• Energy Research

11 Figuras, 2 Tablas.-- Material suplementario disponible en línea en la página web del editor.-- © 2019. This manuscript version is made available under the CC-BY-NC-ND 4.0 license http://creativecommons.org/licenses/by-nc-nd/4.0/ Among the different Carbon Capture and Storage (CCS) technologies being developed in the last decades, Chemical Looping Combustion (CLC) stands out since it allows inherent CO2 capture. In the CLC process, there is a solid oxygen carrier circulating between two reactors in a cycle that allows providing the oxygen needed for combustion. In one of the reactors, named as fuel reactor, the fuel is introduced and combusted while the oxygen carrier reduction takes place. In the second reactor, named air reactor, the oxygen carrier is reoxidized in air. Different materials based on copper, nickel and iron oxides have been proposed as oxygen carriers for the CLC process. This work presents an environmental evaluation of the CLC process for natural gas based on Life Cycle Assessment (LCA). Five different oxygen carrier materials already tested in pilot plants were considered and the results compared to the conventional natural gas combustion in a gas turbine in a combined cycle without and with CO2 capture using postcombustion capture with amines. In view of the results, lower impact of the CLC process compared to the base case is expected without and with CO2 capture. The influence of several variables on the results was considered, such as temperature in the air reactor, lifetime of the oxygen carrier and possibility of recuperation of the depleted oxygen carrier. The nickel-based oxygen carriers were identified as the most adequate to be used in natural gas combustion. However, due to their toxicity, several analyses were also performed in order to identify improvements in the known oxygen carriers that can qualify them to replace nickel-based materials. This work was supported by the Spanish Ministry of Economy and Competitiveness (MINECO) [grant numbers ENE2017-89473-R, ENE2016-77982-R] and the European Regional Development Fund (ERDF) under the program “Programa Operativo FEDER Aragón 2014-2020 - Construyendo Europa desde Aragón. Proyecto BiosinCO2 (LMP180_18)”. T. Mendiara thanks for the ‘‘Ramón y Cajal’’ post-doctoral contract awarded by MINECO. Peer reviewed

Abnormal combustion phenomena are among the main hurdles for the introduction of hydrogen in the transportation sector through the use of internal combustion engines (ICEs). For that reason the challenge is to guarantee operation free from combustion anomalies at conditions close to the ones giving the best engine output (maximum brake torque and power). To this end, an early and accurate detection of abnormal combustion events is decisive in order to allow the electronic control unit deciding suitable correcting actions. In this work, an automotive size 4-cylinder 1.4 L naturally aspirated port-fuel injection spark ignition Volkswagen engine adapted to run on hydrogen has been investigated. Three distinct methods (in-cylinder pressure, block-engine vibration and acoustic measurements) have been employed to detect abnormal combustion phenomena provoked through the enrichment of the hydrogen-air mixture fed to the cylinders under a wide range of engine speeds (1000–5000 rpm). It has been found that the high-frequency components of the in-cylinder pressure and block engine acceleration signals obtained after a Fourier transform analysis can be used for very sensitive detection of knocking combustion cycles. In the case of the ambient noise measurements, a spectral analysis in terms of third octave bands of the signal recorded by a microphone allowed an accurate characterization. Combustion anomalies could be detected through more intense octave bands at frequencies between 250 Hz and 4 kHz in the case of backfire and between 8 kHz and 20 kHz for knock. Computational fluid dynamics simulations performed indicated that some characteristics of the engine used such as the cylinder valves dimensions and the hydrogen flow rate delivered by the injectors play important roles conditioning the likelihood of suffering backfire events. LMG and PMD thank the Spanish Ministerio de Economía, Industria y Competitividad (MINECO) and the European Regional Development Fund (ERDF/FEDER) for the financial support under project ENE2015-66975-C3-1-R.

Keywords: Biomass pyrolysis, Chemical Looping Combustion, Life Cycle Assessment, Environmental Impacts, Carbon Footprint.

The latest studies show that to achieve the Sustainable Development Goals on education, there must be a focus on adequately training higher education students. In this work, we present a study about the Life Cycle Analysis of knowledge of products and processes of engineering students. This aspect is very relevant in engineering education since it has direct implications on sustainability. The first step was to identify what the learning problems were, and taking them into account, a specific teaching sequence was designed and implemented over three academic years. Two activities, on an increasing level of complexity, of the application of Life Cycle Assessment are shown in this paper. The first one is the Life Cycle Analysis comparison between two steel and polypropylene pieces. The second one is the Life Cycle Analysis comparison between three different ends of life of a polypropylene piece: mechanical recycling, incineration, and landfill. Data on the evolution of students’ marks while solving a “one step more difficult project” throughout these courses have been collected. The results show a generalized learning by the students about Life Cycle Analysis.

The success of catalytic schemes for the large-scale valorization of CO2 does not only depend on the development of active, selective and stable catalytic materials but also on the overall process design. Here we present a multidisciplinary study (from catalyst to plant and techno-economic/lifecycle analysis) for the production of green methanol from renewable H2 and CO2. We combine an in-depth kinetic analysis of one of the most promising recently reported methanol-synthesis catalysts (InCo) with a thorough process simulation and techno-economic assessment. We then perform a life cycle assessment of the simulated process to gauge the real environmental impact of green methanol production from CO2. Our results indicate that up to 1.75 ton of CO2 can be abated per ton of produced methanol only if renewable energy is used to run the process, while the sensitivity analysis suggest that either rock-bottom H2 prices (1.5 $ kg−1) or severe CO2 taxation (300 $ per ton) are needed for a profitable methanol plant. Besides, we herein highlight and analyze some critical bottlenecks of the process. Especial attention has been paid to the contribution of H2 to the overall plant costs, CH4 trace formation, and purity and costs of raw gases. In addition to providing important information for policy makers and industrialists, directions for catalyst (and therefore process) improvements are outlined. Journal of Energy Chemistry, 68

The modifications performed to convert the spark ignition gasoline-fueled internal combustion engine of a Volkswagen Polo 1.4 to run with hydrogen are described. The car is representative of small vehicles widely used for both city and interurban traffic. Main changes included the inlet manifold, gas injectors, oil radiator and the electronic management unit. Injection and ignition advance timing maps were developed for lean mixtures with values of the air to hydrogen equivalence ratio (λ) between 1.6 and 3. The established engine control parameters allowed the safe operation of the hydrogen-fueled engine (H2ICE) free of knock, backfire and pre-ignition as well with reasonably low NOx emissions. The H2ICE reached best brake torque of 63 Nm at 3800 rpm and maximum brake power of 32 kW at 5000 rpm. In general, the brake thermal efficiency of the H2ICE is greater than that of gasoline-fueled engine except for the H2ICE working at very lean conditions (λ = 2.5) and high speeds (above 4000 rpm). A significant effect of the spark advance on the NOx emissions has been found, specially for relatively rich mixtures (λ < 2). Small changes of spark advance with respect to the optimum value for maximum brake torque give rise to an increase of pollutant emissions. It has been estimated that the hydrogen-fueled Volkswagen Polo could reach a maximum speed of 140 km/h with the adapted engine. Moreover, there is enough reserve of power for the vehicle moving on typical urban routes and routes with slopes up to 10%.