O motor a álcool pré-vaporizado tem potencial para ser uma alternativa mais eficiente e menos poluente aos motores a álcool convencionais. Nele, o combustível é vaporizado com calor rejeitado pelo próprio motor e admitido na fase gasosa, aproveitando-se das vantagens dos motores com combustíveis nessa fase sem alguns dos seus inconvenientes. O projeto foi aperfeiçoado buscando viabilidade técnica e econômica para sua instalação em veículos automotores. Água do sistema de arrefecimento cede calor para a ebulição do combustível. As novas tecnologias para injeção de combustíveis gasosos contribuem para esse objetivo, bem como o desenvolvimento de um sistema sustentável e auto-ajustável de geração de vapor de etanol que usa a água do sistema de arrefecimento. Conseguiu-se maior eficiência em quase todos os regimes de funcionamento estudados, bem como meios de reduzir as principais emissões automotivas indesejáveis. / Pre-vaporized ethanol engine (PVEE) has potential to be more efficient and less pollutant than conventional ethanol-powered engines. In it, fuel is vaporized with heat rejected by engine itself and intook in gaseous form, taking advantage of this kind of fuel but without some of its inconveniences. The PVEE project was polished looking for economical and technical liability to future use in automotive vehicles. New gaseous fuel injection technologies contribute to this goal, together the development of a sustainable and self-adjustable ethanol vapor generating system who uses water from engine\'s cooling systems. Better efficiency was achieved in almost all investigated regimes, as well as were found ways to reduce the main undesirable automotive emissions.

O motor a álcool pré-vaporizado tem potencial para ser uma alternativa mais eficiente e menos poluente aos motores a álcool convencionais. Nele, o combustível é vaporizado com calor rejeitado pelo próprio motor e admitido na fase gasosa, aproveitando-se das vantagens dos motores com combustíveis nessa fase sem alguns dos seus inconvenientes. O projeto foi aperfeiçoado buscando viabilidade técnica e econômica para sua instalação em veículos automotores. Água do sistema de arrefecimento cede calor para a ebulição do combustível. As novas tecnologias para injeção de combustíveis gasosos contribuem para esse objetivo, bem como o desenvolvimento de um sistema sustentável e auto-ajustável de geração de vapor de etanol que usa a água do sistema de arrefecimento. Conseguiu-se maior eficiência em quase todos os regimes de funcionamento estudados, bem como meios de reduzir as principais emissões automotivas indesejáveis. / Pre-vaporized ethanol engine (PVEE) has potential to be more efficient and less pollutant than conventional ethanol-powered engines. In it, fuel is vaporized with heat rejected by engine itself and intook in gaseous form, taking advantage of this kind of fuel but without some of its inconveniences. The PVEE project was polished looking for economical and technical liability to future use in automotive vehicles. New gaseous fuel injection technologies contribute to this goal, together the development of a sustainable and self-adjustable ethanol vapor generating system who uses water from engine\'s cooling systems. Better efficiency was achieved in almost all investigated regimes, as well as were found ways to reduce the main undesirable automotive emissions.

The behavior of using oxygen carriers as bed material in a fluidized bed combustion was investigated in this work when methane, air and carbon monoxide, air are used as fluidizing gases. More specifically, conversion rate, unsteadiness and gas composition was investigated and it was found that the conversion rate of carbon monoxide and methane are higher when oxygen carriers are used as bed material compared to silica sand and that the highest conversion rate was for oxygen carriers with high oxygen transport capacity and high reactivity towards the gaseous fuel. And it was also found that unsteady concentration profiles were present for all oxygen carries when methane was used but only for manganese when carbon monoxide was used which indicates that low reactivity towards a gaseous fuel triggers unsteadiness. In addition to this ilmenite and F6MZ1100 was defluidized when carbon monoxide was used and no decrease in reactivity between oxygen carrier and oxygen was observed. The experiment was performed in a laboratory scale fluidized bed reactor were 4 different bed materials was used, manganese ore, ilmenite, F6MZ1100, silica sand and each batch used 15g of particles, a particle size of 125-180µm, a total flowrate of 900ml/min and a changing Air-fuel equivalence ratio to simulate a fuel lean and a fuel rich mixture. And in addition to this the particles were exposed to an alternating reducing and oxidizing condition to test reactivity between oxygen carrier and the used gaseous fuels. / Beteendet av syrebärare som bäddmaterial i en fluidiserad bäddförbränning har undersökts när en blandning av kolmonoxid,luft och metan,luft har använts som fluidiseringsgaser genom att utvärdera bränsle omvandlingsgraden, ostadigheter i rökgassammansättningen, rökgassammansättningen och arbetet visar att omvandlingsgraden av kolmonoxid och metan är högre när syrebärare används som bäddmaterial jämfört med när kiselsand används. Och högsta omvandlingsgraden var för syrebärare med hög syretransport kapacitet och hög reaktivitet med det gasformiga bränslet och det observerades även att ostadighet i rökgassammansättning är beroende av bränsletyp. När metangas användes fanns ostadigheter för samtliga bäddmaterial men endast för Mangan när kolmonoxid användes vilket indikerar att låg reaktivitet mellan flyktgaser och syrebärare utlöser ostadighet i rökgassammansättningen. Utöver detta uppstod fluidiseringsproblem för Ilmenit och F6MZ1100 när kolmonoxid användes vilket resulterade i partiell passering av fluidiseringsgaser genom reaktorn och utöver detta observerades inte någon minskad reaktivitet mellan syrebärarna och syre under experimentet. Experimentet utfördes i en fluidiserad bädd reaktor i laboratorieskala där 4 olika bäddmaterial testades, Manganmalm, Ilmenit, F6MZ1100 och Kiselsand och i varje experiment användes 15g partiklar med partikelstorleken 125-180μm och med ett total flödet på 900 ml/min. Och för att testa effekten vid olika blandningar av bränsle och luft ändrades luft-bränsle förhållandet så att bäddmaterialet exponerades för syreöverskott och syreunderskott och utöver detta exponerades även syrebärarna för omväxlande oxidation och reduktion för att utvärdera reaktiviteten mellan syrebärare och det gasformiga bränslet.

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This work concerns a systematic study of IC engine operation with 100% biogas as fuel (as opposed to the dual-fuel mode) with particular emphasis on operational issues and the quest for high efficiency strategies. As a first step, a commercially available 1.2 kW genset engine is modified for biogas operation. The conventional premixing of air and biogas is compared with a new manifold injection strategy. The effect of biogas composition on engine performance is also studied. Results from the genset engine study indicate a very low overall efficiency of the system. This is mainly due to the very low compression ratio (4.5) of the engine. To gain further insight into factors that contribute to this low efficiency, thermodynamic engine simulations are conducted. Reasonable agreement with experiments is obtained after incorporating estimated combustion durations. Subsequently, the model is used as a tool to predict effect of different parameters such as compression ratio, spark timing and combustion durations on engine performance and efficiency. Simulations show that significant improvement in performance can be obtained at high compression ratios. As a step towards developing a more efficient system and based on insight obtained from simulations, a high compression ratio (9.2) engine is selected. This engine is coupled to a 3 kW alternator and operated on 100% biogas. Both strategies, i.e., premixing and manifold injection are implemented. The results show very high overall (chemical to electrical) efficiencies with a maximum value of 22% at 1.4 kW with the manifold injection strategy. The new manifold injection strategy proposed here is found to be clearly superior to the conventional premixing method. The main reasons are the higher volumetric efficiency (25% higher than that for the premixing mode of supply) and overall lean operation of the engine across the entire load range. Predictions show excellent agreement with measurements, enabling the model to be used as a tool for further study. Simulations suggest that a higher compression ratio (up to 13) and appropriate spark advance can lead to higher engine power output and efficiency.

This master thesis deals with the influence of installation of ecological taxes upon public budgets. The aim is to review, whether collecting of ecological taxes caused reduction of consumption of the taxed fuel and energy. The comparative method is used here to compare the budget and the real payment of the ecological taxes in 2008 and 2009 in the Czech republic. The well-arranged tables and graphs show the comparison of the consumption of the fuel and energy since 2005 to 2009. The result of the research shows, that the collecting of the ecological taxes did not reach the expected amount, so the planned budget was not filled up. The consumption of the fuel and the energy in 2008 and 2009 decreased as expected, but it is impossible to appoint safely, whether the decrease was caused by the implementation of the ecological taxes to the czech legislature.

The current work, through experimental and numerical investigations, analyses the process and cycle level deviations in engine response on fuelling multi-cylinder natural gas engines with producer gas. Producer gas is a low calorific value bio-derived alternative with composition of 19 ± 1% CO and H2, 2 ± 0.5 % CH4, 12 ± 1% CO2 and 46 ± 1% N2 and has thermo-physical properties significantly different from natural gas. Experimental investigations primarily address the energy balance (full cycle analysis) and in-cylinder response (process specific analysis) at various operating conditions covering naturally aspirated and turbocharged mode of operation with natural gas and producer gas. Numerical investigations are based on two thermodynamic scope mathematical models, a zero dimensional model (Wiebe function) and a quasi-dimensional model (propagating flame front heat release). A detailed diagnostic analysis on a six cylinder (E6) indicates, turbocharger mismatch, the first explicit impact of fuel thermo-physical property variation. Turbocharger matching and optimization resulted in a peak load of 72.8 kWe (BMEP 9.47) at a maximum brake torque ignition angles of 22 deg before TDC and compressor pressure ratio of 2.25. Engine energy distribution analysis indicates skewed energy balance with higher cooling load (in excess of 30%) as compared to fossil fuel operation. This is attributed to the presence of nearly 20% H2 which enhances the convective cooling through the higher thermal conductivity. Parametric variation of H2 fraction on a two cylinder engine (E2) with four different syngas compositions (mixture H2 varying from 7.1% to 14.2%) depicts enhanced cooling load from 33.5% to 37.7%. Process level comparison indicates significant deviations in the heat release profile compared to fossil fuels. It has been observed that with an increase in mixture hydrogen fraction (from 7.1% to 14.2%), the fast burn phase combustion duration reduces from 59.6% to 42.6% but the terminal stage duration increases from 25.5% to 48.9%. The enhanced cooling of the mixture (due to the presence of hydrogen), particularly in the vicinity of walls is argued to contribute towards the sluggish terminal phase combustion. Immediate implication of thermo-kinematic response variation is on the magnitude and sensitivity of combustion descriptors and the need for dependent control system calibration for producer gas fuelled operation is established. Descriptor analysis is extended to knocking pressure traces and a new simple methodology is proposed towards identifying the occurrence and regime of knock. Analysing the implications through numerical investigation, the influence of the altered thermo-kinematic response for producer gas fuelled operation impacts 0D simulations. Zero dimensional simulations fail with conventional coefficients requiring fuel specific coefficients. Based on fuel specific coefficients, the suitability of 0D model for the simulation of varying operating conditions ranging from naturally aspirated to turbo charged engines, compression ratios and different engine geometries is established. The analysis is extended to quasi-dimensional through the eddy entrainment and laminar burn up model. The choice of laminar flame speed and turbulent parameters is validated based on the assessment of the flame speed ratio (4.5 ± 0.5 for naturally aspirated operation, turbulent Reynolds number of 2500 ± 250 and 9.0 ± 1.0 for turbocharged operation, turbulent Reynolds number of 5250 ± 250). In the estimation of laminar flame speed, the limitation of GRIMech 3.0 mechanism for H2-CO-CH4 systems is explicitly established and GRIMech 2.11 is used to arrive at experimentally comparable results. In-cylinder engine simulation results covering parametric variation of load, ignition angle and mixture quality, for engine natural gas fuelled naturally aspirated operation and producer gas fuelled naturally aspirated and turbocharged after cooled are compared with experimental results. The quasi dimensional analysis is extended to simulate end gas auto-ignition and is validated by using experimental manifold conditions for turbocharged operation for which knock has been observed. Extending the model to a Waukesha cooperative fuels research engine, motor methane number of 110 is reported for standard composition producer gas. The use of quasi dimensional models with end gas reaction kinetics enabled for knock rating of fuels represents first of its kind initiative.