• Transactions of the Korean hydrogen and new energy society
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• v.33 no.6
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• pp.643-659
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• 2022

For the economic analysis of fuel cells, levelized cost of electricity was calculated according to the type, capacity, and annual production of the fuel cells. The cost of every component was calculated through the system component breakdown. The direct cost of the system included stack cost, component cost, assembly, test, and conditioning cost, and profit markup cost were added. The effect of capacity and annual production was analyzed by fuel cell type. Sensitivity analysis was performed according to stack life, capital cost, project period, and fuel cost. As a result, it was derived how much the economic efficiency of the fuel cell improves as the capacity increases and the annual production increases.

• 한국신재생에너지학회:학술대회논문집
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• 2010.11a
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• pp.76.1-76.1
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• 2010

Recently, many efforts to solve the durability problem of PEM fuel cell are carried on constantly. However, despite this attention, durability researches of gas diffusion layer (GDL) are not much reported yet. Generally, GDL of PEM fuel cell experiences three external attacks, which are dissolution of water, erosion of gas flow, corrosion of electric potential. In this study, among these degradation factors, carbon corrosion of electric potential was focused and investigated with accelerated carbon corrosion test. Through the test, it is confirmed that carbon corrosion occurred at GDL, and corroded GDL decreased a performance of operating fuel cell. The property changes of GDL were measured with various methods such as air permeability meter, pore distribution analyzer, thermo gravimetric analyzer, and tensile stress test to discover the effects of carbon corrosion. Carbon corrosion caused not only loss of weight and thickness, but also degradation of mechanical strength of GDL. In addition, to analysis the reason of GDL property changes, a surface and a cross section of GDL were observed with scanning electron microscope. After 100 hours test, the GDL showed serious damage in center of layer.

• 한국신재생에너지학회:학술대회논문집
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• 2009.06a
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• pp.731-734
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• 2009

KIER has been developed a compact and highly efficient fuel processor which is one of the key component of the residential PEM fuel cells system. The fuel processor uses methane steam reforming to convert natural gas to a mixture of water, hydrogen, carbon dioxide, carbon monoxide and unreacted methane. Then carbon monoxide is converted to carbon dioxide in water-gas-shift reactor and preferential oxidation reactor. A start-up time of the fuel processor is about 1h and CO concentration among the final product is maintained less than 5 vol. ppm. To achieve high thermal efficiency of 80% on a LHV basis, an optimal thermal network was designed. Internal heat exchange of the fuel processor is so efficient that the temperature of the reformed gas and the flue gas at the exit of the fuel processor remains less than $100^{\circ}C$. A compact design considering a mixing and distribution of the feed was applied to reduce the reactor volume. The current volume of the fuel processor is 17L with insulation.

• Journal of the korean Society of Automotive Engineers
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• v.10 no.6
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• pp.48-53
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• 1988

In a previous report, the properties of vegetable oils as diesel fuel substitutes were investigated and the basic load performance of a diesel engine was examined using vegetable oil. The results show that despite of the long term chain hydrocarbon structure and large droplet size due to high viscosity, vegetable oils have good basic performance and exhaust emissions, however they cause serious problems as carbon deposit buildup, they have poor durability, and also poor thermal efficiency. In this paper, the startability and engine durability with long term operation was tested by physical methods for reducing viscosity when vegetable oil was used as compared against diesel fuel. The results obtained in this investigation may be stated as follows; (1) There is no problem in startability when vegetable oil was used as diesel fuel substitutes as far as fuel temperature is higher than 30.deg. C (2) The carbon deposits were most extensive at lower loads and lower engine speeds, and deposit buildup more heavily on the cooler parts of the combustion chamber wall. (3) Blends with 25% diesel fuel and 20v-% ethanol are effective in reducing the carbon deposit buildups. (4) Significant improvement in carbon deposit and piston ring stick can be obtained by heating fuel(200.deg.).

• Proceedings of the KSME Conference
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• 2007.05b
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• pp.2015-2020
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• 2007

Diesel is an excellent candidate fuel for fuel cell applications due to its high hydrogen density and well-established infrastructure. But, it is hard to guarantee desirable performance of diesel reformer because diesel reforming has several problems such as sulfur poisoning of catalyst and carbon deposition. We have been focusing on diesel autothermal reforming(ATR) for substantial period. It is reported that ATR of diesel has several technical advantages such as relatively high efficiency and fuel conversion compared to steam reforming(SR) and partial oxidation(POX). In this paper, we investigate characteristics of diesel reforming under various ratios of reactants(oxygen to carbon ratio, steam to carbon ratio) for improvement of reforming performances(high reforming efficiency, high fuel conversion, low carbon deposition). We also exhibit calculated heat balance of autothermal reformer at each condition to help thermal management of SOFC system.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.21 no.1
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• pp.39-44
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• 2013

The amount of greenhouse gas (GHG) emissions has been increasing steadily over the last 4 years, averaging 6.8 percent a year, due to the growth of low cost carriers and the increased demand for air transportations. For the aviation GHG reduction, various fuel saving activities are implemented in many areas such as high-efficiency aircraft and bio-fuel development in the technical part and low carbon flight procedures, short cut route development in the operational approach. Among the various reduction technologies, we focused on low carbon flight procedures that are crucial to GHG reduciton and suggested a reduction effect according to target implementation rate using by fuel saving estimation data in each aircraft type.

• Transactions of the Korean hydrogen and new energy society
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• v.34 no.2
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• pp.141-148
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• 2023

The thermodynamic performance of the electrochemical hydrogen compressor was analyzed to perform a comparative analysis with the performance of the mechanical compressor. The performance was analyzed through the applied current and the measured voltage value. The test results showed that the efficiency of the electrochemical hydrogen compressor was high in the low current density range. In addition, it was confirmed that the amount of increasing compress work of the electrochemical hydrogen compressor is smaller than that of the mechanical compressor. Therefore, it is expected to have higher efficiency than mechanical compression when compressed with a sufficiently high-pressure range.

• Carbon letters
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• v.16 no.3
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• pp.198-202
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• 2015

Carbon-supported Pt catalyst systems containing defect adsorption sites on the anode of direct methanol fuel cells were investigated, to elucidate the mechanisms of H₂ dissociation and carbon monoxide (CO) poisoning. Density functional theory calculations were carried out to determine the effect of defect sites located neighboring to or distant from the Pt catalyst on H₂ and CO adsorption properties, based on electronic properties such as adsorption energy and electronic band gap. Interestingly, the presence of neighboring defect sites led to a reduction of H₂ dissociation and CO poisoning due to atomic Pt filling the defect sites. At distant sites, H₂ dissociation was active on Pt, but CO filled the defect sites to form carbon π-π bonds, thus enhancing the oxidation of the carbon surface. It should be noted that defect sites can cause CO poisoning, thereby deactivating the anode gradually.

• Macromolecular Research
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• v.10 no.4
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• pp.181-186
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• 2002

The displacement of carbon black to polypyrrole as a catalyst supporter in the fuel electrode of a direct methanol fuel cell was investigated. Polypyrrole was obtained as a black powder by the chemical polymerization of pyrrole with three different oxidants. The synthesized polypyrroles were pasted on carbon paper and transformed to the fuel electrodes with electrochemically deposited platinum. The prepared fuel electrode was assembled and mounted in a unit cell using a membrane and cathodic electrode film. In comparison with the carbon black fuel electrode, the performance of the unit cell was analyzed in relation to the state of the catalyst, the type of oxidant, and the morphology of the polypyrrole powder.

• Journal of Korean Society for Atmospheric Environment
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• v.31 no.4
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• pp.368-377
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• 2015

Bunker C fuel oil is a high-viscosity oil obtained from petroleum distillation as a residue. The sulfur content of bunker C fuel oil is limited to 4.0% or even lower to protect the environment. Because bunker C fuel oil is burned in a furnace or boiler for the generation of heat or used in an engine for the generation of power, carbon dioxide is emitted as a result of combustion. The objective of this study is to investigate $CO_2$ emission characteristics of bunker C fuel oil by sulfur contents. Calorific values and carbon contents of the fuels were measured using the oxygen bomb calorimeter method and the CHN elemental analysis method, respectively. Sulfur and hydrogen contents, which were used to calculate the net calorific value, were also measured and then net calorific values and $CO_2$ emission factors were determined. The results showed that hydrogen content increases and carbon content decreases by reducing sulfur contents for bunker C fuel oil with sulfur contents less than 1.0%. For sulfur contents between 1.0% and 4.0%, carbon content increases as sulfur content decreases but there is no evident variation in hydrogen content. Net calorific value increases by reducing sulfur contents. $CO_2$ emission factor, which is calculated by dividing carbon content by net calorific value, decreases as sulfur content decreases for bunker C fuel oil with sulfur contents less than 1.0% but it showed relatively constant values for sulfur contents between 1.0% and 4.0%.