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Waste-Derived Carbon Materials for Hydrogen Storage
Published in Ram K. Gupta, Tuan Anh Nguyen, Energy from Waste, 2022
Mohamed Aboughaly, Hossam A. Gabbar
The development of carbon-based materials derived from biowaste feedstock could enhance hydrogen adsorption technologies and provide affordable and economical materials and structures for the hydrogen adsorption process for large-scale production and usage of hydrogen as a reliable and safe renewable fuel [16]. Hydrogen is also an important reactant in petroleum, petrochemical, and fertilizer industries where it can be used for reduction of metal oxides, oil refining, production of ammonia, metal ore reduction, hydrochloric ore reduction, welding, and as a cooling agent. The current global production of hydrogen exceeds 50 million tonnes per annum, mostly by steam reforming, methane reforming, and electrolysis [17]. However, technical challenges of safe storage and transportation of hydrogen still possess unacceptable risks and limit the mass production of hydrogen as a fuel [18]. The three current challenges of the hydrogen economy are high production, safe storage, and transportation. Based on several investigations, storage of hydrogen in solid form overcomes storage and transportation challenges [19].
Nuclear Renaissance
Published in William J. Nuttall, Nuclear Renaissance, 2022
Why mention the oil industry? Well, it suffers from a long-term resource depletion problem and an increasingly urgent short-term need to dissociate from the climate change problem. The oil majors are roughly 100 years old and these have been turbulent years indeed. They are businesses that want to survive a second century and in the early 2020s, it is finally becoming clear to such companies that they must make a sincere move away from oil and towards environmentally responsible energy services. One oil-free future for the oil majors could involve a shift towards a hydrogen economy [66]. The idea of a hydrogen economy is one in which energy services in transport and industry are mediated by a new energy vector (hydrogen) rather than by electricity or fossil fuels. Energy vectors, such as hydrogen and electricity, are not fuels themselves; rather they are ways to transport energy from one place to another. In each case, the hydrogen, or the electricity, is generated from a primary source such as fossil fuels, renewable energy, or nuclear fission.
Recent Developments in MOF-Polymer Composites
Published in Ram K. Gupta, Tahir Rasheed, Tuan Anh Nguyen, Muhammad Bilal, Metal-Organic Frameworks-Based Hybrid Materials for Environmental Sensing and Monitoring, 2022
Hydrogen is a clean fuel alternative for the automotive industry as it is considered environmentally benign and hence its efficient storage is crucial for promoting the hydrogen economy. It is well established that porous MOFs and polymers having high surface areas can store hydrogen via physisorption and shows faster kinetics for a reversible process. The PIM-1-MIL-101(Cr) composites show enhanced surface area, pore structure, and H2 adsorption ability with an increase in MOF concentration without any pore blockage [41]. However, the composite has a lower thermal conductivity, which is an essential component for faster heat dissipation in H2 storage systems. PIM-1/UiO-66(Zr) with immobilized carbon foam (CF) composite gives 1.05 wt% H2 adsorption capacity at 77 K, but the thermal conductivity reduces from 0.2915 W/mK for UiO-66(Zr) to 0.1189 W/mK for the CF/PIM-1/UiO-66(Zr) composite [42]. To address the problem, zeolite templated carbons (ZTC), PIM-1, and the UiO-66(Zr) MOF were merged into a composite material. ZTC in the composite aids to enhance thermal conductivity and stability. The composites have shown improved hydrogen storage capabilities with a negligible loss and retention of the inherent properties of pristine ZTC [43].
Multidimensional Modeling of Steam-Methane-Reforming-Based Fuel Processor for Hydrogen Production
Published in Fusion Science and Technology, 2020
Kyeongmin Oh, Dowan Kim, Kisung Lim, Hyunchul Ju
In recent years, hydrogen production has regained considerable attention owing to new found interest in the hydrogen economy. Among several hydrogen-production technologies, steam-methane reforming (SMR) is the most widely used, accounting for more than 45% of the hydrogen production worldwide.1 The SMR system consists of three main subreactors, namely, steam-reforming (SR) reactor, water gas shift (WGS) reactor, and preferential oxidation (PrOx) reactor. Generally, industrial SMR systems feature complex reactor geometries and system configurations, and thus multidimensional modeling and simulation of SMR systems is important for optimizing reactor design and operating conditions.
An overview of development and challenges in hydrogen powered vehicles
Published in International Journal of Green Energy, 2020
Seyed Ehsan Hosseini, Brayden Butler
There are several levels of hydrogen storage that are required to develop a successful hydrogen economy: at production centers, at filling stations, onboard vehicles, and nationally as a strategic reserve. The storage of hydrogen is the most difficult challenge associated with the hydrogen economy (Chang et al. 2016). Before a hydrogen transportation economy can be built, an appropriate storage system must be developed for hydrogen powered vehicles. Due to hydrogen’s extremely low density, a huge onboard storage tank would be needed to transport the fuel. To mimic the 400 km range of a standard car, only 8 kg of hydrogen is required for an ICE or 4 kg of hydrogen for an FC (Schlapbach and Züttel 2010). The challenge at hand is finding a material for the storage container that fulfills three requirements: high hydrogen density, fast release/charge kinetics with minimum energy barriers to hydrogen release and charge, and reversibility of the release/charge cycle at moderate temperatures (70–100°C) must be compatible with the FCs. The tank material must have strong chemical bonds and close atomic packing. The material also needs loose enough atomic packing to assist fast diffusion of gaseous hydrogen between the surface and the bulk. An adequate thermal conductivity of the material is required to hamper decomposition by the heat released upon hydrating (Sharma and Ghoshal 2015). Investigations show that several materials can meet two of the requirements, but none have been found that fulfill all the necessary requirements. Whichever material is selected must also be cost effective, a practical weight, have an adequate lifetime, and meet safety requirements (Hydrogen Fuel: Production, Transport, and Storage, 2008; Satyapal et al. 2007). The gravimetric and volumetric density in a storage tank material is very important in both mobile and stationary applications of gaseous hydrogen (Atkinson et al. 2001). Carbon nanotubes have been discovered to be a source of hydrogen storage, which spurred a massive influx of research devoted to nanostructures (Hirscher et al. 2001). By physio-chemical or chemical treatments, the state of hydrogen can be changed and it can be stored in solid or liquid phases (Dalai et al. 2014). Various materials such as boron compounds (Fakioğlu, Yürüm, and Nejat Veziroğlu 2004), chemical hydrides (Biniwale et al. 2008), carbon-based materials (Xu et al. 2007), Mg-based alloys (Jurczyk et al. 2008), and metal hydrides (Muthukumar, Prakash Maiya, and Murthy 2005; Sakintuna, Lamari-Darkrim, and Hirscher 2007; Xiao et al. 2008) have been employed in hydrogen storage systems to achieve the best performance.