Ammonia for power

Reducing CO2 emissions is an urgent global priority. The enforcement of a CO2 tax, stringent regulations, and investment in renewables are some of the mitigation strategies currently in place. For ...

The prospect of hydrogen storage using liquid organic hydrogen carriers

Liquid organic hydrogen carriers for transportation and storing of renewable energy: Review and discussion

Future energy systems will be determined by the increasing relevance of solar and wind energy. Crude oil and gas prices are expected to increase in the long run, and penalties for CO2 emissions will become a relevant economic factor. Solar- and wind-powered electricity will become significantly cheaper, such that hydrogen produced from electrolysis will be competitively priced against hydrogen manufactured from natural gas. However, to handle the unsteadiness of system input from fluctuating energy sources, energy storage technologies that cover the full scale of power (in megawatts) and energy storage amounts (in megawatt hours) are required. Hydrogen, in particular, is a promising secondary energy vector for storing, transporting, and distributing large and very large amounts of energy at the gigawatt-hour and terawatt-hour scales. However, we also discuss energy storage at the 120–200-kWh scale, for example, for onboard hydrogen storage in fuel cell vehicles using compressed hydrogen storage. This arti...

Hydrogen Storage Technologies for Future Energy Systems

A review of optimization and decision-making models for the planning of CO2 capture, utilization and storage (CCUS) systems

A Review of Post-combustion CO2 Capture Technologies from Coal-fired Power Plants

The share of global CO2 emissions deriving from the cement industry is about 5%. More than 50% of these are process-related and cannot be avoided. This paper addresses the application of CO2 capture technology to the cement industry. Analyses focusing on post-combustion technology for cement plants are carried out on the basis of detailed model calculations. Different heat supply variants for the regeneration of loaded wash solution were investigated. CO2 avoidance costs are in a range of 77 to 115 EUR/tCO2. The achievable CO2 avoidance rate for the investigated cases was determined to be 70% to 90%. CO2 reduction potentials were identified using CCS technology, focusing on the German cement industry as a case study. The results show that adopting carbon capture technology could lead to a significant reduction in CO2 emissions.

https://www.mdpi.com/1996-1073/12/12/2432/pdf

Carbon Capture for CO2 Emission Reduction in the Cement Industry in Germany

Liquid Organic Hydrogen Carriers (LOHC): An auspicious alternative to conventional hydrogen storage technologies

Flavor deterioration of liquid endosperm in postharvest tender coconut revealed by LC-MS-based metabolomics, GC-IMS and E-tongue

Summary To prevent the catalysts in fuel cell systems fr om poisoning by sulfur containing substances the fuel to be used must be desulfurized to a maximum of 10 ppmw of sulfur. Since the conventional hydrodesulfurization process employed in the refinery industry is not suitable for mobile fuel cell applications (e.g. auxiliary power units, APUs), the present study aims at developing an alternative process and determining it s technical feasibility. A large number of processes were assessed with respect to their application in fuel cell APUs. The results revealed that a two-step process combining pervaporation and adsorption is a suitable process for the on-board desulfurization of jet fuel. The investigations to evaluate this process are presented in this paper. Seven different membrane materials and ten sorbent materials were screened to choose the most suitable candidates. Further laboratory experiments were conducted to optimize the operating conditions and to collect data for a pilot plant design. Different jet fuel qualities with up to 1650 ppmw of sulfur can be desulfurized to a level of 10 ppmw. 1 Introduction Fuel cells are well suited for on-board power supply in aircraft, ships and heavy duty vehicles. The use of fuel cell systems in aircraft offers the possibility to simplify the aircraft layout. Important systems in aircraft, i.e. the gas turbine powered auxiliary power unit (APU) for electricity supply, the fuel tank inerting system and the water tank, can be substituted by one single system, the fuel cell system. The waste heat of the fuel cell system can be used for ice protection. These measures reduce the consumption of jet fuel, increase aircraft efficiency and allow operation with low emissions. Additionally, the costs for aircraft related investments, for aircraft maintenance and operation can be reduced. APUs driven by conventional gas turbines operate at an efficiency of about 15% on the ground [1], while an APU based on autothermal reforming of diesel or gasoline in combination with a Polymer Electrolyte Fuel Cell (PEFC) can achieve a system efficiency of up to 3637% [2, 3]. To operate fuel cells with the fuel available on board, the fuel is converted into a hydrogen-rich gas by a process of catalytic reforming. Since both the catalysts in the reformer and in the fuel cell can be deactivated by the sulfur compounds contained in the fuel, the liquid fuel must be desulfurized to a level with a maximum of 10 ppmw (parts per million by weight) of sulfur [4, 5, 6]. Whereas diesel fuel for road vehicles within the EU is already desulfurized at the refinery, jet fuel is permitted to have up to 3000 ppmw of sulfur worldwide [7, 8]. An analysis of fuel samples showed that jet fuel with a total sulfur content ranging from 300 ppmw to 700 ppmw has been marketed in Europe. On-board desulfurization is therefore required for the use of fuel cell auxiliary power units (APUs) in aircraft.

/pdf/desulfurization-of-jet-fuel-for-fuel-cell-based-apu-systems-36knxrwqsq.pdf

Desulfurization of Jet Fuel for Fuel Cell-based APU Systems in Aircraft

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