Viability of Vehicles Utilizing On-Board CO 2 Capture
Viability of Vehicles Utilizing On-Board CO 2 Capture
复制标题
利用车载 CO 2 捕集技术的车辆的可行性
DOI：
10.1021/acsenergylett.1c01426
复制
发表时间：
2021
影响因子：
22
通讯作者：
Barnett, Scott A.
中科院分区：
文献类型：
--
作者：
Schmauss, Travis A.;Barnett, Scott A.
尽管电池电动和氢燃料电池汽车在减少二氧化碳排放方面有很大的希望，但电气化运输仍有一些未解决的领域，例如重型和远程全球航运业。在这个观点中，我们研究了使用碳氢化合物或酒精燃料的CO2中性运输的可行性，其中CO2产品被捕获在车辆上。这种方法利用了这些能源密集型应用所需的碳基燃料无与伦比的能量密度。一个概念是考虑到电力技术，基础设施和所需的燃料。存储量和质量的要求计算了各种类型的车辆，并与其他二氧化碳中性的选择，即氢燃料电池汽车（H2FCVs）和电池电动汽车（BEVs），研究和开发需要实施这项技术进行了讨论。在运输脱碳方面取得了重大进展（全球每年人为二氧化碳排放量的22%），但商业化主要限于轻型短程车辆，约占该部门排放量的一半。1，2对于这个子行业，普林斯顿大学最近的一份报告，净零美国（NZA），详细介绍了到2050年实现二氧化碳中和的一系列途径，设想了BEV使用的快速增长以及可再生电力生产的重大扩张。2该行业剩余排放的大部分来自被认为难以脱碳的车辆，例如货运和航空（分别占全球二氧化碳的4%和2%）。在这里，足够的电池容量是有问题的，而NZA的报告提出了通过H2FCVs利用相对更可扩展的氢气。在可行的情况下，BEV利用可再生电力提供了迄今为止最好的效率，其中77%交付给车轮。对于其余的应用，来自生物质气化或电解的氢的H2FCVs，NZA报告所述的主要生产途径，效率相对较低，分别为26%和33%。2，3这种低效率将是有问题的，因为它们需要在上游生产大量的可再生能源。在这些车辆投入使用之前，主要的氢气生产和分配基础设施必须已经到位，碳中和工艺最终需要占据市场份额。虽然氢提供了令人印象深刻的重量比能量，但其低体积能量密度仍然是一个挑战，需要能源密集型压缩才能适用于大多数应用。在这里，我们评估了一种不同的方法，其中使用碳基燃料，但在操作过程中直接进行CO2捕获。如图1所示，通过避免首先将这种燃料转化为氢气的需要，H2FCV的效率大大提高。碳基燃料具有
Although battery electric and hydrogen fuel cell vehicles hold great promise for mitigating CO2 emissions, there are still unaddressed sectors for electrified transport, eg, the heavy-duty and long-range global shipping industry. In this Viewpoint, we examine the viability of CO2-neutral transportation using hydrocarbon or alcohol fuels, in which the CO2 product is captured on-board the vehicle. This approach takes advantage of the unparalleled energy density of carbonbased fuels as needed for these energy-intensive applications. A concept is developed considering the power technologies, infrastructure, and fuels required. Storage volume and mass requirements are calculated for a wide range of vehicle types and compared with those for other CO2-neutral options, namely hydrogen fuel cell vehicles (H2FCVs) and battery electric vehicles (BEVs), and research and development needs to implement this technology are discussed. Significant inroads have been made in efforts to decarbonize transportation (globally, responsible for 22% of yearly anthropogenic CO2), but commercialization has been mainly limited to light-duty, short-range vehicles, responsible for approximately half of the emissions from the sector. 1, 2 For this subsector, a recent Princeton report, Net-Zero America (NZA), which details a range of pathways to reach CO2 neutrality by 2050, envisions rapid growth in the use of BEVs alongside major expansion in renewable electricity production. 2 The majority of the remaining emissions in the sector arise from vehicles considered difficult to decarbonize, eg, those for freight transport and aviation (4% and 2% of global CO2, respectively). Here, sufficient battery capacity is problematic, and the NZA report instead proposes comparatively more scalable hydrogen to be utilized via H2FCVs. Where practical, BEVs provide by far the best efficiency utilizing renewable electricity,∼ 77% delivered to wheels. For the remaining applications, H2FCVs with hydrogen derived from biomass gasification or electrolysis, the main production pathways as slated by the NZA report, are relatively inefficient,∼ 26% and 33% delivered to wheels, respectively. 2, 3 Such low efficiencies will be problematic because they require the production of much greater amounts of renewable energy upstream. Major hydrogen production and distribution infrastructure must already be in place before such vehicles are serviceable, with carbon-neutral processes eventually needing to take over market share. And while hydrogen offers impressive gravimetric specific energy, its low volumetric energy density is still a challenge, requiring energy-intensive compression to be feasible for most applications.Here we assess a different approach, in which C-based fuels are used but with direct on-board CO2 capture during operation. Shown schematically in Figure 1, efficiency is considerably improved over H2FCVs by avoiding the need to first convert such fuels to hydrogen. C-based fuels have the