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| (a) Composition of exhaust gas from diesel engine; (b) Euro emissions standard for heavy duty vehicles.
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In order to reduce the CO2 emissions in the transportation sector, one can electrify the vehicle, switch to biofuel, or capture and store CO2 on board. In this study, integration of an on board CO2 capture and storage unit with an internal combustion engine has been proposed. The technology can be applied for various internal combustion or Stirling...
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... CO 2 capture from vehicles could be an attractive way to reduce the CO 2 emissions significantly. Figure 1a shows typical composition of exhaust gas from diesel engine. CO 2 and pollutant emissions are about 12 and 1% (CO, HC, NO x , SO 2 , PM), respectively (Majewski and Khair, 2006). ...
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... 2 and pollutant emissions are about 12 and 1% (CO, HC, NO x , SO 2 , PM), respectively (Majewski and Khair, 2006). Figure 1b presents emission standard of European Union for heavy duty vehicles (Delphi, 2012), NO accounts for 90% of total NOx emissions, with the remainder being NO 2 (Hebbar, 2014). The diesel engine has an efficiency of about 35%, and about 25 and 40% energy is lost in cooling system and exhaust heat, respectively (Hossain and Bari, 2014). ...
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... natural gas is used as a fuel in the vehicle. Fuel tank for compressed fuel can also be used to store the compressed product CO 2 . Three pressures for storing compressed CO 2 are considered: 75, 100, and 150 bar. It can be noted in Table 2 that compressed CO 2 volume at 75 bar (811.11 l) is significantly larger when compared at 100 and 150 bar (226.41 l). The mass of storage tanks, for storing compressed CO 2 at different pressures, are calculated as function of CO 2 volume (0.72 kg/liter; Ashok Leyland Report, 2012). Compressed CO 2 storage at 100 or 150 bar found to be better (lowest weight and volume) compared to 75 ...
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... high NO x emission has been reported for H 2 in spark ignition engine due to increase in combustion temperature ( Shivaprasad et al., 2018). Figure 10 presents weight of fuel with storage tank and CO 2 capture system with liquid CO 2 storage, for different fuels. For compressed CH 4 fuel, it is assumed that captured CO 2 can be stored in the same storage tank. ...
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... comparison basis, each vehicle is assumed to be traveled 250 km (diesel fuel), and travel time for each vehicle is reported in the Supplementary Material (Table F). Figure 11 presents percentage added weight of CCS-LS with respect to total weight of vehicle (i.e., empty weight of vehicle + payload on vehicle) and payload on vehicle. For ferry and cruiseship, payloads are estimated based on maximum number of onboard persons. ...
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The purpose of this study is to develop and introduce a novel hybrid energy storage system composed of compressed air energy storage cycle as mechanical storage and amine assisted CO2 capture cycle as chemical energy storage. The novelty of this study is to increase the efficiency of mechanical storage cycle by using chemical storage and in this wa...
Citations
... Despite recent validation of full-scale amine-based CO 2 capture systems [219], the persistent hurdle of costly CO 2 emission reductions has spurred the exploration of innovative technologies [220]. Among these technologies are molten carbonate fuel cells (MCFCs) [221], membranes [222], pressured combustion capture [223], supersonic separator [147], and flow-driven anti-sublimation. ...
Carbon capture and storage is recognized as one of the most promising solutions to mitigate climate change. Compared to conventional separation technologies, supersonic separation is considered a new generation of technology for gas separation and carbon capture thanks to its advantages of cleaning and efficient processes which are achieved using energy conversion in supersonic flows. The supersonic separation works on two principles which both occur in supersonic flows: the energy conversion to generate microdroplets and supersonic swirling flows to remove the generated droplets. This review seeks to offer a detailed examination of the cuttingedge technology for gas separation and carbon dioxide removal in the new-generation supersonic separation technology, which plays a role in carbon capture and storage. The evaluation discusses the design, performance, financial feasibility, and practical uses of supersonic separators, emphasizing the most recent progress in the industry. Theoretical analysis, experiments, and numerical simulations are reviewed to examine in detail the advances in the nucleation and condensation characteristics and the mechanisms of supersonic separation, as well as new applications of this technology including the liquefaction of natural gas. We also provide the perspective of the challenges and opportunities for further development of supersonic separation. This survey contributes to an improved understanding of sustainable gas removal and carbon capture by using the newgeneration supersonic separation technology to mitigate climate change.
... In TVSA, the adsorbent is preloaded to its maximum extent in the first column. Thereafter, the adsorption is done in two-columns arrange in series to filter the waste air stream (Sharma & Maréchal, 2019). Following adsorption, adsorbent regeneration is started to desorb CO2 from the adsorbent at the selected regeneration temperature. ...
... As the adsorbent is cooled to the temperature of adsorption for the second sequence of the adsorption/desorption cycle, the effluent CO2 is supplied back into the input gas stream (Lai et al., 2021). This technique seems better than PSA and TSA because of its high productivity (Lai et al., 2021), lesser energy consumption, high CO2 recovery of 97%, and shorter CO2 desorption time, (Sharma & Maréchal, 2019) ...
Indubitably, the combustion of fossils fuels has really hampered the preservation of the environment as it raises the content of CO2 in the atmosphere which consequentially results in global warming. Adsorption process remains the popular technique owing to its cost-effectiveness, faster reaction rates and flexible design. This review detailed the research progress in preparation of modified zeolite-based and novel adsorbents towards enhanced CO2 capture. In addition, the review presents an overview on available techniques of capturing CO2 and mechanism of reaction. Large surface area, distinctive mechanical characteristics and uniform dispersion of the exchangeable cations in the porous framework is prerequisite for high adsorption capacity and stability over zeolite materials. Novel nanostructured and polymeric zeolite composite materials seem promising because they offer solutions to energy-related problems while also contributing to environmental preservation. It is anticipated that this review could offer a conclusive roadmap in the pursuit of a cost-effective, industrially potent adsorbent suited for enhance CO2 capture.
... These research works show that the most widely used CO 2 capture techniques have been absorption in the maritime sector and adsorption in road transport. They have also found that CO 2 storage is the process that consumes the most energy, and it depends on the CO 2 capture rate (CCR), which is why some authors have hybridised an ORC to the CCS system [25][26][27]. The ORC takes waste heat from the engine's exhaust gases to produce power, thus offsetting the energy demand in the CO 2 storage process. ...
... The energy simulations for the CCS-ORC system require temperature, pressure, mass flow, and composition of the exhaust gases as input parameters. Both engines are modelled using the software AVL BOOST and values of these parameters are obtained at four partial engine loads (25,50,75 and 100 %) in the entire rpm range. The theoretical models used in the engine are the Woschni heat transfer model for the heat transfer in the cylinders, the simplified model of boost pressure to obtain the air mass flow, the Re-analogy for the heat transfer in the engine ducts and the Heywood, Patton, Nitschke model for the friction. ...
... The results show that the volume obtained for the CCS-ORC system with a CCR of 100 % represents scarcely 3.4 % of the total volume of a bus that uses the M936G engine and the space that the CCS-ORC system would occupy of a vehicle using an F1C engine represents 10.2 % of the total volume of the vehicle. These values can be diminished through a thorough design process for the heat exchangers, Although the values in the present research coincide with those reported in the literature [25,57]. This process would consider factors such as the type of heat exchanger, geometric configuration, construction material, β, and other design parameters. ...
... In TVSA, the adsorbent is preloaded to its maximum extent in the first column. Thereafter, the adsorption is done in two-columns arrange in series to filter the waste air stream (Sharma & Maréchal, 2019). Following adsorption, adsorbent regeneration is started to desorb CO2 from the adsorbent at the selected regeneration temperature. ...
... As the adsorbent is cooled to the temperature of adsorption for the second sequence of the adsorption/desorption cycle, the effluent CO2 is supplied back into the input gas stream (Lai et al., 2021). This technique seems better than PSA and TSA because of its high productivity (Lai et al., 2021), lesser energy consumption, high CO2 recovery of 97%, and shorter CO2 desorption time, (Sharma & Maréchal, 2019) ...
Indubitably, the combustion of fossils fuels has really hampered the preservation of the environment as it raises the content of CO2 in the atmosphere which consequentially results in global warming. Adsorption process remains the popular technique owing to its cost-effectiveness, faster reaction rates and flexible design. This review detailed the research progress in preparation of modified zeolite-based and novel adsorbents towards enhanced CO2 capture. In addition, the review presents an overview on available techniques of capturing CO2 and mechanism of reaction. Large surface area, distinctive mechanical characteristics and uniform dispersion of the exchangeable cations in the porous framework is prerequisite for high adsorption capacity and stability over zeolite materials. Novel nanostructured and polymeric zeolite composite materials seem promising because they offer solutions to energy-related problems while also contributing to environmental preservation. It is anticipated that this review could offer a conclusive roadmap in the pursuit of a cost-effective, industrially potent adsorbent suited for enhance CO2 capture.
... However, it is worth raising a word of caution here that humidity is not simply an ambient condition, rather a prerequisite for the reaction to occur, and probably even a determining one in nitrite and nitrate formation as described by Li et al. (2010). Typical composition of exhaust gas from diesel engine, according to Sharma and Maréchal (2019) is: 67% N 2 , 9% O 2 , 12% CO 2 , 11% H 2 O and 1% CO and NO x . The dew point is estimated to be T d = 58.62 °C by using Aspen Plus® process simulation software for a given composition of exhaust gas from the diesel engine. ...
Of major interest, especially in city environments, and increasingly inside vehicles or industrial plants, is the drive to reduce human exposure to nitrogen oxides (NOx). This trend has drawn increasing attention to filtration, which has developed remarkably owing to the capabilities of recently developed mathematical models and novel filter concepts. This paper reports on the study of the kinetic modelling of adsorption of nitrogen dioxide (NO2), collected from the tailpipe of a diesel engine, reacting to calcium nitrate salt (Ca(NO3)2) on a surface flow filter consisting of a coating of fine ground limestone or marble (CaCO3) in combination with micro-nanofibrillated cellulose (MNFC) acting as binder and humectant applied onto a multiply recycled newsprint substrate. The coating and substrate are both porous, but on different pore size scales, with the coating having significantly lower permeability. To maximise gas-coating contact, therefore, the coating deposition is pixelated, achieved by pin coating. An axially dispersed gaseous plug flow model (dispersion model) was used to simulate the transport within the coating pore network structure, following earlier flow modelling studies, and a kinetic reaction model was used to examine NO2 to NO3⁻ conversion in correlation with experimental results. Modelling results indicate a 60.38% conversion of exposed NO2 gas to Ca(NO3)2 under the specific conditions applied, with an absolute relative error between the predicted and experimentally estimated value being 0.81%. The model additionally enabled a prediction of effects of changing parameters over a limited perturbation range, thus assisting in predicting filter element consumption, with attention given to the active component CaCO3 surface as a function of particle size in relation to the gas contact exchange, promoting the reaction over time. It is intended that the Ca(NO3)2 formed from the reaction can go on to be used as a value-added fertiliser, thus contributing to circular economy.
Graphical abstract
... Further, among the passenger cars section, the light-duty vehicles (LDVs-both petrol or gasoline and diesel-driven), constituting a large segment of all vehicle types, are the foremost contributors to the transportation-generated CO and HC emissions (Bella and Venkateswar 2010;Lyu et al. 2020;Fernandes et al. 2022). Recent studies point out that over 70-80% of urban air pollution in developing countries is credited to automobile emissions triggered by an abundant number of aged passenger cars with poor inspection and maintenance records (Karthikeyan and Prathima 2016;Sharma and Marechal 2019). This scenario is further worsened by a lack of adequate surface transport infrastructure and acceptable fuel quality (Wang et al. 2010;Lyu et al. 2020). ...
Continued improvements in living standards and the economic well-being in the megacities have led to a huge surge in vehicular density. The worst environmental outcome of the same has been persistent unsafe urban air quality, thanks to vehicular emission. Further, the existing inspection and maintenance programs, conceived to check such emission remain largely ineffective, particularly in developing countries. This is due to the absence of a thorough assessment of the vehicle’s compliance with the in-use emission norms generated through reliable field investigation data. To address this gap, the present comprehensive study collected real-time tailpipe emission data from 2040 cars in Delhi, India. Exhaust emission parameters, namely, CO (carbon monoxide), HC (hydrocarbon), and SE (smoke emission), were recorded from both petrol and diesel-driven cars of private ownership, in collaboration with the emission compliance test centers. The performance of cars was assessed in terms of their compliance with the in-use BS (Bharat Stage) emission norms. The one-of-its-kind study reported the petrol cars to be highly compliant toward the BS IV norm while faring even better toward BS II for both CO and HC emissions (80–90%). The conformance to the HC norm was found to be typically better than that for CO (85–90% versus 75–80%). For the diesel-driven cars, BS III compliance levels were reported relatively better compared to BS IV (90% in the case of the former against 80% in the latter’s case). Further, the study puts forward a clear indication that the in-use emission norm and maintenance status of cars have a direct and negative relationship with tailpipe emission parameters. Cars of both overseas and domestic origin have almost equal degrees of compliance with the emission norms (over 80% in any case). The study recommends the incorporation of these two critical vehicular variables, i.e., maintenance status and in-use emission standard in the emission certification policy.
... Others (Ajanovic et al., 2016;Nocera et al., 2018;McKinnon, 2016;Nocera and Cavallaro, 2017;Robaina and Neves, 2021;Albuquerque et al., 2020;Aloui et al., 2021;Brzeziński and Pyza, 2021;Jiang et al., 2020;Paltsev et al., 2018;Fageda and Teixidó, 2022;Lamb et al., 2021;Martz et al., 2021;Andong and Sajor, 2017;Gray et al., 2017;Clairotte et al., 2020;Paddeu and Denby, 2022;Solaymani, 2022;Tolón-Becerra et al., 2012;Bal and Vleugel, 2021;Vleugel and Bal, 2018;Giannakis et al., 2020;Ajanovic et al., 2016;Fontaras et al., 2017;Kujanpää and Teir, 2017;Mardani et al., 2017;Osorio-Tejada et al., 2017;Sharma and Maréchal, 2019;Zhou and Kuosmanen, 2020) 30 Sum 186 ...
... E-fuel is a synthetic fuel that can replace conventional fossil fuels and is manufactured by synthesizing green hydrogen and carbon dioxide captured through carbon capture utilization [11][12][13]. Therefore, to consider e-fuel as a carbon-neutral fuel, research on direct carbon capture (DAC) or mobile carbon capture (MCC) must be conducted together [14][15][16][17]. Finally, carbon neutrality of ICEVs is possible if e-fuel is supplied by synthesizing CO 2 captured from the tailpipe of a conventional ICE and green H 2 . ...
... However, dozens of heat exchangers are required to configure the system, and the fixed composition and flow rate of the exhaust gas have been assumed, to calculate the heating/cooling requirements of the system. Therefore, operation in real conditions is impossible [15]. Voice, A. K. used ASPEN Plus V10 to evaluate the thermodynamic potential of carbon capture from internal combustion engines and consider engine exhaust gas heat energy to drive a small-scale carbon capture system [17]. ...
The global proportion of eco-friendly vehicles continues to increase; however, regarding hybrid vehicles, the vehicle powertrains in most countries include internal combustion engines. Therefore, research on reducing the carbon emissions from internal combustion engines must be conducted. Carbon capture technology must be developed for e-fuel, which has recently attracted attention, to achieve carbon neutrality. In this study, a turbo compound system capable of recovering waste exhaust gas energy was selected as the most appropriate energy supply system to operate a mobile carbon capture system. The feasibility was reviewed by analyzing the turbo compound speed, pressure drop, power generation, etc., using a one-dimensional simulation method. The maximum power generation of the configured turbo compound system was approximately 9 kW, and approximately 1–3 kW of energy could be recovered under medium speed and load conditions, which are the optimal operating conditions for a test engine with the displacement of a 4 L.
... Some of the captured carbon dioxides can also be transported in parts of the chemical industry. However, unlike the pre-combustion and postcombustion carbon capture processes that have been proposed for use in industry, direct air capture is not limited by factors such as the number of emission point sources, the concentration of CO 2 in flue gas, or even location [21][22][23]. It can be set up anywhere to filter ambient air regardless of the concentration of CO 2 . ...
... Thus, the CO 2 sequestration process has been found to be not only expensive (when is transported from far distances) and laborious but also it irreversibly blocks the CO 2 gas, which is an important resource of C 1 carbon, in the form of CO 2 clathrates in deep seawater instead of allowing it to be participated in the natural atmospheric carbon cycle [2-5, 15, 40]. In a recent study, the recycling of up to 90% CO 2 gas from an exhaust of a diesel-driven truck was also successfully demonstrated [49]. Thus, to solve the problems of the CO 2 -associated global warming and the related social cost of carbon along with several other economy-related problems today our world is facing, it is compulsory to develop processes to harvest sunlight to meet all the energy needs of the society without any back-up from fossil fuels by using CO 2 and water as energy storing materials [1]. ...
Considering the importance of storing electricity derived from any of the renewable energy resources such as sunlight in the form of chemical fuels using carbon dioxide (CO2) and water (H2O) as energy storing materials, for the first time, “ethylene propylene diene monomer (EPDM)” rubber-based membranes are introduced to separate two compartments of electrochemical cells employed to perform water splitting and CO2 reduction reactions. Unlike commercial Zirfon® Perl membrane, the polypropylene (PP) cloth web-reinforced EPDM rubber–CaCO3 composite membrane was found to be quite stable in non-aqueous aprotic electrolyte solution of acetonitrile (MeCN) containing n-Bu4NPF6 and bmim-BF4 used for performing electrochemical CO2 reduction (ECR) reaction over Sn, MoSi2, and TiN thin film cathodes. The overpotentials noted for ECR reaction over TiN thin film were in the range of 55 mV to 138 mV with a current density of > 100 mA/cm². The concentrations of CO2 and bmim-BF4 in the electrolyte solution had a significant effect on the reaction outcome. The hydrogen evolution reaction (HER) performance of a zero-gap single-cell alkaline–electrolyzer stack containing a PP web-reinforced EPDM rubber–ZrO2 composite membrane and nickel foam electrodes was found to be comparable with the same single-cell electrolyzer stack containing Zirfon® Perl membrane. The overpotentials associated with HER and oxygen evolution reaction (OER) over Ni electrodes in 30 wt.% aqueous KOH solution were found to be about 200 mV and 495 mV, respectively, and the current densities associated with these reactions have been noted to be > 150 mA/cm², which are must for industrial practice of this reaction. Furthermore, the results of electrochemical reactions generated in this study suggest that unlike Zirfon® Perl membrane, the EPDM rubber-based membranes are quite inexpensive for electrochemical water splitting reaction and quite stable in MeCN-based non-aqueous aprotic electrolyte to perform ECR reaction.
