第六章 結論與未來展望
6.2 未來工作
在 Type A 與 Type B 的設計中，由於空氣側流道的設計相同，使得電池總體的效率 是幾乎一樣的。而此設計中空氣受邊界影響使得電池兩側的氧氣流量較低，對此若要進 一步分析可以將空氣側的流道寬度加寬，使降低邊界的影響讓空氣側流場能更均勻分佈，
藉此提高空氣與陰極的接觸面積來提升發電效率，如圖(6-1)所示。
在 Type C 的設計中，我們可發現氫氣有提早用完的現象，而電池兩邊角落的氫氣 仍然還有剩。對此我們可以針對這部分嘗試再進行幾何尺寸的設計改善，縮短進出口之 間的距離，強迫較多的氫氣往中間對角線移動，藉此提高燃料使用率，如圖(6-2)所示。
圖(6- 1) 空氣側流道加寬示意圖
圖(6- 2) 縮短 Type C 設計進出口之間的距離示意圖
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圖(A- 1) 電池堆不同氣體流道入口直徑切面壓降分佈比較
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附錄 B
為確認包含前後流場的電池堆可否先以單電池組進行模擬預估，進行 3 單電池組的 電池堆模擬分析。由於電池堆為 3 單電池組組成，電池堆入口流量為單電池組的 3 倍，
其他邊界條件則一樣，其模型如下圖(B-1)所示。
分析後發現，單電池與多電池堆在 I-V 曲線的電池平均能量密度上大致吻合，圖 (B-4)。觀察電池堆的氫氣分佈狀況也發現其分佈上是均勻的，圖(B-3)。因此，我們為 節省計算時間，先對單電池組進行設計分析是可行的方法。
圖(B- 1) 3 電池組電池堆模型
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圖(B- 2) 單電池與 3 電池組電池堆 I-V 曲線比較
類型 Max power density (mW/cm2) 1 Cell 629
3 Cell 639.1 (1.5%)
表(B- 1) 單電池與 3 電池組電池堆最大能量密度(max power density)比較
圖(B- 3) 3 電池組電池堆氫氣截面分佈(H2 mole fraction)，1.95V