Posted on 04/29/2025 11:58:19 PM PDT by Red Badger
The new catalyst lost less than 1.1 percent power after 90,000 test cycles, far surpassing the U.S. Department of Energy’s 30,000-hour target.
Representational image: Toyota hydrogen fuel cell concept vehicle, 2019. Unsplash/Darren Halstead
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Scientists in the US have designed a new fuel catalyst that has the potential to significantly extend the lifespan of hydrogen fuel batteries to over 200,000 hours, in a bid to develop a clean energy solutions in long-haul transportation.
The research team, led by Yu Huang, PhD, a professor of materials science at the University of California, Los Angeles (UCLA) Samueli School of Engineering, recently unveiled the groundbreaking catalyst design that combines pure platinum with a graphene-protective layer and a porous carbon support.
Capable of powering fuel cells for nearly seven times longer than the U.S. Department of Energy’s (DOE) 2050 target which stands at 30,000 hours for heavy-duty proton exchange membrane fuel cell systems, the advancement promises to bring sustainable long-haul tracking closer to reality by tackling one of the most persistent technical challenges – durability.
Fuel cell breakthrough
Despite making up only about 5 percent of all vehicles, medium- and heavy-duty trucks are responsible for nearly a quarter of all automotive greenhouse gas emissions. While batteries offer a clean solution, their weight and slow charging times limit their use for large, long-distance vehicles.
“With a projected power output of 1.08 watts per square centimeter, fuel cells featuring the new catalyst can deliver the same performance as conventional batteries that weigh up to eight times more,” the researchers said. In contrast, hydrogen fuel cells offer faster refueling and a much lighter alternative, but persistent catalyst degradation has, until now, limited their wider adoption.
VIDEOS AT LINK.............
Fuel cells generate electricity by converting hydrogen’s chemical energy, emitting only water vapor as a byproduct. While this makes them a promising alternative for cleaner transportation, conventional platinum-alloy catalysts, used to speed up the chemical reaction, tend to lose effectiveness over time as alloying metals leach out under harsh conditions.
To tackle the issue, the researchers engineered an innovative particles-within-particles structure by embedding ultrafine platinum nanoparticles into graphene pockets, leveraging graphene’s extraordinary strength and conductivity. They then nested these graphene-encased particles within a porous carbon support material called Ketjenblack.
The design reportedly shields the platinum from the degradation typically seen in alloy-based catalysts, even during the intense voltage cycling required for heavy-duty vehicles.
Shaping the future of heavy-duty transport
“Heavy-duty fuel cell systems must withstand harsh operating conditions over long periods, making durability a key challenge,” Huang explained, adding that the pure platinum catalyst, reinforced with a graphene-based shield, prevents alloying element leaching and overcomes the weaknesses of conventional platinum alloys.
“This innovation ensures that the catalyst remains active and robust, even under the demanding conditions typical of long-haul applications,” he concludes in a press release.
The researchers were stunned by the outcome of the accelerated stress test, which simulated real-world driving conditions with 90,000 voltage cycles. The catalyst demonstrated a power loss of less than 1.1 percent, a performance far exceeding the 10 percent loss typically considered excellent.
According to Huang, this level of durability projects a system lifespan of over 200,000 hours, massively exceeding DOE’s goal of 30,000 hours for heavy-duty fuel cells.
Beyond performance, the novel technology could also make hydrogen infrastructure cheaper to deploy than nationwide electric vehicle charging networks, further accelerating the shift to cleaner trucking. If adopted widely, it could drastically reduce emissions from one of transportation’s most polluting sectors, ultimately bringing clean, efficient, long-haul trucking within reach.
The team’s achievement builds on earlier work, where they developed a fuel cell catalyst for light-duty vehicles that lasted 15,000 hours, nearly double the DOE’s 8,000-hour goal.
The study has been published in the journal Nature Nanotechnology.
https://www.nature.com/articles/s41565-025-01895-3
These are electricity-producing hydrogen fuels cells.
They don't burn hydrogen for internal combustion.
Great demonstration project! Only problem is that hydrogen is the smallest molecule, and will escape (permeate its way through) all steel containers, transmission pipes and valves at the rate of 1% daily.
It is more efficient to run an EV on fossil fuels generated electricity. Than to use that same electricity to make hydrogen that fuel cell vehicles will run on.
Hydrogen is not a fuel. There are no hydrogen mines, no hydrogen wells. Hydrogen has to be made using electricity.
Hydrogen is a terribly inefficient storage medium. You input more energy manufacturing and transporting hydrogen than you get out.
You would think that hydrogen grew on trees.
They are getting close to the Holy Grail on storing hydrogen. Fron Grok.
Storing hydrogen without leakage is challenging but possible with the right materials and engineering. Hydrogen’s small molecular size and low viscosity make it prone to escaping through microscopic gaps in storage systems. However, advancements in materials science and storage technology have led to effective solutions:
High-Pressure Gas Cylinders: Using composite materials like carbon fiber reinforced with impermeable liners (e.g., high-density polymers or aluminum) can minimize leakage. Type IV cylinders, designed for 700 bar pressure, have near-zero permeation rates when properly sealed.
Liquid Hydrogen Tanks: Storing hydrogen as a cryogenic liquid at -253°C reduces its volume and leakage potential. Double-walled, vacuum-insulated tanks with materials like stainless steel or advanced composites prevent leaks, though boil-off (vaporization) must be managed.
Metal Hydrides: Hydrogen can be absorbed into metal alloys (e.g., magnesium or titanium-based) and released when needed. These systems have negligible leakage since hydrogen is chemically bound, but they’re heavier and slower to charge/discharge.
Chemical Storage: Hydrogen can be stored in liquid organic hydrogen carriers (LOHCs) or ammonia, which are stable and leak-proof at ambient conditions. These require energy to release the hydrogen, impacting efficiency.
Underground Storage: Large-scale storage in salt caverns or depleted gas fields has been used successfully (e.g., in the U.S. and Europe). These geological formations are naturally impermeable, preventing leaks over long periods.
Challenges:
Material Permeation: Even advanced materials can experience slow diffusion over time, especially under high pressure or temperature swings.
Seals and Valves: Imperfect seals or micro-cracks in fittings are common leakage points, requiring rigorous maintenance.
Cost: Leak-proof systems often involve expensive materials or complex designs, impacting scalability.
Real-World Evidence: Facilities like hydrogen refueling stations and industrial storage sites (e.g., Air Liquide’s facilities) demonstrate near-zero leakage with proper engineering. For example, Type IV composite tanks in automotive applications achieve leakage rates below 0.01% per month.
To ensure no leakage, select storage methods based on scale, duration, and application, and prioritize regular inspection and maintenance. If you have a specific use case or scale in mind, I can dig deeper into tailored solutions.
So the ultimate next question is; will the government choose a winner/loser here with endless taxpayer subsidies?
Only 10 years away!
Let the market decide..............
If you think about it, a hydrogen fuel cell powered vehicle regardless of size, is just an EV with a different, lighter ‘battery’...............
Those were IC engines running on hydrogen gas.
These are EVs running on Hydrogen Fuel Cells that produce the electricity.............
Let the market decide.............
bkmk
It’s still an EV under the hood....Just a different type Electricity source.............
H2 will escape the transmission pipes in the hydrogen infrastructure that will never happen.
H2 is top A+++ rated for demonstration projects that are impossible to scale up. H2 is a hardy perennial for these demo projects, many that have been US taxpayer funded.
“It’s still an EV under the hood....Just a different type Electricity source.......”
Lets use fossil fuel generated electricity to make hydrogen. Then lets use this hydrogen to make electricity to power the vehicle. This makes 4 energy transitions. Lots of energy dissipated there.
The Earth is covered 70% by hydrogen compound. Solar power can be used to generate the electricity to separate the oxygen. It can be manufactured anywhere with lots of sun. Equatorial countries especially could become the new Saudi Arabias of hydrogen production. Even floating corporate platforms at sea in international waters could be used to manufacture it for their home countries in the north and south. The process is simple enough and could scale up quickly...............
As far as huge solar power installations goes. See how the Chinese build some on mountainsides. Non arable land https://global.chinadaily.com.cn/a/201812/24/WS5c20c565a3107d4c3a00290f_3.html
This still a battery. Its energy comes from elsewhere. Until that problem is addressed this is just silly.
The infrastructure development requirements to build a practical hydrogen fueling capability are harder than even upgrading electric power generation and transmission systems to charge electric cars.
And that does not even address the nuclear power generation capacity needed to generate the electricity to generate the high volumes of hydrogen needed to fuel a vehicle.
This is a significant development for practical regenerative solar/electric systems for remote, off grid electric systems and is an enabling tech for applications like practical commercial airships.
As a practical concern, the rupture and subsequent explosion of a semi tractor truck sized 700 bar hydrogen storage vessel in a crash would be a very energetic event.
Missing from the story is the fact that even though the fuel cells weigh much less than batteries, the trucks will still be required to transport the hydrogen fuel. Even when transported at 10,000 psi, hydrogen requires 7 times the volume compared with diesel fuel. That means times as big fuel tanks, not including the volume of the tank material. Steel tanks are very thick at that pressure.
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