System (2) for CO.sub.2 capture from a combustion engine (1) comprising an exhaust gas flow circuit (6) having an inlet end fluidly connected to an exhaust of the combustion engine, a heat exchanger circuit (12), a primary exhaust gas heat exchanger (H1) for transferring heat from exhaust gas to fluid in the heat exchanger circuit, at least one compressor (10) for compressing fluid in a section of the heat exchanger circuit, the compressor driven by thermal expansion of heat exchanger circuit fluid from the primary exhaust gas heat exchanger (H1), and a CO.sub.2 temperature swing adsorption (TSA) reactor (4) fluidly connected to an outlet end of the exhaust gas flow circuit. The TSA reactor includes at least an adsorption reactor unit (D4) and a desorption reactor unit (D2), the heat exchanger circuit comprising a heating section (12b) for heating the desorption unit (D2) and a cooling section (12a) for cooling the adsorption unit (D4).

System (2) for CO.sub.2 capture from a combustion engine (1) comprising an exhaust gas flow circuit (6) having an inlet end fluidly connected to an exhaust of the combustion engine, a heat exchanger circuit (12), a primary exhaust gas heat exchanger (H1) for transferring heat from exhaust gas to fluid in the heat exchanger circuit, at least one compressor (10) for compressing fluid in a section of the heat exchanger circuit, the compressor driven by thermal expansion of heat exchanger circuit fluid from the primary exhaust gas heat exchanger (H1), and a CO.sub.2 temperature swing adsorption (TSA) reactor (4) fluidly connected to an outlet end of the exhaust gas flow circuit. The TSA reactor includes at least an adsorption reactor unit (D4) and a desorption reactor unit (D2), the heat exchanger circuit comprising a heating section (12b) for heating the desorption unit (D2) and a cooling section (12a) for cooling the adsorption unit (D4).

A control system for a vehicle, the control system comprising one or more controllers, the control system being arranged to: determine a prediction of an end of a current driving cycle of the vehicle, determine a likelihood of slippage from an emissions trap of the vehicle in a next driving cycle of the vehicle in dependence on the prediction of the end of the current driving cycle, and control purging of the emissions trap prior to the prediction of the end of the current driving cycle in dependence on the likelihood of slippage.

A carbon dioxide capture system includes a first capture tank containing carbon dioxide absorbent material which operates to absorb carbon dioxide from a flow of exhaust gas from an internal combustion engine. A heat exchange loop is in heat exchange communication with the first capture tank and further in heat exchange communication with one of the flow of exhaust gas or a flow of engine coolant from the internal combustion engine. A heat exchange fluid is operable to flow through the heat exchange loop. The heat exchange fluid operates to transfer heat from the exhaust gas or the engine coolant to the first capture tank. The heat from the exhaust gas or the engine coolant operates to release a portion of the carbon dioxide absorbed by the carbon dioxide absorbent material in the first capture tank.

A system (2) comprising (i) a vehicular compression ignition engine (1) comprising one or more engine cylinders and one or more electronically-controlled fuel injectors therefor; (ii) an exhaust line (3) for the engine comprising: a first emissions control device (5) comprising a first honeycomb substrate, which comprises a hydrocarbon adsorbent component; and a second emissions control device (7) comprising an electrically heatable element (7a) and a catalysed second honeycomb substrate (7b), which comprises a rhodium-free platinum group metal (PGM) comprising platinum, wherein the electrically heatable element (7a) is disposed upstream from the catalysed second honeycomb substrate (7b) and wherein both the electrically heatable element (7a) and the catalysed second honeycomb substrate (7b) are disposed downstream from the first honeycomb substrate; a third emissions control device (22), which is a third honeycomb substrate comprising an ammonia-selective catalytic reduction catalyst disposed downstream from the second emissions control device (7); and one or more temperature sensors located: upstream of the electrically heatable element and/or upstream of the first honeycomb substrate; and between the electrically heatable element (7a) and the catalysed second honeycomb substrate (7b); and (iii) an engine control unit (20) comprising a central processing unit pre-programmed, when in use, to control both a heating activation state of the electrically heatable element (7a); an injection timing strategy of the one or more electronically-controlled fuel injector to increase the temperature of at least the first emissions control device following key-on/cold-starting a vehicle comprising the system, wherein the one or more temperature sensors are electrically connected to the engine control unit for feedback control in the system.

A system (2) comprising (i) a vehicular compression ignition engine (1) comprising one or more engine cylinders and one or more electronically-controlled fuel injectors therefor; (ii) an exhaust line (3) for the engine comprising: a first emissions control device (5) comprising a first honeycomb substrate, which comprises a hydrocarbon adsorbent component; and a second emissions control device (7) comprising an electrically heatable element (7a) and a catalysed second honeycomb substrate (7b), which comprises a rhodium-free platinum group metal (PGM) comprising platinum, wherein the electrically heatable element (7a) is disposed upstream from the catalysed second honeycomb substrate (7b) and wherein both the electrically heatable element (7a) and the catalysed second honeycomb substrate (7b) are disposed downstream from the first honeycomb substrate; a third emissions control device (22), which is a third honeycomb substrate comprising an ammonia-selective catalytic reduction catalyst disposed downstream from the second emissions control device (7); and one or more temperature sensors located: upstream of the electrically heatable element and/or upstream of the first honeycomb substrate; and between the electrically heatable element (7a) and the catalysed second honeycomb substrate (7b); and (iii) an engine control unit (20) comprising a central processing unit pre-programmed, when in use, to control both a heating activation state of the electrically heatable element (7a); an injection timing strategy of the one or more electronically-controlled fuel injector to increase the temperature of at least the first emissions control device following key-on/cold-starting a vehicle comprising the system, wherein the one or more temperature sensors are electrically connected to the engine control unit for feedback control in the system.

A control system for a vehicle, the control system comprising one or more controllers, the control system being arranged to: determine a prediction of an end of a current driving cycle of the vehicle, determine a likelihood of slippage from an emissions trap of the vehicle in a next driving cycle of the vehicle in dependence on the prediction of the end of the current driving cycle, and control purging of the emissions trap prior to the prediction of the end of the current driving cycle in dependence on the likelihood of slippage.

A control system for a vehicle having a CO2 capturing device configured to capture CO2 certainly from gas streams. The CO2 captured by the CO2 capturing device is desorbed from the CO2 capturing device by an energy available in the vehicle. A controller is configured to discharge the CO2 captured by the CO2 capturing device into the recovery station by energy delivered from the recovery station to the CO2 capturing device when the energy available in the vehicle is less than a predetermined value.

The present invention is directed to a method of preparing a synthetic crystalline material, designated as JMZ-12, with a framework built up by the disorder AEI and CHA structures, substantially free of framework phosphorous and prepared preferably in the absence of halides such as fluoride ions. Such method comprises the step of heating a reaction mixture under crystallization conditions for a sufficient period to form a disordered zeolite having both CHA and AEI topologies, wherein the reaction mixture comprises at least one source of aluminum, at least one source of silicon, a source of alkaline or alkaline-earth cations, and a structure directing agent containing at least one source of quaternary ammonium cations and at least one source of alkyl-substituted piperidinium cations in a molar ratio of 0.20 to about 1.4. The resulting zeolites are useful as catalysts, particularly when used in combination with exchanged transition metal(s) and, optionally, rare earth metal(s).

An object of the present disclosure is to provide an NO.sub.x storage material having sufficient NO.sub.x storage capacity even in a low temperature region and a production method thereof. An NO.sub.x storage material including a composite oxide of silver and gallium. The composite oxide of silver and gallium is preferably a delafossite-type composite oxide. The composite oxide is produced by dissolving a silver salt and a gallium salt in a solvent and baking the solution, wherein the molar ratio of silver:gallium is preferably from 2:8 to 7:3.