Abstract: A separator scrubber (58) and isolation loop (78) decontaminates a fuel reactant stream of a fuel cell (12). Water passes over surfaces of an ammonia dissolving means (61) within the scrubber (58) while the fuel reactant stream simultaneously passes over the surfaces to remove contaminants from the fuel reactant into the water. An accumulator (68) collects the separated contaminants and water, and an isolation loop pump (84) directs flow of the separated contaminant stream through the isolation loop (78). A heat exchanger (86) and an ion exchange bed (88) modify the heat of, and remove contaminants from, the separated contaminant stream, and the isolation loop (78) directs the decontaminated stream back onto the packed bed (62)-. Separating contaminants from the fuel reactant stream and then isolating and concentrating the separated contaminants within the ion exchange bed (88) minimizes cost and maintenance requirements.

Abstract: A separator scrubber (58) and isolation loop (78) decontaminates a fuel reactant stream of a fuel cell (12). Water passes over surfaces of an ammonia dissolving means (61) within the scrubber (58) while the fuel reactant stream simultaneously passes over the surfaces to remove contaminants from the fuel reactant into the water. An accumulator (68) collects the separated contaminants and water, and an isolation loop pump (84) directs flow of the separated contaminant stream through the isolation loop (78). A heat exchanger (86) and an ion exchange bed (88) modify the heat of, and remove contaminants from, the separated contaminant stream, and the isolation loop (78) directs the decontaminated stream back onto the packed bed (62)-. Separating contaminants from the fuel reactant stream and then isolating and concentrating the separated contaminants within the ion exchange bed (88) minimizes cost and maintenance requirements.

Abstract: During normal operation of a truck engine (12), a catalytic partial oxidizer (30) provides syngas (hydrogen and carbon monoxide) to regenerate NOx traps (35), for brief periods of time, or diverted (33) to the inlet (13) of an engine (12) via the EGR system (43–46). Some hydrogen is extracted from syngas by a palladium membrane separator (63) and passed to the fuel inlet (52) of a fuel cell stack (51). The stack (51) provides auxiliary electric power to the truck. Humid air from the air outlet (55) of the stack is provided to a fuel/exhaust/air static mixer (25). A methanator (66) may convert CO, leaked through the palladium membranes, into CH4. Water/gas shift or steam reformer catalyst (76) at the inlet to or inside of the palladium membranes separator may provide some additional H2.

Abstract: Either (a) the exhaust (20) of an engine (9) and/or (b) inlet air (11) is sent to a hydrogen generator (22) along with diesel fuel (18) to produce hydrogen and carbon monoxide (26) for either (c) mixing with the mainstream of exhaust fed to a catalytic converter (28) or (d) regenerating a pair of NOx adsorption traps (35, 36), thereby reducing oxides of nitrogen (NOx) to provide system exhaust (29) which may have less than 0.20 grams/bhp/hr of NOx and 0.14 grams/bhp/hr of non-methane hydrocarbons. A water recovery unit (52, 63) may extract water from either the exhaust or the effluent of the NOx traps to humidify inlet air (11) for mixture with fuel. Inlet air (11) may be humidified in an air bubbling humidifier (72) that receives water from a condenser (76) that uses inlet air to cool NOx trap effluent.

Abstract: During normal operation of a truck engine (12), a catalytic partial oxidizer (30) provides syngas (hydrogen and carbon monoxide) to regenerate NOx traps (35), for brief periods of time, or diverted (33) to the inlet (13) of an engine (12) via the EGR system (43-46). Some hydrogen is extracted from syngas by a palladium membrane separator (63) and passed to the fuel inlet (52) of a fuel cell stack (51). The stack (51) provides auxiliary electric power to the truck. Humid air from the air outlet (55) of the stack is provided to a fuel/exhaust/air static mixer (25). A methanator (66) may convert CO, leaked through the palladium membranes, into CH4. Water/gas shift or steam reformer catalyst (76) at the inlet to or inside of the palladium membranes separator may provide some additional H2.

Abstract: A hydrogen desulfurizer (11) includes a tank (17) designed for downflow of hydrocarbon feedstock containing a plurality of layers (41-44) of catalyst interspersed with layers (46-49) of adsorbent. The layers may all comprise baskets, the adsorbent comprising pellets, such as zinc oxide pellets; the catalysts may be wash-coated on catalyst support such as monolith or foams, or may be wash-coated on netted wire mesh instead of being contained in a basket. The catalyst is heated to between about 442° F. (250° C.) and about 932° F. (500° C.). A mini-CPO (36) supplies hydrogen to the desulfurizer (11). Heaters (53, 55), which may either be electric or circulating heated fluid may also be used.

Abstract: Either (a) the exhaust (20) of an engine (9) and/or (b) inlet air (11) is sent to a hydrogen generator (22) along with diesel fuel (18) to produce hydrogen and carbon monoxide (26) for either (c) mixing with the mainstream of exhaust fed to a catalytic converter (28) or (d) regenerating a pair of NOx adsorption traps (35, 36), thereby reducing oxides of nitrogen (NOx) to provide system exhaust (29) which may have less than 0.20 grams/bhp/hr of NOx and 0.14 grams/bhp/hr of non-methane hydrocarbons. A water recovery unit (52, 63) may extract water from either the exhaust or the effluent of the NOx traps to humidify inlet air (11) for mixture with fuel. Inlet air (11) may be humidified in an air bubbling humidifier (72) that receives water from a condenser (76) that uses inlet air to cool NOx trap effluent.

Abstract: A compact and efficient fuel reformer which is operable to produce a hydrogen-enriched process fuel from a raw fuel such as natural gas, or the like includes a compact array of catalyst tubes which are contained in a heat-insulated housing. The catalyst tube array preferably includes a multitude of catalyst tubes that are arranged in a hexagonal array. The housing includes internal hexagonal thermal insulation so as to ensure even heating of the catalyst tubes. The diameter of the tubes is sized so that spacing between adjacent tubes in the array can be minimized for efficient heat transfer. The interior of each of the catalyst tubes includes a hollow dead-ended central tube which serves as a fines trap for collecting catalyst fines that may become entrained in the fuel stream. The catalyst tubes are also provided with an upper frusto-conical portion which serves to extend the catalyst bed and provide a catalyst reserve.

Abstract: The temperature of the end cells in a fuel cell stack is controlled by means of auxiliary coolant plates. Outwardly of the end cells in the fuel cell stack there are disposed thermal and electrical insulating plates, and outwardly of the insulating plates there are disposed metal pressure plates. The temperature of the end cells of the stack is controlled by means of auxiliary coolant plates which are connected to the main coolant circulation lines and which are sandwiched between the insulating plates and the pressure plates at each end of the stack. In this way, the outer surface of the insulating plates is kept at substantially the same temperature as the inner surface thereof thus minimizing heat loss across the insulating plates from the end cells in the stack.