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Quite contrary to the common perception that battery thickness remains constant during everyday use, the lithium ion and polymer batteries are structurally and dimensionally dynamic. The batteries generally expand during charge and contract during discharge. This thickness, thus ...

Since 1990, there has been an ongoing collaboration among the authors in the three laboratories to (1) prepare alloys of the AB(sub 5) and AB(sub 2) types, using arc-melting/annealing and mechanical alloying/annealing techniques; (2) examine their physico-chemical characteristics (morphology, composition); (3) determine the hydrogen absorption/desorption behavior (pressure-composition isotherms as a function of temperature); and (4) evaluate their performance characteristics as hydride electrodes (charge/discharge, capacity retention, cycle life, high rate capability). The work carried out on representative AB(sub 5) and AB(sub 2) type modified alloys (by partial substitution or with small additives of other elements) is presented. The purpose of the modification was to optimize the thermodynamics and kinetics of the hydriding/dehydriding reactions and enhance the stabilities of the alloys for the desired battery applications. The results of our collaboration, to date, demonstrate that (1) alloys prepared by arc melting/annealing and mechanical alloying/annealing techniques exhibit similar morphology, composition and hydriding/dehydriding characteristics; (2) alloys with the appropriate small amounts of substituent or additive elements: (1) retain the single phase structure, (2) improve the hydriding/dehydriding reactions for the battery applications, and (3) enhance the stability in the battery environment; and (3) the AB(sub 2) type alloys exhibit higher energy densities than the AB(sub 5) type alloys but the state-of-the-art, commercialized batteries are predominantly manufactured using Ab(sub 5) type alloys.

A novel sulfonated diamine monomer, 1,4-bis(4-aminophenoxy)-naphthyl-2,7-disulfonic acid (BAPNDS), was synthesized. A series of sulfonated polyimide copolymers were prepared from BAPNDS, 1,4,5,8-naphthalenetetracarboxylic dianhydride (NTDA) and nonsulfonated diamine 4,4′-diaminodiphenyl ether (ODA). Flexible, transparent, and mechanically strong membranes were obtained. The membranes displayed slightly anisotropic membrane swelling. The dimensional change in thickness direction was larger than that in planar. The novel SPI membranes showed higher conductivity, which was comparable or even higher than Nafion 117. Membranes exhibited methanol permeability from 0.24 × 10−6 to 0.80 × 10−6 cm2/s at room temperature, which was much lower than that of Nafion (2 × 10−6 cm2/s). The copolymers were thermally stable up to 340 °C. These preliminary results have proved its potential availability as proton-exchange membrane for PEMFCs or DMFCs.

The potential transient during pulse discharge is studied for ultra-thin silver oxide electrodes with special attention to the potential valleys. The potential valley appears in different ways depending on the history of charge and discharge undergone by the electrode and is attributed to highly resistive Ag2O layers. The latter may exist on the surface of silver substrate (current collector) or

The objective of this study is to put forward a full analysis of the impact of the difference between the Canadian and American energy realities on the life cycle of fuel cell vehicles and internal combustion engine vehicles. Electricity is a major type of energy used in the transportation sector. Electricity is needed in the production of feedstock of fuel, the production of the fuel, the production of the vehicle material and the assembly of the vehicles. Therefore, it is necessary to investigate the impact of the electricity mix difference between Canada and the United States. In the analysis, the life cycle of the fuel consists of obtaining the raw material, extracting the fuel from the raw material, transporting and storing the fuel as well as using the fuel in the vehicle. Four different methods of obtaining hydrogen were analyzed; using coal and nuclear power to produce electricity and extract hydrogen through electrolysis and via steam reforming of natural gas in a natural gas plant and in a hydrogen refueling station. It is found that fuel cell vehicle fuelled by hydrogen has lower energy consumption and greenhouse gas emissions than internal combustion engine vehicle fuelled by conventional gasoline except for hydrogen production using coal as the primary energy source in Canada and the United States. Using the Canadian electricity mix will result in lower carbon dioxide emissions and energy consumption than using the American electricity mix. For the present vehicles, using the Canadian electricity mix will save up to 215.18 GJ of energy and 20.87 t of CO2 on a per capita basis and 26.53 GJ of energy and 6.8 t of CO2 on a per vehicle basis. Similarly, for the future vehicles, using the Canadian electricity mix will lower the total carbon dioxide emissions by 21.15 t and the energy consumed is reduced by 218.49 GJ on a per capita basis and 26.53 GJ of energy and 7.22 t of CO2 on a per vehicle basis. The well-to-tank efficiencies are higher with the Canadian electricity mix.