• Journal of Hydrogen and New Energy
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• v.27 no.4
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• pp.365-371
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• 2016

Cell performance of the Zn-Br redox flow battery (ZBRFB) using two different type's membrane (Nafion117 and SF-600) was evaluated at $20mA/cm^2$ of current density in 1M (mol/L) $ZnBr_2$ + 2M KCl + 0.3M EMPBr(1-ethyl-1-methyl pyrrolidinium bromide) electrolyte. The average energy efficiencies of ZBRFB were 74.9% and 74.7% for Nafion117 and SF-600, respectively. The electrolyte added the 1-ethyl-3-methylimidazolium dicyanamide (EMICA) as an additive was tested for the electrolyte in ZBRFB using SF-600 at $30mA/cm^2$ of current density. An average energy efficiency of the ZBRFB was 74.5% and 77.4% for the electrolyte non-added EMICA and added 1wt% of EMICA, respectively. ZBRFB using the electrolyte added EMICA was showed the higher performance than that using the electrolyte non-added EMICA.

• Corrosion Science and Technology
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• v.16 no.2
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• pp.64-68
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• 2017

The interactions between corrosion pits on stainless steel under loading conditions are studied by using a cellular automata model coupled with finite element method at a mesoscopic scale. The cellular automata model focuses on a metal/film/electrolyte system, including anodic dissolution, passivation, diffusion of hydrogen ions and salt film hydrolysis. The Chopard block algorithm is used to improve the diffusion simulation efficiency. The finite element method is used to calculate the stress concentration on the pit surface during pit growth, and the effect of local stress and strain on anodic current is obtained by using the Gutman model, which is used as the boundary conditions of the cellular automata model. The transient current characteristics of the interactions between corrosion pits under different simulation factors including the breakdown of the passive film at the pit mouth and the diffusion of hydrogen ions are analyzed. The analysis of the pit stability product shows that the simulation results are close to the experimental conclusions.

• Journal of Surface Science and Engineering
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• v.51 no.4
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• pp.237-242
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• 2018

We report on the fabrication and photoelectrochemical (PEC) properties of a ZnO nanorod array structure as an efficient photoelectrode for hydrogen production from sunlight-driven water splitting. Vertically aligned ZnO nanorods were grown on an indium-tin-oxide-coated glass substrate via seed-mediated hydrothermal synthesis method with the use of a ZnO nanoparticle seed layer, which was formed by thermally oxidizing a sputtered Zn metal thin film. The structural and morphological properties of the synthesized ZnO nanorods were examined using X-ray diffraction and scanning electron microscopy, as well as Raman scattering. The PEC properties of the fabricated ZnO nanorod photoelectrode were evaluated by photocurrent conversion efficiency measurements under white light illumination. From the observed PEC current density versus voltage (J-V) behavior, the vertically aligned ZnO nanorod photoelectrode was found to exhibit a negligible dark current and high photocurrent density, e.g., $0.65mA/cm^2$ at 0.8 V vs Ag/AgCl in a 1 mM $Na_2SO_4$ electrolyte. In particular, a significant PEC performance was observed even at an applied bias of 0 V vs Ag/AgCl, which made the device self-powered.

• Journal of Hydrogen and New Energy
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• v.26 no.4
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• pp.324-330
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• 2015

The electrolyte flow rates of vanadium redox flow battery play very important role in terms of ion transfer to electrolyte, kinetics and pump efficiency in system. In this paper a vanadium redox flow battery single cell was tested to suggest the optimization criteria of electrolyte flow rates on the efficiencies. The compared electrolyte circulation flow rates in this experimental work were 15, 30 and 45 mL/min. The charge/discharge characteristics of the flow rate of 30 mL/min was the best out of all flow rates in terms of charging and discharging time. The current efficiencies, voltage efficiencies and energy efficiencies at the flow rate of 30 mL/min were the best. The IR losses obtained at thd current density of $40mA/cm^2$, at the flow rates of 15, 30 and 45 mL/min were 0.085 V, 0.042 V and 0.115 V, respectively. The charge efficiencies at the current density of $40mA/cm^2$ were 96.42%, 96.45% and 96.29% for the electrolyte flow rates of 15, 30 and 45 mL/min, respectively. The voltge efficiencies at the current density of $40mA/cm^2$ were 77.34%, 80.62% and 76.10% for the electrolyte flow rates of 15, 30 and 45 mL/min, respectively. Finally, the energy efficiencies at the current density of $40mA/cm^2$ were 74.57%, 77.76% and 73.27% for the electrolyte flow rates of 15, 30 and 45 mL/min, respectively. The optimum flow rates of electrolytes were 20 mL/min in most of operating variables of vanadium redox flow battery.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2006.06a
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• pp.519-520
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• 2006

Research was performed to increase the efficiency of a plasma reactor for $H_2$ yield. In the preceding studies $H_2$ was increased by adding Ni as a transitional metal catalyst and $TiO_2$ as a photocatalyst. In these experiments, it was found that distilled water, discharge frequency, and electrode configuration had a significant impact on $H_2$ generation. A substantial amount of hydrogen yield was observed at 2 kHz of discharge frequency and 12 kV of applied voltage. Within this favorable discharge conditions, the weight rate of $TiO_2$ and Ni powders was investigated. Plasma phenomenon was measured by electrical, optical and acoustical devices. It was found that emitted light, electric current and acoustical signals acquired from the discharge demonstrated systematical correlation. Changing the electrode's configuration allowed discharge distribution along the perimeter of the electrode's tip, which increased the density of streamers and plasma energy loadings, as the value of inception voltage for the discharge propagation decreased.

• Journal of Hydrogen and New Energy
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• v.28 no.1
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• pp.56-62
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• 2017

Although most electricity production contributes to air pollution, the vehicle organizations and environmental agency categorizes all EVs as zero-emission vehicles because they produce no direct exhaust or emissions. Currently available EVs have a shorter range per charge than most conventional vehicles have per tank of gas. EVs manufacturers typically target a range of 160 km over on a fully charged battery. The energy efficiency and driving range of EVs varies substantially based on driving conditions and driving habits. Extreme outside temperatures tend to reduce range, because more energy must be used to heat or cool the cabin. High driving speeds reduce range because of the energy required to overcome increased drag. Compared with gradual acceleration, rapid acceleration reduces range. Additional devices significant inclines also reduces range. Based on these driving modes and climate conditions, this paper discusses the performance characteristics of EVs on energy efficiency and driving range. Test vehicles were divided by low / high-speed EVs. The difference of test vehicles are on the vehicle speed and size. Low-speed EVs is a denomination for battery EVs that are legally limited to roads with posted speed limits as high as 72 km/h depending on the particular laws, usually are built to have a top speed of 60 km/h, and have a maximum loaded weight of 1,400 kg. Each vehicle test was performed according to the driving modes and test temperature ($-25^{\circ}C{\sim}35^{\circ}C$). It has a great influence on fuel efficiency amd driving distance according to test temperature conditions.

• Journal of Advanced Marine Engineering and Technology
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• v.35 no.4
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• pp.406-413
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• 2011

Recently the fuel cell has been spotlighted as a technology to reduce greenhouse gases emission from a ship. In this research, internal reforming 500kW solid oxide fuel cell stacks fueled by methane for a ship were developed. Characteristics of power and efficiency depending on the number of cells in the stack, hydrogen conversion ratio, and active area of the cell are evaluated. Also the effects of air and methane supplying conditions on performance are analyzed. As a result, as the number of cells, hydrogen conversion ratio, active area of the cell, or supplied air flow rate increase, the stack power and efficiency increase. When the methane flow rate increases, the power increases. However the efficiency decreases. In addition, the case at the current of 976.4 A, voltage of 529.1 V, with corresponding power of 516.6 kW shows that the efficiency of fuel cell stack is 42.91%.

• Journal of the Microelectronics and Packaging Society
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• v.28 no.4
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• pp.85-89
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• 2021

AlGaN-based UV-C light-emitting diodes (LEDs) were applied for p-type activation by electrochemical potentiostatic activation (EPA). The p-type activation efficiency was increased by removing hydrogen atoms through EPA treatment using a neutral Mg-H complex that causes high resistance and low conductivity. A neutral Mg-H complex is decomposed into Mg^- and H⁺ depending on the key parameters of solution, voltage, and time. The improved hole carrier concentration was confirmed by secondary ion mass spectroscopy (SIMS) analysis. This mechanism eventually improved the internal quantum efficiency (IQE), the light extraction efficiency, the leakage current value in the reverse current region, and junction temperature, resulting in better UV-C LED lifetime. For systematic analysis, SIMS, Etamax IQE system, integrating sphere, and current-voltage measurement system were used, and the results were compared with the existing N₂-annealing method.

• Analytical Science and Technology
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• v.9 no.2
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• pp.161-167
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• 1996

An investigation was made of possible ways in which one could control the relative rates of cadmium deposition and hydrogen evolution by binary additive systems. Benzyl alcohol was employed as an additives due to its ability to form a hydrophobic film which inhibit the electroreduction of water to form hydrogen. The second additive was chosen to make the cadmium(II) ion less hydrophilic and increase its ability to cross the hydrophobic benzyl alcohol film and be electrodeposited at the cathode. It was shown by voltammetric and current efficiency studies that ion pairing and complexing additives could be used to accelerate the reduction of cadmium in the presence of the benzyl alcohol film. It was also shown that the benzyl alcohol film lowered the dielectric constant of the solution near the electrode enough to obtain ion pairing between the sodium ion and the negative chloride complex of cadmium and accelerate the reduction of the cadmium. This acceleration did not occur in the sulfate solution in the absence of chloride since cadmium(II) is primarily present as a positive aquo complex and ion pairing, if it occured, would not accelerate but would hinder reduction of cadmium.

• Journal of Hydrogen and New Energy
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• v.28 no.3
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• pp.287-294
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• 2017

EVs manufacturers typically target a range of 300 km on a fully charged battery. Many studies have been conducted to improve these disadvantages. As a results, the mileage of EVs is expected to increase significantly. However, as the distance traveled by EVs increases, current test method (SCT) have many difficulties. The biggest problem is that it takes a lot of time to test an EVs and greatly increases the error rate during the test period. In order to solve these problems, this paper discusses the fuel economy test method of EVs for energy efficiency and mileage. The comparison of test methods was achieved by chassis dynamometer test about EVs. These review of test methods are intended to both improve testing efficiency and provide a practical testing methodology that can be easily adapted to accommodate future testing enhancements. In conclusion, the results of MCT mode and SCT mode comparison show similar results within 3 %, confirming that the test method is appropriate. Also, as the CSCM distance becomes shorter in the MCT mode, the mileage becomes longer and the fuel economy becomes lower. As a result, the error from the SCT test results is expected to increase. In order to minimize the error of SCT measurement fuel economy, it is recommended to maximize the CSCM driving distance. However, since the timing of the EOT is not clearly known, it is reasonable to define the allowable range of the CSCE to be within 20 % of the MCT total mileage.