Andrew Carrier 1, Dominik Wechsler 1, Philip Jessop 1, Boyd Davis 2 1 Department of Chemistry 2 Queen’s-RMC Fuel Cell Research Centre Queen’s University Kingston, Ontario, Canada Hydrogen + Fuel Cells 2009 Vancouver, BC, CANADA June 2, 2009

Problem Transport trucks use ~ $5.3 billion worth of fuel a year in Canada. About 70% of fuel energy is lost as waste heat from the exhaust and engine block. Recovery of some waste heat would result in significant fuel savings. heating of exhaust heating of engine auxiliary electrical systems energy from fuel

Thermally regenerative fuel cell (TRFC). Fuel cell could power a hybrid electric engine or auxiliary components. Vehicle radiator would be replaced with dehydrogenation reactor. Fuel cell would be used to charge a battery which could then be used for electric assist driving or in place of idling an engine. reactor waste heat B A H2H2 fuel cell A  B + H 2 electricity

-CONFIDENTIAL-4 For diesel trucks ~ 40% lost as waste heat Goal is to capture 10% of this heat – (4% of fuel saved) Value greater since it would replace APU electricity Average transport truck mileage is about 100,000 km with annual fuel costs of $30K 5% savings is $1500 per year Payback 3 years on 20 year lifespan assuming 5K installation

Recovery Goal Long haul trucking ideal for product entry High fuel consumption Low braking (no regenerative braking) High APU demand Underhood space Fuel cell would act in a non-critical role Emissions with start and stop trucking

React with excellent selectivity Liquid Boiling point > 200 ºC High thermal stability Rapid reaction rates Low cost Low toxicity

State of the Art Isopropanol-acetone system (CH 3 ) 2 CHOH  (CH 3 ) 2 CO + H 2 – Aqueous system – Uses low quality heat (100 °C) – V and I both improved with higher acetone/isopropanol ratio at cathode

 Hydrogenation is favoured at low T  Dehydrogenation is favoured at high T  Reaction thermodynamics are understood  Predictable equilibrium compositions  Predictable cell voltages

S3000 cycles cycles 99.99%74%5% %86%22% %97%74% The current selectivity is >99.9% which is the limit of detection for our analytical method.

 Initial rate is 3.6 L‐H 2 min -1 kg -1.  Rate decreases as reaction approaches equilibrium.  Reaction will reach steady state with that of the fuel cell.

 Hydrogenation proceeds in fuel cell.  Cell potential drops rapidly if flow of hydrogen acceptor across the cathode is stopped.  Cell potential is dependent on the difference of the fluid composition from its equilibrium composition.  Cell potential is highest when the difference between the two temperature regions is highest.

 Technology would help the local automotive industry have an advantage in the international marketplace.  Decreased fuel cost decreases the cost of shipping goods.  Decreased fuel use lowers greenhouse gas emissions

 A number of candidate systems have been identified as a result of a screening of potential compounds  Two systems have been tested in a fuel cell coupled to a regeneration reactor.  Both performed well ◦ Voltages as expected ◦ Steady output ◦ Membrane stable

 Develop system where dehydrogenated material boils at a substantially lower temperature.  Dehydrogenated material is concentrated in the cathode stream.  High rates are maintained.  Cell potential is improved.  Pumping requirements reduced.

 Explore commercially available materials  Develop rapid catalyst screening methods  Produce new catalysts in-house  Run prototype fuel cells ◦ Integrated operation ◦ Connect to diesel engine  Rate of heat absorption  Economic evaluation following above work ◦ Non-automotive applications