京都大学 / 0048 / 新制・課程博士 / 博士(エネルギー科学) / 甲第22085号 / エネ博第393号 / 新制||エネ||76(附属図書館) / 京都大学大学院エネルギー科学研究科エネルギー社会・環境科学専攻 / (主査)教授 河本 晴雄, 教授 石原 慶一, 教授 川那辺 洋 / 学位規則第4条第1項該当 / Doctor of Energy Science / Kyoto University / DFAM

京都大学 / 0048 / 新制・課程博士 / 博士(エネルギー科学) / 甲第20478号 / エネ博第347号 / 新制||エネ||69(附属図書館) / 京都大学大学院エネルギー科学研究科エネルギー社会・環境科学専攻 / (主査)教授 坂 志朗, 教授 塩路 昌宏, 准教授 河本 晴雄 / 学位規則第4条第1項該当 / Doctor of Energy Science / Kyoto University / DGAM

O Brasil possui um território com capacidade de haver à expansão da agricultura da cana-deaçúcar, além de ser o país que mais produz cana. O objetivo deste trabalho foi realizar levantamento histórico sobre o Diesel de cana-de-açúcar, focado na questão ambiental, social e energética. A metodologia adotada foi à pesquisa exploratória e a pesquisa explicativa. Os combustíveis Biofene, Ultra Clean e Soladiesel das respectivas empresas Amyris, Ls9 e Solazyme mostraram que possuem potencial de mitigação dos gases de efeito estufa e poluentes atmosféricos. Todos estes combustíveis se enquadram nas normas de utilização nacionais e internacionais. Porém, o Diesel da Amyris não se enquadrou nas normas do PROCONVE e EURO V. O Diesel da LS9 mostrou-se enquadrado nas normas e o Diesel da Solazyme não teve avaliação, por não existir na literatura dados suficientes. Observou-se que o Biofene da Amyris, possui uma superioridade em relação à produção por hectare e a autonomia que dá aos veículos em relação ao Biodiesel de soja. Um hectare o Diesel de cana tem produção entre 800% e 1114% superior ao Biodiesel de soja, dependendo da tecnologia de produção. Quanto à autonomia varia de 800% a 1121% maior que o Biodiesel. O que definirá se o Brasil investirá ou não nestas parcerias serão seus interesses políticos, pois se trata de uma commodity, sendo assim todos os benefícios ambientais, sociais, energéticos e também políticos deverão ser analisados para esta tomada de decisão. / Brazil has a territory with the capacity to be the expansion of sugarcane agriculture, besides being the country that produces sugar cane. The aim of this study was historical survey on diesel sugarcane, focused on environmental issues, social and energy. The methodology adopted was the exploratory and explanatory research. The Biofene fuels, Ultra Clean and Soladiesel their respective companies Amyris, LS9 and Solazyme shown that have the potential mitigation of greenhouse gases and air pollutants. All these fuels fit into the norms of national and international use. But the Diesel Amyris did not fit the rules of PROCONVE and EURO V. The Diesel LS9 proved to be framed in the rules and Diesel had no Solazyme evaluation, not enough data exist in the literature. It was observed that the Amyris Biofene, has a superiority over the production per hectare and the autonomy that gives vehicles to soy biodiesel. Diesel one hectare of sugarcane production has between 800% and 1114% higher than soybean biodiesel, depending on the production technology. As for autonomy varies from 800% to 1121% higher than the Biodiesel. What will define whether Brazil will invest or not these partnerships will be their political interests, because it is a commodity, therefore all environmental, social, energy and also politicians should be analyzed for this decisionmaking.

The aspiration for producing algal biofuel is motivated by the desire to replace conventional petroleum fuels, produce fuels domestically, and reduce greenhouse gas emissions. Although, in theory, algae have the potential to produce a large amount of petroleum fuel substitutes and capture carbon emissions, in practice, profitable algal biofuel production has proven quite challenging. This dissertation characterizes the production pathways for producing petroleum fuel substitutes from algae and evaluates constraints on algal biofuel production. Chapter 8 provides a summary of the entire dissertation. The first chapter provides a framework for reporting the production of renewable diesel from algae in a consistent way by using data that are specific and by presenting information with relevant metrics. The second chapter presents a review of analytical tools (i.e., microscopy, spectroscopy, and chromatography) that can be used to analyze the structure and composition of intermediate products in an algal biofuel production pathway. In chapters 3 through 6, the energy return on investment, water intensity, and financial return on investment are presented for three cases: 1) an Experimental Case in which data were measured during five batches of algal biocrude production with a combined processed volume of about 7600 L, 2) a hypothetical Reduced Case that assumes the same energy output as the Experimental Case, with reduced energy and material inputs, and 3) a Highly Productive Case that assumes higher energy outputs than the Experimental Case, with reduced energy and material inputs, similar to the Reduced Case. For all three cases, the second-order energy return on investment was determined to be significantly less than 1, which means that all three cases are energy negative. The water intensity (consumption and withdrawal) for all cases was determined to be much greater than that of conventional petroleum fuels and biofuels produced from non-irrigated crops. The financial return on investment was also found to be significantly less than 1 for all cases, indicating production would be unprofitable. Additionally, it was determined that large-scale algal biofuel production would be constrained by the availability of critical energy and material inputs (e.g., nitrogen and carbon dioxide). The final part of this dissertation presents a first-principles thermodynamic analysis that represents an initial attempt at characterizing the thermodynamic limits for algal biofuel production. In that analysis, the energy, entropy, and exergy is calculated for each intermediate product in the algal biofuel production pathway considered here. Based on the results presented in this body of work, game-changing technology and biotechnology developments are needed for sustainable and profitable algal biofuel production. / text

Current trends in diesel transport anticipate that in the upcoming future a range of renewable fuels will be necessary to comply with emission and sustainability legislations. Exhaust after-treatment devices such as diesel particulate filters –DPFs– will have to operate satisfactorily with this pool of biofuels. In particular, DPF regeneration is crucial to cut the fuel penalty and guarantee an acceptable lifetime for this device. In the present work, an automotive diesel engine was run with fossil fuel and three renewable fuels: a conventional biodiesel, a fuel manufactured through Fischer-Tropsch –FT– process and a HVO biofuel. The DPF was loaded and regenerated through an active process with fuel post-injections. Additionally, soot samples were investigated with thermo-gravimetry (TGA) and calorimetry (DSC) to confirm whether these techniques obtain relevant information for explaining DPF behavior. Both methods proved that biodiesel leads to a more economical regeneration being the biodiesel soot, more reactive than the other samples, the main reason. DPF regenerations with paraffinic fuels (FT-derived and HVO) did not reveal strong differences compared to diesel, though TGA and DSC results suggested that soot from paraffinic biofuels is more reactive than that from diesel. The exhaust gas temperature and composition are behind this apparent discrepancy.

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[pt] A análise do ciclo de vida (ACV) é uma ferramenta útil para dimensionar e expor os crescentes impactos ambientais, econômicos e sociais causados por produtos e processos industriais, principalmente quando estes possuem uma cadeia de suprimentos complexa, como é o caso dos principais combustíveis do ciclo diesel (diesel A, biodiesel éster e diesel verde). Utilizando diferentes cenários possíveis para a matriz de combustíveis diesel no Brasil como contexto e a ACV simplificada a partir da estrutura metodológica descrita pela ABNT como ferramenta, esse estudo buscará responder qual o combustível do motor diesel que, ao longo do seu ciclo de vida, gera menos emissões de CO2 na atmosfera, utilizando esse indicador como forma de quantificar os impactos ambientais desses produtos. Uma das principais conclusões é que as duas alternativas renováveis reduzem significativamente as emissões de CO2, quando comparadas com o diesel de origem fóssil. Isso acontece porque enquanto o combustível fóssil gera emissões de CO2 na sua etapa de matéria-prima (petróleo), os biocombustíveis capturam CO2 na etapa equivalente (plantas). Outra conclusão é em relação ao maior impacto de algumas etapas (como consumo e matéria prima) em relação a outras (como produção e transporte). Finalmente, concluiu-se também que a possibilidade de se utilizar o diesel verde sem a necessidade de mistura com o diesel de origem fóssil nos motores à combustão é uma vantagem ambiental desse biocombustível em relação ao biodiesel éster. / [en] LCA (Life Cycle Assessment) is a useful tool for assessing and exposing the growing environmental, economic, and social impacts caused by products and industrial processes, especially when they have a complex supply chain, as is the case with the main fuels of the diesel cycle (diesel A, FAME biodiesel, and HVO). Using different possible scenarios for the diesel fuel matrix in Brazil as context and a simplified LCA methodological structure described by ABNT as a tool, this study aims to answer which diesel engine fuel, over its life cycle, generates fewer CO2 emissions into the atmosphere, using this indicator to quantify the environmental impacts of these products. One of the main conclusions is that both renewable alternatives significantly reduce CO2 emissions when compared to fossil-origin diesel. This is because while fossil fuel generates CO2 emissions in its raw material stage (petroleum), biofuels capture CO2 in the equivalent stage (plants). Another conclusion relates to the greater impact of some stages (such as consumption and raw material) compared to others (such as production and transportation). Finally, it was also concluded that the possibility of using HVO without the need for blending with fossil-origin diesel in combustion engines is an environmental advantage of this biofuel over FAME biodiesel.

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