SUMMARYFlow batteries have unique characteristics that make them especially attractive when compared with conventional batteries, such as their ability to decouple rated maximum power from rated energy capacity, as well as their greater design flexibility.The vanadium redox flow batteries (VRFB) seem to have several advantages among the existing types of flow batteries as they use the same material (in liquid form) in both half-cells, eliminating the risk of cross contamination and resulting in electrolytes with a potentially unlimited life.Given their low energy density (when compared with conventional batteries), VRFB are especially suited for large stationary energy storage, situations where volume and weight are not limiting factors. This includes applications such as electrical peak shaving, load levelling, UPS, and in conjunction with renewable energies (e.g. wind and solar).The present work thoroughly reviews the VRFB technology detailing their genesis, the basic operation of the various existing designs and the current and future prospects of their application. The main original contribution of the work was the addressing of a still missing in-depth review and comparison of existing, but dispersed, peer reviewed publications on this technology, with several original and insightful comparison tables, as well as an economic analysis of an application for storing excess energy of a wind farm and sell it during peak demand. The authors have also benefited from their background in electric mobility to carry out original and insightful discussions on the present and future prospects of flow batteries in mobile (e.g. vehicle) and stationary (e.g. fast charging stations) applications related to this field, including a case study.Vanadium redox flow batteries are currently not suitable for most mobile applications, but they are among the technologies which may enable, when mature, the mass adoption of intermittent renewable energy sources which still struggle with stability of supply and lack of flexibility issues

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The recent transport electrification trend is pushing governments to limit the future use of Internal Combustion Engines (ICEs). However, the rationale for this strong limitation is frequently not sufficiently addressed or justified. The problem does not seem to lie within the engines nor with the combustion by themselves but seemingly, rather with the rise in greenhouse gases (GHG), namely CO2, rejected to the atmosphere. However, it is frequent that the distinction between fossil CO2 and renewable CO2 production is not made, or even between CO2 emissions and pollutant emissions. The present revision paper discusses and introduces different alternative fuels that can be burned in IC Engines and would eliminate, or substantially reduce the emission of fossil CO2 into the atmosphere. These may be non-carbon fuels such as hydrogen or ammonia, or biofuels such as alcohols, ethers or esters, including synthetic fuels. There are also other types of fuels that may be used, such as those based on turpentine or even glycerin which could maintain ICEs as a valuable option for transportation.

When the exhaust valve of a conventional spark ignition engine opens at the end of the expansion stroke, a large quantity of high pressure exhaust gas is freed to the atmosphere, without using its availability. An engine that could use this lost energy should have a better efficiency. The equations for an over-expanded cycle (Miller cycle) are developed in this paper, together with equations for the Otto cycle, diesel cycle and dual cycle, all at part load, so they can be compared. Furthermore, indicated cycle thermodynamical comparisons of a S.I. engine at part load (Otto cycle at half load), a S.I. engine at WOT (with half displacement) and two over-expanded S.I. engines (with different compression strokes) are examined and compared, with the aim of extending the referred theoretical cycle comparisons.