Publications

This contribution places emphasis on tuning pore architecture and film thickness of mesoporous Pd–Cu–Si thin films sputtered on Si/SiO2 substrates for enhanced electrocatalytic and hydrogen sorption/desorption activity and their comparison with the state-of-the-art thin film electrocatalysts. Small Tafel slope of 43 mV dec–1 for 1250 nm thick coatings with 2 µm diameter pores with 4.2 µm interspacing (H2) electrocatalyst with comparable hydrogen overpotentials to the literature suggests its use for standard fuel cells. The largest hydrogen sorption has been attained for the 250 nm thick electrocatalyst on 5 µm pore diameter and 12 µm interspacing (2189 µC cm–2 per CV cycle) making it possible for rapid storage systems. Moreover the charge transfer resistance described by an equivalent circuit model has an excellent correlation with Tafel slopes. Along with its very low Tafel slope of 42 mV dec–1 10 nm thick H2 pore design electrocatalyst has the highest capacitive response of ∼0.001 S sn cm–2 and is promising to be used as a nano-charger and hydrogen sensor.

A detailed thermodynamic analysis of the sorption enhanced chemical looping reforming of methane (SE-CL-SMR) using CaO and NiO as CO2 sorbent and oxygen transfer material (OTM) respectively was conducted. Conventional reforming (SMR) and sorption enhanced reforming (SE-SMR) were also investigated for comparison reasons. The results of the thermodynamic analysis show that there are significant advantages of both sorption enhanced processes compared to conventional reforming. The presence of CaO leads to higher methane conversion and hydrogen purity at low temperatures. Addition of the OTM in the SECL-SMR process concept minimizes the thermal requirements and results in superior performance compared to SE-SMR and SMR in a two-reactor concept with use of pure oxygen as oxidant/sweep gas.

A comprehensive investigation on diesel pilot spray ignited methane-hydrogen (CH₄–H₂) combustion tri-fuel combustion (TF) is performed in a single-cylinder compression ignition (CI) engine. The experiments provide a detailed analysis of the effect of H₂ concentration (based on mole fraction M_H2) and charge-air temperature (Tair) on the ignition behavior combustion stability cycle-to-cycle (CCV) and engine performance. The results indicate that adding H₂ from 0 to 60% shortens the ignition delay time (IDT) and combustion duration (based on CA90) up to 33% and 45% respectively. Thereby H₂ helps to increase the indicated thermal efficiency (ITE) by as much as 10%. Furthermore to gain an insight into the combustion stability and CCV the short-time Fourier transform (STFT) and continuous wavelet transform (CWT) methodologies are applied to estimate the combustion stability and CCV of the TF combustion process. The results reveal that the pressure oscillation can be reduced up to 4 dB/Hz and the CCV by 50% when M_H2 < 60% and Tair < 55 °C. However when M_H2 > 60% and Tair > 40 °C abnormal combustion and knocking are observed.

Managing the concentration of atmospheric CO₂ requires a multifaceted engineering strategy which remains a highly challenging task. Reducing atmospheric CO₂ (CO2R) by converting it to value-added chemicals in a carbon neutral footprint manner must be the ultimate goal. The latest progress in CO2R through either abiotic (artificial catalysts) or biotic (natural enzymes) processes is reviewed herein. Abiotic CO2R can be conducted in the aqueous phase that usually leads to the formation of a mixture of CO formic acid and hydrogen. By contrast a wide spectrum of hydrocarbon species is often observed by abiotic CO2R in the gaseous phase. On the other hand biotic CO2R is often conducted in the aqueous phase and a wide spectrum of value-added chemicals are obtained. Key to the success of the abiotic process is understanding the surface chemistry of catalysts which significantly governs the reactivity and selectivity of CO2R. However in biotic CO2R operation conditions and reactor design are crucial to reaching a neutral carbon footprint. Future research needs to look toward neutral or even negative carbon footprint CO2R processes. Having a deep insight into the scientific and technological aspect of both abiotic and biotic CO2R would advance in designing efficient catalysts and microalgae farming systems. Integrating the abiotic and biotic CO2R such as microbial fuel cells further diversifies the spectrum of CO2R.

The report “Hydrogen for Net Zero” presents an ambitious yet realistic deployment scenario until 2030 and 2050 to achieve Net Zero emissions considering the uses of hydrogen in industry power mobility and buildings. The scenario is described in terms of hydrogen demand supply infrastructure abatement potential and investments required and then compared with current momentum and investments in the industry to identify the investment gaps across value chains and geographies.

The report is based on the technoeconomic data of cost and performance of hydrogen technologies provided by Hydrogen Council members and McKinsey & Company as well as the Hydrogen Council investment tracker which covers all large-scale investments into hydrogen globally.

Link to their website

Deployment and investments in hydrogen have accelerated rapidly in response to government commitments to deep decarbonisation establishing hydrogen as a key component in the energy transition.

To help guide regulators decision-makers and investors the Hydrogen Council collaborated with McKinsey & Company to release the report ‘Hydrogen Insights 2021: A Perspective on Hydrogen Investment Deployment and Cost Competitiveness’. The report offers a comprehensive perspective on market deployment around the world investment momentum as well as implications on cost competitiveness of hydrogen solutions.

The document can be downloaded from their website

The present study investigates a process for the selective production of hydrogen from the catalytic decomposition of formic acid in the presence of iridium and iridium–palladium nanoparticles under various conditions. It was found that a loading of 1 wt.% of 2% palladium in the presence of 1% iridium over activated charcoal led to a 43% conversion of formic acid to hydrogen at room temperature after 4 h. Increasing the temperature to 60 °C led to further decomposition and an improvement in conversion yield to 63%. Dilution of formic acid from 0.5 to 0.2 M improved the decomposition reaching conversion to 81%. The reported process could potentially be used in commercial applications.

The virtual energy storage system (VESS) is one of the emerging novel concepts among current energy storage systems (ESSs) due to the high effectiveness and reliability. In fact VESS could store surplus energy and inject the energy during the shortages at high power with larger capacities compared to the conventional ESSs in smart grids. This study investigates the optimal operation of a multi-carrier VESS including batteries thermal energy storage (TES) systems power to hydrogen (P2H) and hydrogen to power (H2P) technologies in hydrogen storage systems (HSS) and electric vehicles (EVs) in dynamic ESS. Further demand response program (DRP) for electrical and thermal loads has been considered as a tool of VESS due to the similar behavior of physical ESS. In the market three participants have considered such as electrical thermal and hydrogen markets. In addition the price uncertainties were calculated by means of scenarios as in stochastic programming while the optimization process and the operational constraints were considered to calculate the operational costs in different ESSs. However congestion in the power systems is often occurred due to the extreme load increments. Hence this study proposes a bi-level formulation system where independent system operators (ISO) manage the congestion in the upper level while VESS operators deal with the financial goals in the lower level. Moreover four case studies have considered to observe the effectiveness of each storage system and the simulation was modeled in the IEEE 33-bus system with CPLEX in GAMS.

The hazardous effects of pollutants from conventional fuel vehicles have caused the scientific world to move towards environmentally friendly energy sources. Though we have various renewable energy sources the perfect one to use as an energy source for vehicles is hydrogen. Like electricity hydrogen is an energy carrier that has the ability to deliver incredible amounts of energy. Onboard hydrogen storage in vehicles is an important factor that should be considered when designing fuel cell vehicles. In this study a recent development in hydrogen fuel cell engines is reviewed to scrutinize the feasibility of using hydrogen as a major fuel in transportation systems. A fuel cell is an electrochemical device that can produce electricity by allowing chemical gases and oxidants as reactants. With anodes and electrolytes the fuel cell splits the cation and the anion in the reactant to produce electricity. Fuel cells use reactants which are not harmful to the environment and produce water as a product of the chemical reaction. As hydrogen is one of the most efficient energy carriers the fuel cell can produce direct current (DC) power to run the electric car. By integrating a hydrogen fuel cell with batteries and the control system with strategies one can produce a sustainable hybrid car

It is a common belief that embedded expanding inclusions are subjected to an internal homogeneous compressive hydrostatic stress. Still cracks that appear in precipitates that occupy a larger volume than the original material are frequently observed. The appearance of cracks has since long been regarded as a paradox. In the present study it is shown that matrix materials that increases its volume even several percent during the precipitation process develop a tensile hydrostatic stress in the centre of the precipitate. This is the result of a complicated mechanical-chemical phase transformation process. The process is here studied using a Landau phase feld model. Before the material is transformed and incorporated in a precipitate it undergoes stretching beyond the elastic strain limit because of the presence of already expanded material. During the phase transformation the accompanying volumetric expansion cannot be fully accommodated which instead creates an internal compressive stress and adds tension in the surrounding material. As the growth of the precipitate proceeds a region with increasing tensile stress develops in the interior of the precipitate. This is suggested to be the most probable cause of the observed cracks. First the mechanics that lead to the tension is computed. The infuence of elastic-plastic properties is studied both for cases both with and without cracks. The growth history from microscopic to macroscopic precipitates is followed and the result is compared with observations of so called hydride blisters that are formed on surfaces of zirconium alloys in the presence of hydrogen. A common practical situation is when the zirconium is in contact with an object of lower temperature. Then the cooled spot attracts hydrogen that make the zirconium transform to a metal hydride with the shape of a blister. The simulations predicts a final size and position of the growing crack that compares well with the experimental observations.