Nowadays, there is a permanent need to develop alternative fuel production and combustion technologies. The general objective indicated in Directive 2009/28/EC for biofuels in Poland is application in transport 10% of renewable energy by 2020 and 20% by 2030. In Poland, it can be achieved by adding bio-components to liquid fuels. Flexible fuel vehicles are not as popular in Europe as in Brazil, so further ethanol processing is justified. The researched synthetic gasoline was obtained from bioethanol at the Ekobenz Company Ltd. in Poland. In 2008, Sasol launched its 100% synthetic jet fuel produced by CTL (Coal to Liquids).A variety of engine concepts was tested and evaluated in terms of the key criteria for use as a range extender developed by AVL Company. The Wankel engine has been selected for the vehicle prototype as the most compact and of excellent NVH behaviour. The use of this engine in light helicopters is also considered.The paper describes the combustion results of a synthetic fuel produced from bioethanol in the ETG (Ethanol to Gasoline) process. This type of fuel is totally alternative as it has no petroleum additives. The influence of some second-generation biofuels on emissions, fuel consumption and the characteristics of the Wankel engine was described. The combustion results were compared with those of gasoline. The emission test results were also presented for different mixtures of synfuels and gasoline. The tested object was a low intake, 4-stroke XR50 Wankel engine.

The co-simulation method in the composite analysis of the rotor enables connection between Multi Body Dynamics (MBD), Finite Element Method (FEM) and Computational Fluid Dynamics (CFD) by using MATLAB code control algorithms. The idea of unidirectional analysis assumes the use of a rigid rotor model with implemented flexible elements of specific mass-rigidity properties, a special Modal Natural Frequency matrix. In this paper, the MBD model complemented with flexible elements was loaded with inertial forces and additional aerodynamic forces. These aerodynamic forces were determined from CFD analyses considering the aeroelasticity of the rotor blade (static and dynamic characteristics appropriate for a given aerodynamic airfoil). The validation of the computational model was performed on the basis of Virtual Blade Model analyses of the rotor, completed with additional algorithms based on the Blade Element Theory method.

This paper reports the results of simulation works of Rotax 912 aircraft piston engine, which is a basic unit in most ultra-light aircrafts. The method for preparing the model aircraft engine operation process was presented. Simulation tests were carried out in the AVL Boost programme. The programme allows a full use of zero-dimensional and one-dimensional modelling. It also allows a comparison of other engine models. The developed model has enabled us to simulate the flow of air through the inlet pipes, carburettors, valves and combustion process. The preparation of the model required us to enter parameters that are not available in the manufacturer's catalogue, therefore, necessary measurements and analysis of the engine parts were carried out on a laboratory bench. The calculations in the AVL Boost programme were carried out in the conditions determined for the selected BMEP values with the objective of characterising the engine performance by determining its power, torque and fuel consumption.

The paper presents a description of geometric models, computational algorithms, and results of numerical analysis of charge exchange in an opposed-piston two-stroke engine. The research engine is a newly designed internal diesel engine. This unit is composed of three cylinders in which operate three pairs of opposed-pistons. The engine generates a power output equal to 100 kW at a crankshaft rotation speed of 3800-4000 rpm. The numerical investigations were carried out using ANSYS FLUENT solver. The geometrical model includes an intake manifold, a cylinder and an outlet manifold. The study was conducted for a series of modifications of manifolds and intake and exhaust ports to optimise the charge exchange process in the engine. In addition, we attempted to verify the effect of the combustion chamber shape on the charge exchange process in the engine. The calculations specified a swirl coefficient obtained under steady conditions for fully open intake and exhaust ports as well as the CA value of 280° for all cylinders. In addition, mass flow rates were identified separately in all of the intake and exhaust ports to achieve the best possible uniformity of flow in particular cylinders. The paper includes comparative analyses of all of the intake and exhaust manifolds of the designed engine.

This paper presents the research results for a diesel and hydrogen fueled engine. The research object is a four-cylinder, four-stroke ADCR engine with a displacement of 2,636 cm3. In the experiments, glow plugs were replaced with compressed hydrogen injectors and a special adapter. Hydrogen was supplied directly into a combustion chamber using a test injector. A hydrogen dose in the tests was changed at selected test points and ranged from 0 to 160 dm3/min. The research were conducted at 1,500 rpm. A hydrogen injection start angle and maximum hydrogen dose were specified from the preliminary experiments. The following parameters were analyzed: indicated mean effective pressure, maximum pressure, crank angle of maximum cylinder pressure occurrence and heat release. The obtained results were statistically analyzed. The conducted analysis focused on determining whether there are significant differences between early and late injection and how these changes affect the measured parameters.

This paper examines the selected constructions of piston for aircraft CI engines and discusses tendencies in a development of piston designs. The paper addresses the question of using new materials and coatings to improve quality of pistons and the study of heat transfer and methods to absorb heat from a piston by means of cooling ducts. The selected materials were examined in terms of their advantages and drawbacks. The paper discusses different shapes of piston heads and their impact on combustion as well as indicates other factors behind parameters of combustion and toxic emission like injector shape types, lubrication types and clearances in the combustion chamber.