under the low pH and electrochemical conditions of an operating cell. The expensive Pt-based catalysts, combined with perfluorinated membranes and corrosion-resistant cell hardware increase the cost of PEMFC devices beyond what is currently commercially viable. 7,8 Alkaline fuel cells (AFCs) have received significant interest in recent years relative to acidic fuel cells, 9−14 because of advantages when operating under alkaline conditions, which include enhancement of the electrode reaction kinetics, especially at the cathode, and the catalysts are not subjected to corrosion at high pH. 9,12,13 Consequently, non-noble metals or inexpensive metal oxides can be used as catalysts to greatly reduce the cost of the device. 13−16 In addition, high energy density liquids and gases such as ethanol, hydrazine, and ammonia can be adopted as fuels. 17,18 Alkaline fuel ...
We report high-performance, durable alkaline membrane water electrolysis in a solid-state cell. An anion exchange membrane (AEM) and catalyst layer ionomer for hydroxide ion conduction were used without the addition of liquid electrolyte. At 50 °C, an AEM electrolysis cell using iridium oxide as the anode catalyst and Pt black as the cathode catalyst exhibited a current density of 399 mA/cm(2) at 1.80 V. We found that the durability of the AEM-based electrolysis cell could be improved by incorporating a highly durable ionomer in the catalyst layer and optimizing the water feed configuration. We demonstrated an AEM-based electrolysis cell with a lifetime of >535 h. These first-time results of water electrolysis in a solid-state membrane cell are promising for low-cost, scalable hydrogen production.
Lithium-ion batteries suffer severe power loss at temperatures below zero degrees Celsius, limiting their use in applications such as electric cars in cold climates and high-altitude drones. The practical consequences of such power loss are the need for larger, more expensive battery packs to perform engine cold cranking, slow charging in cold weather, restricted regenerative braking, and reduction of vehicle cruise range by as much as 40 per cent. Previous attempts to improve the low-temperature performance of lithium-ion batteries have focused on developing additives to improve the low-temperature behaviour of electrolytes, and on externally heating and insulating the cells. Here we report a lithium-ion battery structure, the 'all-climate battery' cell, that heats itself up from below zero degrees Celsius without requiring external heating devices or electrolyte additives. The self-heating mechanism creates an electrochemical interface that is favourable for high discharge/charge power. We show that the internal warm-up of such a cell to zero degrees Celsius occurs within 20 seconds at minus 20 degrees Celsius and within 30 seconds at minus 30 degrees Celsius, consuming only 3.8 per cent and 5.5 per cent of cell capacity, respectively. The self-heated all-climate battery cell yields a discharge/regeneration power of 1,061/1,425 watts per kilogram at a 50 per cent state of charge and at minus 30 degrees Celsius, delivering 6.4-12.3 times the power of state-of-the-art lithium-ion cells. We expect the all-climate battery to enable engine stop-start technology capable of saving 5-10 per cent of the fuel for 80 million new vehicles manufactured every year. Given that only a small fraction of the battery energy is used for self-heating, we envisage that the all-climate battery cell may also prove useful for plug-in electric vehicles, robotics and space exploration applications.
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