Abstract
High-Temperature Proton Exchange Membrane Fuel Cell constant current ageing tests highlighted that the characterizations used to monitor the state of health of single cells could be potentially degrading. An experimental campaign to analyze potential degradation due to polarization curves was carried out. More exactly, four methodologies to generate a polarization curve including Electrochemical Impedance Spectroscopies (EIS) were cycled 30 times. The tested single cells were based on a commercial PBI Membrane Electrodes Assembly (MEA) with an active surface of 45 cm2 (BASF Celtec®-P 1100 type). Before the first cycling test and after the last cycling one, complete characterizations, composed by a voltammetry and a polarization curve including EIS, were performed. The results show that one of the MEA has a voltage which increased for one of the four methods to obtain the polarization curve. This growth is linked to a decrease of ohmic losses: in an unexpected way, it could be considered as a way to improve the break-in period. Similarly, the monitoring of CO2 emission (as corrosion has been suspected to be involved at high voltage, i.e. low current density) confirms the potential degradation of the electrodes during the measurement of the polarization curve.
Highlights
1.1 Study contextThe use of fuel cells for aeronautical applications is proposed as one of the technological solutions, in order to decarbonize this sector responsible for 2-6 % of the global radiative forcing [1]
As part of the PIPAA ("PIle à combustible Pour Applications Aéronautiques") project led by Safran Power Units, a fuel cell system is to be developed to supply a number of secondary loads on a business aircraft [6]
The test initial phase is composed of different parts: (i) the assembly of the Membrane Electrodes Assembly (MEA) in the box, (ii) the box installation in the test bench, (iii) the temperature rise followed by the fuel cell start-up, (iv) the break-in, (v) an initial characterization phase
Summary
The use of fuel cells for aeronautical applications is proposed as one of the technological solutions, in order to decarbonize this sector responsible for 2-6 % of the global radiative forcing [1]. Its main disadvantages compared to the LT-PEMFC are: (i) its longer start-up time (the fuel cell must be preheated to avoid the presence of liquid water harmful to the electrolyte) [9], (ii) accelerated degradative side reactions (catalyzed by the higher temperature) [9], (iii) decreased kinetics of the oxygen reduction reaction (by adsorption of H3PO4 on the platinum catalyst of the electrode) [12,13,14]. Despite these drawbacks, the HT-PEMFC advantages make it an interesting candidate to meet the different expectations
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