The evolution of numerical methods and computational facilities allow re- searchers to explore complex physical phenomenons such as multiphase flows. The specific regime of incompressible, turbulent, bubbly two-phase flow (where a car- rier fluid is infused with bubbles or particles) is also receiving increased attention due to it’s appearance in major industrial processes. The main challenges arise from coupling individual aspects of the physics into a unified model and to provide a robust numerical framework. The presented work aimed at to achieve the second part by employing the most frequently used dispersed two-phase flow model and another incompressible, turbulent single phase solver as a base flow provider for coupled Lagrangian or surface tracking tools. Among the numerical techniques, the finite element method is a powerful can- didate when the need arises for multiphysics simulations (for example coupling with an electrochemical module) where the counterpart has a node based ap- proach. Stabilization schemes such as PSPG/SUPG/BULK provide remedies for the pressure decoupling and the inherent instability of the central discretization when applied for convective flow problems. As an alternative to unsteady solvers based upon an explicit or a fully im- plicit nonlinear treatment of the convective terms, a semi-implicit scheme results in a method of second order accurate in both space and time, has absolute linear stability and requires only a single or two linear system solution per time step. The application of the skew symmetric approach to the convective term further stabilizes the solution procedure and in some cases it even prevents divergence. The Eulerian-Eulerian two-phase flow model poses various issues to be over- come. The major difficulty is the density ratio between the phases; for an ordinary engineering problem it is in the order of thousands or more. The seemingly minus- cule differences in the formulation of the stabilizations can cause very different end results and require careful analysis. Volume fraction boundedness is of concern as well, but it is treatable by solving for its logarithm. Since the equations allow jumps (even separation of the phases) in the volume fraction field, discontinuity capturing techniques are also needed. Besides the standard ’spatial’ stabilization temporal smoothing is also necessary, otherwise the limitation in time step size becomes too stringent. Designing a flow solver is one side of the adventure, but verification is equally important. Comparison against analytical solution (such as the single and two- phase Taylor-Green testcase) provides insight and confirmation about the mathe- matical and physical properties. Meanwhile comparing with real life experiments prove the industrialization and usability of a code, dealing with low quality meshes and effective utilization of computer clusters. / Doctorat en Sciences de l'ingénieur et technologie / info:eu-repo/semantics/nonPublished

Cette thèse porte sur le développement facilité d'applications de cartographie et de transport, plus particulièrement sur la génération de réseaux piétonniers pour des applications telles que la navigation, le calcul d'itinéraires, l'analyse d'accessibilité et l'urbanisme. Afin d'atteindre ce but, nous proposons un modèle de données à deux couches qui cartographie l'espace public dans une hiérarchie d'objets géospatiaux sémantisés. A bas niveau, la géométrie 2D des objets géospatiaux est représentée par une partition planaire, modélisée par une structure topologique d'arrangement 2D. Cette représentation permet des traitements géométriques efficaces et efficients, ainsi qu'une maintenance et une validation aisée au fur et à mesure des éditions lorsque la géométrie ou la topologie d'un objet sont modifiées. A haut niveau, les aspects sémantiques et thématiques des objets géospatiaux sont modélisés et gérés. La hiérarchie entre ces objets est maintenue à travers un graphe dirigé acyclique dans lequel les feuilles correspondent à des primitives géométriques de l'arrangement 2D et les noeuds de plus haut niveau représentent les objets géospatiaux sémantiques plus ou moins aggrégés. Nous avons intégré le modèle de données proposé dans un framework SIG nommé StreetMaker en complément d'un ensemble d'algorithmes génériques et de capacités SIG basiques. Ce framework est alors assez riche pour générer automatiquement des graphes de réseau piétonnier. En effet, dans le cadre d'un projet d'analyse d'accessibilité, le flux de traitement proposé a permis de produire avec succès sur deux sites un graphe de réseau piétonnier à partir de données en entrées variées : des cartes vectorielles existantes, des données vectorielles créées semi-automatiquement et des objets vectoriels extraits d'un nuage de points lidar issu d'une acquisition de cartographie mobile.Alors que la modélisation 2D de la surface du sol est suffisante pour les applications SIG 2D, les applications SIG 3D nécessitent des modèles 3D de l'environnement. La modélisation 3D est un sujet très large mais, dans un premier pas vers cette modélisation 3D, nous nous sommes concentrés sur la modélisation semi-automatique d'objets de type cylindre généralisé (tels que les poteaux, les lampadaires, les troncs d'arbre, etc) à partir d'une seule image. Les méthodes et techniques développées sont présentées et discutées / This thesis addresses easy and effective development of mapping and transportation applications which especially focuses on the generation of pedestrian networks for applications like navigation, itinerary calculation, accessibility analysis and urban planning. In order to achieve this goal, we proposed a two layered data model which encodes the public space into a hierarchy of semantic geospatial objects. At the lower level, the 2D geometry of the geospatial objects are captured using a planar partition which is represented as a topological 2D arrangement. This representation of a planar partition allows efficient and effective geometry processing and easy maintenance and validation throughout the editions when the geometry or topology of an object is modified. At the upper layer, the semantic and thematic aspects of geospatial objects are modelled and managed. The hierarchy between these objects is maintained using a directed acyclic graph (DAG) in which the leaf nodes correspond to the geometric primitives of the 2D arrangement and the higher level nodes represent the aggregated semantic geospatial objects at different levels. We integrated the proposed data model into our GIS framework called StreetMaker together with a set of generic algorithms and basic GIS capabilities. This framework is then rich enough to generate pedestrian network graphs automatically. In fact, within an accessibility analysis project, the full proposed pipeline was successfully used on two sites to produce pedestrian network graphs from various types of input data: existing GIS vector maps, semi-automatically created vector data and vector objects extracted from Mobile Mapping lidar point clouds.While modelling 2D ground surfaces may be sufficient for 2D GIS applications, 3D GIS applications require 3D models of the environment. 3D modelling is a very broad topic but as a first step to such 3D models, we focused on the semi-automatic modelling of objects which can be modelled or approximated by generalized cylinders (such as poles, lampposts, tree trunks, etc.) from single images. The developed methods and techniques are presented and discussed

The internal combustion engine is synonyms with the automobile since its invention in late 19th century. The internal combustion engine today is far more advanced and efficient compared to its early predecessors. An intense competition exists today amongst the automotive OEMs in various countries and regions for stepping up sales and increasing market share. The pressure on automotive OEMs to reduce fuel consumption and emission is enormous which has lead to innovations of many variations in engine and engine-related technologies. However, IC engines are in existence for well more than a century and hence have already evolved to a highly refined state. Changes in IC engine are therefore largely incremental in nature. A deterrent towards development of an engine configuration that is significantly different from its predecessor is the phenomenal cost involved in prototyping. Thus, the only viable alternative in exploring new engine concepts and even optimizing designs currently in operation is through extensive use of CAE. In light of published work in the field of analysis of IC engines, current research effort is directed towards development of a rational methodology for arriving at a weight-optimized engine design, which simultaneously meets performance of various attributes such as thermal, durability, vehicle dynamics and NVH. This is in contrast to the current methodology adopted in industry, according to which separate teams work on aspects of engine design such as combustion, NVH (Noise, Vibration and Harshness), acoustics, dynamics, heat transfer and durability. Because of the involvement of heterogeneous product development groups, optimization of an engine for weight, which can have a significant impact on its power-to-weight ratio, becomes a slow process beset with manual interventions and compromise solutions. Thus, following the traditional approach, it is quite difficult to claim that an unambiguous weight-optimized design has been achieved. As a departure from the practiced approach, the present research effort is directed at the deployment of a single multi-physics explicit analysis solver, viz. LS-DYNA - generally known for its contact-impact analysis capabilities, for simultaneously evaluating a given engine design for heat transfer, mechanical and thermal loading, and vibration. It may be mentioned that only combustion analysis is carried out in an uncoupled manner, using proven phenomenological thermodynamic relations, to initially arrive at mechanical and thermal loading/boundary conditions for the coupled thermo-mechanical analysis. The proposed methodology can thus be termed as a semi-integrated technique and its efficacy is established with the case study of designing a single cylinder air-cooled diesel engine from scratch and its optimization.

In-cylinder fuel-air mixing in a compressed natural gas (CNG)-fuelled, single-cylinder, spark-ignited engine is analysed using a transient three-dimensional computational fluid dynamic model built and run using STAR-CD, a commercial CFD software. This work is motivated by the need for strategies to achieve improved performance in engines utilizing gaseous fuels such as CNG. The transient in-cylinder fuel-air mixing is evaluated for a port gas injection fuelling system and compared with that of conventional gas carburetor system. In this work pure methane is used as gaseous fuel for all the computational studies. It is observed that compared to the premixed gas carburetor system, a substantial level of in-cylinder stratification can be achieved with the port gas injection system. The difference of more than 20% in mass fraction between the rich and lean zones in the combustion chamber is observed for the port gas injection system compared to less than 1% for the conventional premixed system. The phenomenon of stratification observed is very close to the “barrel stratification” mode. A detailed parametric study is undertaken to understand the effect of various injection parameters such as injection location, injection orientation, start of injection, duration of injection and rate of injection. Furthermore, the optimum injection timing is evaluated for various load-speed conditions of the engine. It is also observed that the level of stratification is highest at 50% engine load with a reduced level at 100% load. For low engine loads, the level of stratification is observed to be very low. To analyse the effect of stratification on engine performance, the in-cylinder combustion is modeled using the extended coherent flame model(ECFM). For simulating the ignition process, the arc and kernel tracking ignition model(AKTIM) is used. The combustion model is first validated with measured in-cylinder pressure data and other derived quantities such as heat release rate and mass burn fraction. It is observed that there is a good agreement between measured and simulated values. Subsequently, this model is use to simulate both premixed and stratified cases. It is observed that there is a marginal improvement in terms of overall engine efficiency when the stoichiometric premixed case is compared with the lean stratified condition. However, a major improvement in performance is observed when the lean stratified case is compared with lean premixed condition. The stratified case shows a faster heat release rate which could potentially translate to lower cycle-to-cycle variations in actual engine operation. Also, the stratified cases show as much as 20% lower in-cylinder NOx emissions when compared with the conventional premixed case at the same engine load and speed, underscoring the potential of in-cylinder stratification to achieve improved performance and lower NOx emissions.

The development of numerical methods for the incompressible Navier-Stokes equations received much attention in the past 50 years. Finite element methods emerged given their robustness and reliability. In our work, we choose the P2-P1 finite element for space approximation which gives 2nd-order accuracy for velocity and 1st-order accuracy for pressure. Our research focuses on the development of several high-order semi-implicit time-stepping methods to compute unsteady flows. The methods investigated include backward difference formulae (SBDF) and defect correction strategy (DC). Using the defect correction strategy, we investigate two variants, the first one being based on high-order artificial compressibility and bootstrapping strategy proposed by Guermond and Minev (GM) and the other being a combination of GM methods with sequential regularization method (GM-SRM). Both GM and GM-SRM methods avoid solving saddle point problems as for SBDF and DC methods. This approach reduces the complexity of the linear systems at the expense that many smaller linear systems need to be solved. Next, we proposed several numerical improvements in terms of better approximations of the nonlinear advection term and high-order initialization for all methods. To further minimize the complexity of the resulting linear systems, we developed several new variants of grad-div splitting algorithms besides the one studied by Guermond and Minev. Splitting algorithm allows us to handle larger flow problems. We showed that our new methods are capable of reproducing flow characteristics (e.g., lift and drag parameters and Strouhal numbers) published in the literature for 2D lid-driven cavity and 2D flow around the cylinder. SBDF methods with grad-div stabilization terms are found to be very stable, accurate and efficient when computing flows with high Reynolds numbers. Lastly, we showcased the robustness of our methods to carry 3D computations.

Durant les différentes phases du stockage profond des déchets radio-actifs exothermiques (excavation, exploitation) jusqu'à la fermeture définitive, la roche hôte sera soumise à des sollicitations mécaniques, hydriques et thermiques couplées. Afin de connaître et de modéliser le comportement à court et long terme des dispositifs de stockage, une investigation approfondie du comportement de la roche est nécessaire afin de compléter les données existantes. C'est dans ce but que cette étude du comportement thermo-hydro-mécanique de la formation argileuse du Callovo-Oxfordien (COx) considérée par l'ANDRA comme roche hôte potentielle, a été développée. Dans un premier temps le comportement en compression–gonflement de l'argilite du COx a été étudié par la réalisation d'un programme d'essais oedométriques haute pression. Les résultats, interprétés en termes de couplage endommagement-gonflement, ont montré que l'ampleur du gonflement était lié à la densité de fissuration engendrée lors de la compression. Dans un second temps, le comportement hydromécanique et thermo-hydro-mécanique de l'argilite saturée sous une contrainte moyenne proche de l'in-situ a été étudié à l'aide de cellules à faible chemin de drainage (10 mm), dont une cellule isotrope et une cellule triaxiale à cylindre creux avec mesures locales d'un type nouveau. Ces appareils ont permis de résoudre deux problèmes difficiles typiques des argilites de très faible perméabilité : i) une saturation préalable correcte, attestée par de bonnes valeurs du coefficient de Skempton et ii) de bonnes conditions de drainage. Les paramètres caractéristiques du comportement de l'argilite à température ambiante (coefficients de Skempton et de Biot, compressibilité drainée et non-drainée) ont été déterminés à partir d'essais de compression isotrope qui ont également confirmé l'isotropie transverse du matériau. La cohérence des paramètres obtenus a été vérifiée dans un cadre poro-élastique saturé. Deux aspects du comportement thermo-hydro-mécanique de l'argilite du COx ont été étudiés à l'aide d'essais de chauffage et de compression volumique en température (80°C) : les effets de la température sur le comportement intrinsèque de l'argilite et le phénomène de pressurisation thermique. Un essai de chauffage drainé sous contrainte in-situ a mis en évidence, apparemment pour la première fois, un comportement plastique contractant de l'argilite (comme les argiles normalement consolidées), non pris en compte dans les modélisations thermo-élastiques actuelles des systèmes de stockage profond. Un autre élément nouveau et important observé est l'augmentation de la compressibilité avec la température, à la différence des argiles. L'étude de la pressurisation thermique (engendrée par la faible perméabilité de l'argilite et la forte différence entre les coefficients de dilatation thermique de l'eau et de la phase solide), a été réalisée à l'aide d'essais de chauffage non drainés, suite à une analyse détaillée des effets perturbateurs du système de mesure lors de variations de pression et de température (peut-être à considérer également dans les mesures in-situ). Le coefficient de pressurisation thermique s'est révélé être très sensible aux variations de température et de contrainte, il diminue de 0,14 à 0,1 MPa/°C entre 25 et 80°C. La nature des différentes réponses hydro-mécaniques et thermo-hydro-mécaniques obtenues au cours de ce travail permettront une interprétation et une modélisation plus précises du comportement du massif d'argilite autour des galeries, dans des zones qui sont pour la plupart saturées, sauf à proximité immédiate des galeries (quelques décimètres) / During the different phases of the exothermic radioactive waste deep disposal (excavation, operation) and after permanent closure, the host rock is submitted to various coupled mechanical, hydraulic and thermal phenomena. Hence, a thorough investigation of the thermo-hydro-mechanical behaviour of the rock is necessary to complete existing data and to better understand and model the short and long term behaviour of the Callovo-Oxfordian (COx) clay formation in Bure (Meuse/Haute-Marne - M/HM), considered by ANDRA as a potential host rock in France.In this work, the compression – swelling behaviour of the COx claystone was first investigated by carrying out a series of high-pressure oedometric tests. The results, interpreted in terms of coupling between damage and swelling, showed that the magnitude of swelling was linked to the density of the fissures created during compression. In a second step, the hydromechanical and thermo-hydro-mechanical behaviour of the saturated claystone under a mean stress close to the in situ one were investigated by using two devices with short drainage path (10 mm), namely a isotropic cell and a newly designed hollow cylinder triaxial cell with local displacement measurements. These devices helped to solve two majors problems related to testing very low permeability materials : i) a satisfactory previous sample saturation (indicated by good Skempton values) and ii) satisfactory drainage conditions. Some typical constitutive parameters (Skempton and Biot's coefficients, drained and undrained compressibility coefficients) have been determined at ambient temperature through isotropic compression tests that also confirmed the transverse isotropy of the claystone. The consistency of the obtained parameters has been checked in a saturated poroelastic framework. Two aspects of the thermo-hydro-mechanical behaviour of the COx claystone have then been investigated through different heating tests and through drained and undrained isotropic compression tests at elevated temperature (80°C) : the effects of temperature on the behaviour of claystone and thermal pressurization. A drained heating test under in-situ stress conditions evidenced, probably for first time, a plastic contractant response of the claystone (like normally consolidated clays), a feature not considered in the presently conducted numerical modelling of deep disposal systems. Another new important observed feature is the increase in drained compressibility of the COx claystone with temperature, not observed in clays. The investigation of thermal pressurization (caused by the low claystone permeability and by the significant difference in thermal expansion between water and the solid phase) has been carried out by means of undrained heating tests, after a detailed analysis of the major effects of the measurement system (which should perhaps be also analyzed when performing in-situ measurements). The thermal pressurization coefficient appeared to be quite sensitive to changes in temperature and stress, it decreased between 0.14 and 0.1 MPa/°C between 25 and 80°C. It is believed that the different thermo-hydro-mechanical volumetric responses obtained here allow a better interpretation and modelling of the behaviour of the claystone formation around the galleries in areas that are mostly saturated, except close to the galleries (a few decimetres)

Le matériau étudié est un alliage Al A356, utilisés pour produire des têtes de cylindres pour l'industrie automobile par fonderie. Le matériau présente une microstructure dendritique assez grossière dans une matrice eutectique, avec une taille moyenne de grains de 25 microns, des précipités intermetalliques et des porosités. Les propriétés de traction sont fortement affectées par la température d'essai, avec une baisse assez sensible du module de Young, de la limite d'élasticité lorsque la température augmente. La durée de vie de fatigue isotherme chute de façon marquée (approximativement d'un facteur 10) lorsque la température d'essai est portée de 120 à 280 °C, en déformation imposée. Du essais thermomecaniques cycliques en phase, avec une température variant de 120 à 280 °C, on montré que la durée de vie en anisotherme est assez similaire à celle obtenue en conditions isothermes à 280 oC. Dans ce cas, les dommages causés par le chargement thermomécanique cyclique se produisent à la température la plus élevée du cycle. Les essais de relaxation ont montré l'existence de deux comportements distincts. À basse température, le matériau présente de l'écrouissage cyclique tandis qu'il s'adoucit cycliquement à des températures plus élevées. A partir des résultats de croissance des fissures de fatigue, on a observé que la température et la forme du cycle de fatigue a une forte influence sur la vitesse de fissuration par fatigue ainsi que sur le facteur d'intensité des contraintes seuil. Une loi de comportement élastique visco-plastique non-isotherme a été identifiée pour le matériau. Les paramètres de comportement mécanique sont statistiquement distribués du fait de la fabrication du matériau par fonderie. Toutefois, il a été démontré que le modèle était capable de se reproduire, avec une approximation raisonnable, les essais contrainte-déformation à des températures différentes, pour le cas isotherme et anisotherme. / The studied material is an A356 Al alloy, used to produce engine cylinder heads for the automotive industry by die casting process. The material displays a quite coarse dendritic microstructure in a eutectic matrix, with a mean grains size of 25 microns, intemetallic precipitates and porosities. The tensile properties are strongly affected by testing temperature, with a quite sensitive drop of the Young's modulus, the Yield stress as the temperature was raised. The isothermal fatigue life dropped of markedly (approximately 10 times) when the testing temperature is raised from 120 to 280 °C, under strain control. From the themomechanical in-phase cyclic tests, with temperature varying from (120 to 280 oC), it was possible to observe that life is quite similar to the isothermal fatigue test at 280 oC. In this case, the more sensitive damage caused the in-phase mechanical and thermal cycle take place at the highest temperature. Relaxation tests indicated two distinct behaviors, with the temperature of 240°C being a threshold. At lower temperatures, the material hardens cyclically whereas it softens cyclically at higher temperatures. From the fatigue crack growth results, it was observed that temperature and wave shape has a strong influence on the crack growth rate as well as on the stress intensity threshold. Considering sinusoidal wave shape (10 Hz), as the temperature increased the DKth decreased and the crack propagation rate increased. However, the rate as da/dN change with temperature is quite similar, as an indicative that the micromechanism of crack growth has not changed due to the high frequency used, and it was due only to loss of mechanical strength. An elastic-visco-plastic non-isothermal constitutive law was identified for the material. For the cast material studied in this work, the mechanical behavior parameters are statistically distributed. However, it was shown that the model was able to reproduce, with a reasonable approximation, the stress – strain relationship at different temperatures, for the isothermal and anisothermal cases. / Para caracterizar componentes usados em aplicações de alta responsabilidade não basta apenas conhecer a composição química e os resultados de ensaios de tração, impacto e dureza, pois estes podem não fornecer os subsídios necessários que permitam prever, de maneira confiável, o comportamento dos componentes nas condições reais de trabalho. Exemplo disto são os cabeçotes de motor automotivos, submetidos a tensões térmicas e mecânicasrelativamente altas durante seu uso normal e altíssimo em condições extremas. Durante longos tempos de funcionamento e eventuais falhas na refrigeração e ou lubrificação a temperatura pode chegar a valores próximos de 300ºC. Esta variação de temperaturas provoca choques térmicos que podem gerar trincas e/ou uma grande quantidade de deformação plástica em regiões próximas aos pistões. Desconsiderando a presença de choques térmicos provocadospor falhas, ainda assim, uma pequena quantidade de ciclos de acionamento e parada do motor, é considerada como os principais causadores de pequenas trincas. Isso indica que o surgimento de trincas em cabeçotes de motor deve ser considerado um problema de fadiga termomecânica de baixo ciclo. Outro problema é a heterogeneidade microestrutural no componente devido ao processo de fundição, levando a propriedades mecânicas e físicas diferentes em uma mesma peça. Além da presença de porosidade gerada por bolhas de gás e vazios de solidificação, que podem adquirir tamanho tal que se aproximem de pequenas trincas, diminuindo a vida para a nucleação e assim mudando o foco do problema para o de propagação de trinca por fadiga. A proposta deste trabalho foi a de determinar as propriedades de fadiga isotérmica e termomecânica através de ensaios de fadiga de baixo ciclo, bem como as propriedades de propagação de trinca por fadiga, relaxação, caracterização microestrutural e modelagem do comportamento mecânico por elementos finitos para a liga de alumínio utilizada na fabricação de cabeçotes de motores automotivos pela indústria nacional. Todos os ensaios e análises computacionais foram realizados nos laboratórios da Universidade de São Paulo (EESC-USP) e da École Normale Supérieure de Cachan (ENS-LMT). Os ensaios de fadiga isotérmica foram realizados nas temperaturas de 120ºC e 280ºC e os ensaios termomecânicos foram realizados em fase entre as temperaturas de 120ºC e 280ºC. Os ensaios de relaxação foram realizados em várias temperaturas com carregamento de onda trapezoidal, enquanto que os ensaios de propagação de trinca por fadiga foram realizados nas temperaturas de 120ºC, 200ºC e 280ºC para arregamentos de onda senoidal e trapezoidal em controle de carga e de deslocamento. Foi feita também análise microestrutural nos corpos de prova, após os ensaios de fadiga, por microscopia óptica e por microscopia eletrônica de varredura MEV.Os resultados destes ensaios mostraram que os defeitos de fundição e a falta de homogeneidade no material, aliados a longos tempos de exposição a carregamentos e em altas temperaturas, constituem um fator crítico no desempenho do componente. Estes resultados ajudarão a estabelecer modelos precisos de previsão de vida para os cabeçotes de motor.

Dans cette thèse, l’étude des interactions entre des particules ultrafines émises par les pots d’échappement et l’écoulement de sillage créé par le véhicule émetteur a été réalisée principalement selon une approche numérique. Une campagne expérimentale a été conduite à des fins de validation. L’objet de la thèse vise à comprendre l’impact des particules issues des pots d’échappement sur l’environnement proche tant du côté piéton que du côté des passagers des véhicules suiveurs. Pour cela, l’écoulement du fluide a été traité avec une approche eulérienne type URANS (Unsteady Reynolds Average Navier-Stokes) combinée à un suivi lagrangien pour les nanoparticules. En effet, cette thèse est conduite en parallèle d’un projet collaboratif financé par l’ADEME (CAPTIHV) dont le but est d’évaluer la qualité de l’air des habitacles des véhicules automobiles, et en particulier de l’infiltration des particules ultrafines issues du trafic environnant. L’étude de la dispersion des particules fines en écoulements turbulents nécessite une analyse fine des structures turbulentes qui s’y développent. Notre étude numérique a donc consisté, en premier lieu, à analyser cette dispersion dans le cas d’un écoulement de sillage classique à l’aval d’un cylindre. Cela nous a permis de caractériser la dynamique d’interactions de nanoparticules solides de carbone avec les structures tourbillonnaires en considérant l’impact de la turbulence et de la diffusion brownienne. Cela a permis d’évaluer l’influence des principaux mécanismes influençant la dispersion. Les résultats de ces simulations nous ont permis de sélectionner les mécanismes/forces importants pouvant influencer la dispersion de telles particules dans le sillage d’un véhicule automobile ; Cela nous a facilité la mise en place et l’analyse des simulations relativement plus complexes de l’aérodynamique du corps d’Ahmed à culot droit en présence des nanoparticules simulant les suies des gaz d’échappement. Les interactions des particules ultrafines avec les structures tourbillonnaires se créant dans le sillage des véhicules ont été évaluées à partir de profils de concentrations et les coefficients de dispersions transversales. La dernière étape a consisté en une campagne d’essais en soufflerie qui nous a permis de caractériser les champs de vitesses moyens et turbulents ainsi que les champs de concentrations particulaires à l’aval du véhicule pour valider les résultats numériques / In this thesis, the study of the interactions between ultrafine particles emitted by the exhaust pipes and the wake flow generated by the emitting vehicle was carried out mainly using a numerical approach. An experimental campaign was conducted for validation purpose. The goal of the thesis is to understand the impact of exhaust particles on the surrounding environment on both the pedestrian and the passengers of the following vehicles. For this purpose, the fluid flow was resolved with an Eulerian type URANS model (Unsteady Reynolds Average Navier-Stokes) combined to the Lagrangian approach for the nanoparticles trajectories calculation. This thesis is conducted simultaneously with a collaborative project funded by ADEME (CAPTIHV) whose purpose is to assess the air quality of automotive car cabins, and particulate infiltration from the surrounding traffic in particular of ultrafine particles. The study of the dispersion of fine particles in turbulent flows requires a fine analysis of the turbulent structures that develop in such flows. Our numerical study therefore consisted, first, in analyzing this dispersion in the case of a classic wake flow downstream of a cylinder. This enabled us to characterize the interaction of solid carbon nanoparticles with vortical structures evaluating at the same time the impact of turbulence and Brownian diffusion. This allowed determining the influence of the main mechanisms influencing nanoparticles dispersion. In a second step, we replaced the cylinder configuration by a simplified geometry of a motor vehicle, Ahmed body configuration. Therefore, simulations with and without of particles presence have been conducted and have allowed to highlight the swirls structures and to characterize the particles dispersion through particle concentration profiles and the particles dispersion coefficients. The results of these simulations allowed us determining the important mechanisms / forces that can influence the dispersion of such particles in the wake of a ground vehicle; this facilitated the implementation and analysis of relatively more complex simulations of the aerodynamics of the square back Ahmed body in the presence of nanoparticles simulating soot from the exhaust gases. The interactions of ultrafine particles with vortical structures appearing in the wake of vehicles were evaluated from concentration profiles and transverse dispersion coefficients. The final step was a wind tunnel experimental campaign that allowed us to characterize the average and turbulent velocity fields as well as the particle concentration fields downstream of the vehicle to validate the numerical results

The master thesis deals with the design of a single-cylinder diesel piston internal combustion test engine by modifying the initial mass-produced three-cylinder engine. The first part of the thesis is devoted to the introduction to the problems of diesel and experimental single cylinder engines. Subsequent chapters focus on the adaptation of the baseline engine itself, including balancing of inertial forces. Furthermore, the crankshaft operability is checked, including the determination of safety against high-cycle fatigue. The last chapter deals with the design of the connection of the adapted unit to the dynamometer.

The aim of this thesis is to design crankshaft for in-line six-cylinder diesel engine and to design viscous torsional vibration damper for the cranktrain of specified parameters. The thesis includes the creation of a dynamic torsional model of cranktrain and calculation of forced vibrations of mechanism with and without damper. Part of this thesis is also strength analysis of the designed crankshaft with damper using the Finite Element Method (FEM).