Controlling the Catalytic Activity of Platinum‐Monolayer Electrocatalysts for Oxygen Reduction with Different Substrates

Zhang, Junliang; Vukmirovic, Miomir B.; Xu, Ye; Mavrikakis, Manos; Adžić, Radoslav R.

doi:10.1002/ange.200462335

Cited by 231 publications

(185 citation statements)

References 32 publications

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“…Reasons for increased specific activity of Pt-alloys are still under discussion and are hypothesized to be due to either the change of the Pt-Pt interatomic distance facilitating the O-O bond cleaving, 99 to lattice strain effecting a downshift of the d-band center, or to the so-called ligand effect. 100 Stamenkovic et al showed that the experimentally and the calculated d-band center correlates well with the specific activities of Pt 3 Ti, Pt 3 V Pt 3 Fe, Pt 3 Co, Pt 3 Ni, and polycrystalline Pt, 101,102 consistent with the long known role of the d band in determining the O/OH adsorption energy 103 and in accordance with the later calculations by Hammer and Nørskov. 104 Stamenkovic et al also report that annealed Pt-alloy surfaces show higher ORR activity, related to the so-called "Pt-skin" formation, while sputtered and subsequently acid leached samples formed "Pt-skeleton" surfaces with lower activities.…”

Section: Hydrogen Fuel Cells -Materials Requirements and Durabilitysupporting

confidence: 76%

Review—Electromobility: Batteries or Fuel Cells?

Gröger

Gasteiger

Suchsland³

2015

J. Electrochem. Soc.

458

367

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This study provides an analysis of the technological barriers for all-electric vehicles, either based on batteries (BEVs) or on H 2 -powered proton exchange membrane (PEM) fuel cells (FCEVs). After an initial comparison of the two technologies, we examine the likely limits for lithium ion batteries for BEV applications, and compare the projected cell-and system-level energy densities with those which could be expected from lithium-air and lithium-sulfur batteries. Subsequently, we will review the current development status of H 2 PEM fuel cells, with particular attention to their viability with regards to the required amount of platinum and the resulting cost and availability constraints. It is widely accepted that global warming is caused by CO 2 emissions and that they must be substantially reduced in order to prevent climate change. Since ≈23% of the world-wide CO 2 emissions are due to transportation, ≈75% of which are contributed by the road sector (numbers from 2012 1 ), a reduction of CO 2 emissions from vehicles is imperative to combat global warming. Towards this goal, many countries have passed legislature to lower passenger vehicle emissions over the long term like, e.g., the European Union mandate for 95 g CO2 /km fleet average emissions by 2020.2 The analysis by Eberle et al. 3 in Figure 1 suggests that this rather ambitious goal can only be met by means of extended range electric vehicles or all-electric vehicles in combination with the integration of renewable energy (e.g., wind and solar). Without increased integration of renewable energy sources and basing the calculations on the current European electricity generation mix, the only vehicle concept which could meet the 95 g CO2 /km target are pure battery electric vehicles (BEV100 in Fig. 1). However, for electricity produced entirely by renewable energy sources, the 95 g CO2 /km target could also be met by extended range electric vehicles with 40 miles all-electric range (E-REV40 in Fig. 1), if 50% of driving is powered by the battery (i.e., the average driving range would have to be below 80 miles), or by fuel cell electric vehicles (FECVs), with hydrogen produced by water electrolysis. While these propulsion concepts look promising, their contribution to CO 2 emission savings in the transportation sector would only be meaningful if their market penetration were substantial. In the absence of government regulations, the latter largely hinges on consumer acceptance, which in turn strongly depends on cost. In addition, in the case of BEVs, recent studies clearly showed that BEV driving range (closely followed by cost) are the predominant variables determining consumer acceptance. 4 In the following we will thus focus on the two vehicle types, which would be capable to meet and exceed the CO 2 emission targets of 95 g CO2 /km on the long-term, viz., pure BEVs and hydrogen powered FCEVs. For both vehicle types, but particularly for the latter, meaningful CO 2 emission reductions require the predominant use of renewable energy, which in turn necess...

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Section: Hydrogen Fuel Cells -Materials Requirements and Durabilitysupporting

confidence: 76%

Review—Electromobility: Batteries or Fuel Cells?

Gröger

Gasteiger

Suchsland³

2015

J. Electrochem. Soc.

458

367

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“…[174][175][176][177][178][179][180][181] Although noble metal catalysts such as platinum have high activity for ORR, the cost of manufacturing an air cathode increases dramatically when using such metals, which impedes commercialization. And, because oxygen reduction in alkaline solution is used as the cathode reaction in the zinc-air system, it is not necessary to use a pure noble metal catalyst.…”

Section: Catalystsmentioning

confidence: 99%

Metal–Air Batteries with High Energy Density: Li–Air versus Zn–Air

Lee

Kim

Cao

et al. 2010

Advanced Energy Materials

2,012

1,216

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In the past decade, there have been exciting developments in the fi eld of lithium ion batteries as energy storage devices, resulting in the application of lithium ion batteries in areas ranging from small portable electric devices to large power systems such as hybrid electric vehicles. However, the maximum energy density of current lithium ion batteries having topatactic chemistry is not suffi cient to meet the demands of new markets in such areas as electric vehicles. Therefore, new electrochemical systems with higher energy densities are being sought, and metal-air batteries with conversion chemistry are considered a promising candidate. More recently, promising electrochemical performance has driven much research interest in Li-air and Zn-air batteries. This review provides an overview of the fundamentals and recent progress in the area of Li-air and Zn-air batteries, with the aim of providing a better understanding of the new electrochemical systems.

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“…Advances have been made in this area by employing a combination of experimental surface science and electroanalytical techniques. [1][2][3][4][5][6][7][8] The use of computational techniques to study electrochemical phenomena, however, is only in its infancy; [9][10][11][12][13] the complexity of electrochemical systems has thus far prevented the extensive theoretical analysis that has been performed for many traditional catalytic systems. [14] Herein, we show that theoretical methods can now be used to semiquantitatively describe one of the simplest electrochemical reactions, the hydrogen evolution reaction (HER).…”

mentioning

confidence: 99%