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CO2-neutral hydrogen storage with a bicarbonate/formate system

Boddien
Reversible hydrogen storage cycle based on the redox system bicarbonate/formate. Source: Boddien et al. Click to enlarge.

Researchers at the Leibnitz Institute for Catalysis (Rostock, Germany) have introduced a new approach to hydrogen storage that is based on simple salts of formic acid and carbonic acid. A paper on their work is published in the journal Angewandte Chemie.

Practical hydrogen storage materials must take up and give off hydrogen at standard pressure and room temperature; accommodate a large amount of hydrogen in as little space as possible; and release it rapidly and on-demand. Metal hydride tanks store hydrogen in a relatively manageable volume but are very heavy and expensive, as well as operating only at high temperatures or far too slowly.

In addition to organic hydrogen storage materials such as methanol and methane, researchers have been interested in formic acid (HCO2H) and its salts, known as formates, for the generation of hydrogen. These chemical compounds are nontoxic and stable with a hydrogen content of 4.4 wt % (FA) and 2.35 wt % (for NaHCO2/H2O). As formates are noncorrosive and nonirritating, they are also easy to handle, Boddien et al. note in their paper.

A fundamental problem with the use of these storage materials is the separation of the carbon dioxide formed when the hydrogen is released. The team from Rostock has now successfully used a special ruthenium catalyst that catalyzes both the release and uptake of hydrogen to establish a reversible, CO2-free hydrogen storage cycle.

Ideally, the hydrogen carrier, CO2, should be re-used and a closed carbon cycle should be achieved. Therefore, trapping carbon dioxide in the dehydrogenation process is fundamental. Unfortunately, this has not yet been achieved. Here, we describe for the first time the design of a reversible hydrogen storage cycle based on the redox system bicarbonate/formate.

Our concept has the following advantages: Compared to carbon dioxide, solid bicarbonates are easy to handle and highly soluble in aqueous media (96 g L-1 NaHCO3 at 20 °C in H2O). The resulting aqueous bicarbonate solution can be catalytically converted to a formate solution under much milder conditions than those required for reactions of methanol or methane. The nontoxic aqueous solution of formate is easily stored and transported. Finally, hydrogen can be released on demand in the presence of a suitable catalyst. Again, this hydrogen discharge can be performed at or below room temperature.

Most importantly, after full conversion of the formate, the bicarbonate solution may be recharged with hydrogen to close the cycle. To the best of our knowledge, no catalyst system has yet been described that can facilitate both reaction pathways under basic conditions and also trap the CO2 formed in the dehydrogenation.

—Boddien et al.

Bicarbonates are a component of many natural stones and are also commonly used as baking powder or sherbet (sodium bicarbonate, NaHCO3).

In their study, they achieved hydrogenation of NaHCO3 to sodium formate in 96% yield at 70 °C in water/THF without additional CO2. Dehydrogenation of sodium formate was achieved with high conversion (> 90 %) under ambient temperature (30 °C). In contrast to their earlier studies on the dehydrogenation of formic acid/amine adducts, this new process is amine-free.

Our new concept has a number of advantages. In comparison to CO2, solid bicarbonate is easy to handle and is very soluble in water. The resulting bicarbonate solution can be catalytically converted to a formate solution under much milder conditions than those required for the reactions to form methane or methanol.

—Matthias Beller

In addition, the harmless solid could easily be stored and transported. Retrieval of the hydrogen occurs at room temperature or even lower.

Most important is that a closed carbon cycle is now possible because the resulting bicarbonate can simply be loaded up with hydrogen again.

—Matthias Beller

Resources

  • Albert Boddien, Felix Gärtner, Christopher Federsel, Peter Sponholz, Dörthe Mellmann, Ralf Jackstell, Henrik Junge, and Matthias Beller (2011) CO2-“Neutral” Hydrogen Storage Based on Bicarbonates and Formates. Angewandte Chemie International Edition doi: 10.1002/anie.201101995

Comments

HarveyD

Reloading the bi-carbonate with hydrogen over and over again to feed a PEM FC seems easy but it is still more complex than quickly recharging a battery pack with plain clean electricity.

It may have a chance if it can be made smaller, lighter and cheaper (including the PEM FC) than future battery packs. It is a very tall order.

SJC

If I can get 5% storage, that would be more than 4 kilos of H2 in 200 pounds of adsorbant. 200 pounds of batteries might store 15kWh which can take me 60 miles, the 4 kilos can take me more than 150 miles using a PEMFC.

Engineer-Poet

You're ignoring the weight of the PEMFC and its systems; the battery is its own energy converter.

SJC

If the fuel cell weighs 200 pounds I am still ahead of the game.

Nick Lyons

Hmmm. I don't think there's enough information here to estimate the weight of a full system (tanks/pumps/controls/etc.). Also, a real-world fuel-cell car is likely going to be some kind of electric hybrid, with some weight dedicated to batteries for transient power demands. OTOH, that should reduce the needed size/capacity of the fuel cell.

In any event, this looks promising for H2 storage.

SJC

With enough batteries you may not need a 100kW fuel cell. The Equinox and Clarity had larger fuel cells, but something like the A class Mercedes may not.

They are making PEMFCs that run above 212F so the balance of system components are not as extensive. If you only need a 40-50kW fuel cell to act as a range extender to a PHEV, it might not weigh much.

The trade off with adsorbants is that you add weight, but the tank can be lighter because of lower pressure to store the same amount of hydrogen. If I can go 200 miles on 4 kg of H2 and fill in 5 minutes for go another 200 miles, then that is a plus.

Scott

Has nobody heard of Cella Energy, which seems to have a much better idea?

http://www.cellaenergy.com/

SJC

There are several H2 storage methods and the DOE is promoting many of them in an attempt to get away from 10,000 psi tanks, which I consider a good thing.

Davemart

Yikes! Untangling the mixture of metric and Imperial units used in the comments, 100kg at 4.4% by weight hydrogen gets about 286 miles of range at 65miles/kg, about that which the Hyundai hits:
http://www.greencarcongress.com/2010/12/fcev-20101222.html#more
This is a bigger and heavier car than is typically used for all electric, so this might compare with a battery car getting around 3 miles/kwh, for 71kwh for 286 miles.

Assuming that we can manage 150wh/kg at the battery level, which is way better than the Leaf does for instance, then the battery pack for 286 miles will weigh 473kg

the weight of a fuel cell stack and ancillaries is around 1kg/kw, so again using the Hyundai for a 100kw fuel cell stack you have added another 100kg, total weight 200kg plus bits and pieces like a not very heavy tank.

Halving the weight of the battery pack to a more realistic 236kg would give you a range of 143 miles for the BEV.

For the fuel cell car the weight of the fuel cells would remain constant, so that give an extra 36kg to play with for the fuel cell car in storage.
That's enough to put the range up to 388 miles.

None of that is too surprising when you consider that hydrogen contains about 36Kwh/kg or so, so at 4% by weigh it is still at 1.44kwh/kg.
At a 70% conversion efficiency that gives about 1kwh/kg, far better than any battery.

SJC

They may make batteries half the weight and size with twice the capacity at half the cost over they years. With the right chemistry, quick charging could be a possibility for longer trips. We will see, we just know that we really don't have that now after 10 years of intensive improvements.

Henry Gibson

The storage materials and equipment make hydrogen heavy and hard to use, and energy is lost in the various conversions.

Sodium sulphur batteries were invented by FORD to power automobiles. They are now being made commercially by NGK for wind farms and power peaking. They can be used without expensive catalysts. There is no reason why cells or cell arrays cannot be quickly swapped. The whole battery does not need to be replaced.
Perhaps sulphur should be the fuel of the future. Who is going to make a sulphur air fuel cell that produces liquid SO2 or SO3 that is saved for recycling. The weight of hydrogen is low, but tanks and storage materials are heavy. The best way to store hydrogen is to combine it with Carbon. An automobile can be made that stores CO2 for later use. ..HG..

Davemart

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