Next Energy最新文献

The generation of plastic waste and waste cooking oil is a serious environmental concern because of worldwide waste disposal issues. At the same time, increasing demand and contemporary geopolitics make fossil fuels a significant worldwide problem. As a result, there has been an increase in demand for alternate fuel for CI engines. To overcome these twin problems can be addressed by converting waste into liquid fuels. This research explores an intriguing area by mixing waste cooking oil biodiesel and waste plastic oil to create a mixture that remarkably seems like the physico-chemical properties of diesel fuel in a society that is looking for sustainable alternatives. So, in this investigation, a ternary fuel blend of Petro-diesel, waste cooking oil biodiesel (WCOB), and waste plastic oil (WPO) was used in the diesel engine. To enhance the properties of fuel, combustion, emission, and performance parameters of diesel engines, a ternary blend of B20P20D60 was employed in the CI engine as an alternative fuel. In the ternary fuel blends, WCOB, WPO, and diesel content were 20%, 20%, and 60%, respectively. The results were compared with conventional diesel fuel, showing that the ternary fuel blend B20P20D60 has an improved brake thermal efficiency of up to 1.71% at 80% loading and reduced emissions (HC, CO, NO_x) compared to conventional diesel. Because of this, the ternary blends have significant potential for use in diesel engines.

Current work focuses on the development of flexible membranes of cellulose acetate containing lead dioxide for supercapacitor applications. The functionality of cellulose acetate and lead dioxide are analyzed by Fourier transform infrared spectroscopy. The degree of crystallinity is studied using X-ray Diffraction. The degree of hydrophilicity is discussed by water contact angle measurements. A Universal Testing Machine is used to examine the mechanical properties. The electrochemical performances are illustrated using Cyclic voltammetry, Electrochemical impedance Spectroscopy and Galvanostatic charge-discharge techniques. The highest recorded specific capacitance is 148 F g⁻¹ at a current density of 40 mA g⁻¹ for a membrane of 1 wt% lead dioxide in cellulose acetate. Capacitance retention of 89% after 5000 cycles is attained. The power density of 56 W kg⁻¹ and energy density of 10 Wh kg⁻¹ is achieved. The cellulose acetate doped with lead dioxide membranes can provide a better electrode material matrix for flexible energy storage.

Layer spacing of vanadium oxide can be effectively expanded by metal ion, however, its conductivity and electrochemical kinetics still require improvement. This work expands the layer spacing using manganese ion and help to improve conductivity and electrochemical kinetics by graphene. The results demonstrate that the layer spacing can be adjusted from 12.1 Å for pristine vanadium oxide (VOH) to 13.6 Å for manganese vanadium oxide (MnVO). Due to graphene introduction, it decreases to 11.6 Å for manganese vanadium oxide/graphene composite (MnVO-0.05–8/GN-15). Notably, the optimized composite delivers higher specific capacity of 507.5 mAh g⁻¹ for MnVO-0.05–8/GN-15 than that of MnVO (410.4 mAh g⁻¹) and VOH (370.1 mAh g⁻¹) at current density of 0.5 A g⁻¹. Furthermore, the MnVO-0.05–8/GN-15 exhibits fast Zn²⁺ ion diffusion ability, achieving high energy density of 403.51 Wh kg⁻¹ and retaining an excellent cycle stability of 85.7% after 2000 cycles at a current density of 3 A g⁻¹.

Energy harvesting through harnessing mobile cars is possible by combining mechanicals systems with advanced materials. Piezoelectric polymer blends with excellent mechanical properties facilitate energy harvesting using the car-tire as a source. Furthermore, by adding simplicity of preparation to the blends with multi-walled carbon nanotubes (MWCNT), an increase of energy conversion can lead to improved existing polyvinylidene fluoride/polymethylmethacrylate (PVDF/PMMA), films. This work focuses on investigating the best concentration of MWCNT to achieve car-tire energy harvesting as a sustainable and renewable energy option. The results show that 0.05 wt% of MWCNT is the best concentration among several values. A test set-up applying normal stress, simulating car-tire deformation indicated enhanced voltage generation. Compared to the energy consumption of combustion cars, the enriched films generate up to 4.3 kWh. This energy is harvested over a car trip of 100 km. A higher nanotube concentration caused saturation of the blend film and poor output. The novel enriched polymer must be tested for resisting cyclic loads to encourage sustainable energy harvesting using car tires.

This research focused on the detailed analytical characterization of the poultry litter-derived biochar followed by its conversion into electrodes for supercapacitor application. Biochar was prepared from poultry waste by pyrolysis at 600 °C for 3 hours and activated it by mixing with potassium hydroxide and re-pyrolyzed at the same temperature for 1 hour. Both the biochar and activated biochar were analyzed using Scanning Electron Microscopy (SEM), Infrared spectroscopy (IR), Time of Flight – Secondary Ion Mass Spectroscopy (ToF-SIMS), and X-ray Photoelectron Spectroscopy (XPS), and Brunauer-Emmett-Teller (BET) analyses. SEM analyses suggested that the biochar’s surface became more porous and homogeneous after activation with potassium hydroxide. The specific surface area of biochar increased by more than 200 folds to 814 m² g⁻¹ after KOH-activation confirmed from BET analysis. IR indicated the activated biochar contained sulfur- and phosphorous-functional groups but few or no oxygen-functional groups. The decrease in oxides of nitrogen, sulfur, and phosphorous was also observed in ToF-SIMS analysis. In spite of the decrease of oxides, the surface oxygen concentration (at%) increased from 42.3% to 46.6% after activation and was assumed to be present as C-O corroborated by XPS. The specific capacitance of activated biochar calculated from galvanostatic charge-discharge is 152 F/g attributed to its hierarchical porosity, heteroatoms presence, and hydrophilicity. This research is expected to contribute towards the sustainable management of agricultural wastes.

Lithium-ion batteries (LIBs) have become the predominant and widely used energy storage systems in portable electronic devices, such as video cameras, smartphones, laptops, and plug-in hybrid vehicles, along with in stationary energy storage applications like power banks and backup energy storage systems. Moreover, they are widely used in the latest models of all electric vehicles (EVs) and hybrid electric vehicles (HEVs). However, to meet the demand for EVs and HEVs, notable improvements in commercially available LIBs are required. These include improving energy density, cycling life, power and rate capabilities, safety, and cost. In spite of the initial commercialization of LIBs in 1990 by Sony, current commercial LIBs still rely on graphite/carbon as the anode material, providing a theoretical capacity of approximately 372 mAh g⁻¹. The search is on for viable alternatives to graphite with higher capacity materials, and silicon (Si) has emerged as a promising candidate with a theoretical capacity of approximately 4200 mAh g⁻¹. However, Si anodes face several challenges, such as considerable volume expansion during the lithiation/delithiation process, which leads to significant crystallographic-related phase-induced stresses, continuous formation of a solid electrolyte interface (SEI), and cycle retention decay. The volume expansion caused by stress leads to the pulverization of Si electrodes. This results in the loss of electrical contact with the substrate or current collector, causing a significant and rapid decrease in capacity and ultimately leading to battery failure. This review explores the challenges associated with Si-based anodes, their underlying causes, and their comparative advantages over conventional anodes. Furthermore, the review discusses innovative solutions to address these challenges, such as utilizing novel binders, electrolyte additives, structural, interfacial, composite engineering techniques, and prelithiation methods. Finally, considering the material cost, the suggestion to transition entirely to using up to 100% wt. silicon for anode development is proposed, streamlining practical and commercial implementation in future LIBs.

Diesel-fuelled vehicles used in heavy transport operations of extractive industries release an estimated annual 400 Mt of carbon dioxide (CO₂), approximately a 1.1% of global CO₂ emissions. To address this issue, extractive industries aim to replace diesel with alternative fuels of lower or zero CO₂ emissions. Synthetic fuels such as synthetic methanol (e-MeOH) and synthetic natural gas (SNG) present significantly lesser CO₂ emissions than conventional fuels, due to their production process utilising CO₂ otherwise released in the atmosphere. Green hydrogen (H₂) is another alternative fuel associated with zero CO₂ emissions during combustion, and near zero emissions from production through renewable energy sources (RES). The goal of this study is to assess the environmental impact of alternative fuels utilised in the heavy transport operations of a marble quarry located in north Greece through Life Cycle Assessment (LCA). The LCA was conducted according to ISO 14040:2006 and 14044:2006/A1:2018 and the International Life Cycle Data (ILCD) Handbook, using the commercial software package Sphera LCA for Experts. The results showed the e-MeOH, SNG and green H₂ utilisation result in 51%, 28% and 69% reduction in CO₂ eq. emissions, compared to diesel combustion. The study offers an overview of the benefits of alternative fuels for extractive industries, to support decision makers and promote the penetration of greener solutions in the highly emissive sector.

Electric Vehicles (EVs) will play a crucial role in next years to reach the desired reduction of CO₂ emissions. One of the most critical aspects limiting the spread of this type of vehicle is the shorter range compared to conventional Internal Combustion Vehicles (ICVs). According to recent studies, in cold climate up to 50% of battery energy is used to control climate of passenger compartment.

This paper presents the design, development, and experimental analysis of a prototype open sorption Thermal Energy Storage (TES) system specifically engineered for air heating and dehumidification in EVs. The prototype includes 1 kg of zeolite 13X in spherical beads and a Positive Temperature Coefficient (PTC) heater for regeneration. Experimental results, conducted under representative winter conditions, indicate that the device can provide a dry and warm airflow for 45–90 minutes, depending on the mode of operation. Integrating this TES system into the vehicle's air handling unit significantly reduces the outdoor airflow rate without risk of window fogging. Simulations show that the device can reduce the thermal power required to heat the cabin by up to 50% during vehicle operation. During discharge, energy saving is approximately 1300 Wh when the outdoor temperature is 0 °C.

In conclusion, the proposed open sorption TES prototype demonstrates a viable approach to enhancing energy efficiency and passenger comfort in EVs.

The urgency of addressing climate change has underscored the necessity for implementing a new energy policy. Lately, an increasing number of countries and corporations have initiated the exploration of alternative energy sources to replace fossil fuels. There is a rising interest among individuals in photovoltaic solar panels as a sustainable means of generating electricity. Photovoltaic solar systems, on the other hand, rely significantly on weather conditions. As a result, the electricity generated by photovoltaic (PV) systems is unreliable. Harnessing biogas might serve as a captivating alternative for generating electricity. The study presents a proposal for a hybrid power system that combines PV solar panels and biogas. This system regards the PV solar system as the primary system. A forecast of PV production power is calculated using advanced machine-learning techniques. Subsequently, the projected power is juxtaposed with an approximation of the necessary load. If the PV system is unable to provide the necessary power demand, it is advisable to employ a biogas system to achieve a consistent and reliable power supply. Furthermore, this method offers a forecast of the daily waste demand for a reliable electrical grid. High-capacity manufacturing during the winter season is tested using a proposed solution for calculating biogas capacity and waste amount. The study introduces mathematical equations to address the daily biomass requirements of the system and implements an automated control system to oversee operations. The utilization of the proposed equations and control flow chart methodology effectively facilitates the precise quantification of methane generated from beef manure, reducing the margin of error from 12.82% to 8.28%. Additionally, it enables prompt adjustments to optimize equipment performance. This approach assists engineers in streamlining assessments and lays the groundwork for future improvements in design parameters.

In the quest for cleaner energy sources in the automotive industry, lithium-ion batteries are increasingly favored as an alternative to fossil fuels. However, their performance, lifespan, and safety are highly influenced by operating temperatures. Consequently, extensive research is underway to develop more efficient battery thermal management systems (BTMS), taking into account the predicted average output of battery packs.

This study conducts a numerical analysis of the performance of an air-cooled battery pack used in a formula-style racing car. Unlike traditional approaches that use a constant heat source, the simulation here employs the actual electric current consumed by the vehicle's motor, estimated through a vehicle dynamics simulation on the race track. The battery cells are represented using an equivalent circuit model (ECM), consisting of three parallel resistance-capacitor (RC) elements, evaluated at three different temperatures.

We compare two scenarios: one using a time-averaged constant current, and the other applying a variable, transient current derived from vehicle dynamics simulations. Our findings reveal that the scenario with transient current results in a 6 °C (12.9%) increase in maximum cell temperature. This highlights the significance of incorporating realistic drive cycles in BTMS design and highlights the importance of dynamic current profiles in accurately predicting battery performance and temperature management.