Cette thèse est consacrée à l'amélioration des capacités de prédiction des émissions polluantes (CO, NOx . . . ) des foyers de combustion de turboréacteurs. L'étude, exclusivement numérique, repose sur des simulations aux grandes échelles (ou LES pour Large-Eddy Simulation) basées sur des méthodes de tabulation de la chimie détaillée. L'approche PCM-FPI (pour Presumed Conditional Moments - Flame Prolongation of ILDM) a été étendue à la chimie des oxydes d'azote via la modification de la variable d'avancement. Différentes validations sur des configurations laminaires simples puis des flammes de laboratoire (Cabra, Sandia) sont présentées. Les résultats en terme de structure de flamme et de champs d'espèces chimiques sont confrontés aux mesures expérimentales. Le rôle du formaldéhyde comme marqueur de la zone réactionnelle est illustré à l'aide de calculs de flammes laminaires puis confirmé par un calcul 3D LES. Une analyse des spécificités de l'implantation de ce type de modèle sur des machines à architecture massivement parallèle est ensuite menée. Diverses modifications de la structure de la table et des méthodes d'interpolation sont réalisées, servant de base à une étude de sensibilité de maillage appliquée à la flamme Sandia D. Les difficultés relatives à la prédiction du NO dans les flammes turbulentes sont exposées : divers modèles de sous-maille sont alors employés et comparés.

Ce travail de recherche est consacré à l'étude des processus d'allumage et de stabilisation des flammes turbulentes en configuration aéronautique. Cette thèse, entièrement expérimentale, se base dans une première partie sur l'étude et la compréhension de l'effet des paramètres locaux (vitesse et concentration en combustible) et de l'historique du noyau de flamme au cours de sa propagation sur les statistiques d'allumage. Pour expliquer ces statistiques, des scénarios sont proposés et validés pour différentes configurations opératoires. La deuxième partie de la thèse est dédiée à l'amélioration de la stabilité des flammes kérosène/air par dopage en hydrogène. Nous avons montré qu'à même structure de flamme, l'amplitude des fluctuations de pression était abaissée par la présence d'hydrogène.

Cette thèse est consacrée à l'amélioration des capacités de prédiction des émissions d'oxydes d'azote (NO et NO2) des foyers de combustion aéronautiques. Les travaux, exclusivement numériques, consistent d'abord dans une étude de la cinétique chimique responsable des émissions polluantes. Cetteétude conduit à l'écriture d'un modèle, nommé NOMANI (pour Nitrogen Oxide emission model with one-dimensional MANIfold), basé sur l'approche PCM-FPI (pour Presumed Conditional Moments - Flame Prolongation of ILDM) avec une variable de progrès additionnelle afin calculer l'avancement de la chimie azotée une fois la chimie carbonée à l'équilibre. Différentes validations sur des configurations laminaires simples puis des flammes de laboratoire de Sandia sont présentées. Les résultats en terme de structure de flamme et d'émission de monoxyde d'azote sont confrontés aux mesures expérimentales. Le dernier volet de ces travaux, disponible uniquement dans la version confidentielle du manuscrit, consiste dans le développement d'un modèle de prédiction de polluants associé au modèle TF-LES (pour Thickening Flame for Large Eddy Simulation). Le modèle développé est ensuite appliqué à des calculs d'une chambre de combustion aéronautique.

The hydrolysis reaction of N2O5 was investigated at room temperature on two aerosol types using a flow tube coupled to a newly built Chemical Ionization Mass Spectrometer (CIMS). This instrument was fully constructed and optimized during this research period, as well as employed to conduct one of two aerosol studies. The first examined the reaction on ammonium bisulphate aerosols using a new ion detection method, I-•N2O5 cluster formation, which proved to be highly advantageous over the common approach of dissociative charge transfer, yielding a sensitivity for I-•N2O5 of 0.024 Hz/pptv. The uptake coefficients at 30% and 50% relative humidity were 0.0067 ± 0.0002 and 0.0120 ±0.0014, respectively. The second study was performed using a different CIMS previously assembled in the laboratory. In this case, the reaction was investigated on secondary organic aerosols produced through the ozonolysis of α-pinene, and resulted in an uptake coefficient of 8.5x10-5 ± 7x10-6 at 0% relative humidity.

The hydrolysis reaction of N2O5 was investigated at room temperature on two aerosol types using a flow tube coupled to a newly built Chemical Ionization Mass Spectrometer (CIMS). This instrument was fully constructed and optimized during this research period, as well as employed to conduct one of two aerosol studies. The first examined the reaction on ammonium bisulphate aerosols using a new ion detection method, I-•N2O5 cluster formation, which proved to be highly advantageous over the common approach of dissociative charge transfer, yielding a sensitivity for I-•N2O5 of 0.024 Hz/pptv. The uptake coefficients at 30% and 50% relative humidity were 0.0067 ± 0.0002 and 0.0120 ±0.0014, respectively. The second study was performed using a different CIMS previously assembled in the laboratory. In this case, the reaction was investigated on secondary organic aerosols produced through the ozonolysis of α-pinene, and resulted in an uptake coefficient of 8.5x10-5 ± 7x10-6 at 0% relative humidity.

A novel combustor design, referred to as the Stagnation Point Reverse-Flow (SPRF) combustor, was recently developed that is able to operate stably at very lean fuel-air mixtures and with low NOx emissions even when the fuel and air are not premixed before entering the combustor. The primary objective of this work is to elucidate the underlying physics behind the excellent stability and emissions performance of the SPRF combustor. The approach is to experimentally characterize velocities, species mixing, heat release and flame structure in an atmospheric pressure SPRF combustor with the help of various optical diagnostic techniques: OH PLIF, chemiluminescence imaging, PIV and Spontaneous Raman Scattering. Results indicate that the combustor is primarily stabilized in a region downstream of the injector that is characterized by low average velocities and high turbulence levels; this is also the region where most of the heat release occurs. High turbulence levels in the shear layer lead to increased product entrainment levels, elevating the reaction rates and thereby enhancing the combustor stability. The effect of product entrainment on chemical timescales and the flame structure is illustrated with simple reactor models. Although reactants are found to burn in a highly preheated (1300 K) and turbulent environment due to mixing with hot product gases, the residence times are sufficiently long compared to the ignition timescales such that the reactants do not autoignite. Turbulent flame structure analysis indicates that the flame is primarily in the thin reaction zones regime throughout the combustor, and it tends to become more flamelet like with increasing distance from the injector. Fuel-air mixing measurements in case of non-premixed operation indicate that the fuel is shielded from hot products until it is fully mixed with air, providing nearly premixed performance without the safety issues associated with premixing. The reduction in NOx emissions in the SPRF combustor are primarily due to its ability to stably operate under ultra lean (and nearly premixed) condition within the combustor. Further, to extend the usefulness of this combustor configuration to various applications, combustor geometry scaling rules were developed with the help of simplified coaxial and opposed jet models.

Doctor of Philosophy(PhD) / Abstract This thesis employs a statistical regression method to estimate models for testing the hypothesis of the thesis of vehicle emissions interdependencies. The thesis at the beginnings, reviews critically the formation of emissions in gasoline-fuelled engines, and also reviews existing and emerging models of automotive emissions. The thesis then, presents the relationships between the urban transport system and vehicle emissions. Particularly, it summarises different types of emissions and the contributory factors of the urban transport system to such emissions. Subsequently, the thesis presents the theory of vehicle emissions interdependencies and the empirical framework for testing the hypothesis of the thesis. The scope of testing the hypothesis of the thesis is only limited to gasoline-fuelled conventional vehicles in the urban transport environment. We use already available laboratory-based testing dataset of 542 passenger vehicles, to investigate the hypothesis of the thesis of vehicle emissions interdependencies. HC, CO, and NOX emissions were collected under six test drive-cycles, for each vehicle before and after vehicles were tuned. Prior to using any application, we transform the raw dataset into actionable information. We use three steps, namely conversion, cleaning, and screening, to process the data. We use classification and regression trees (CART) to narrow down the input number of variables in the models formulated for investigating the hypothesis of the thesis. We then, utilise initial results of the analysis to fix any remaining problems in the data. We employ three stage least squares (3SLS) regression to test the hypothesis of the thesis, and to estimate the maximum likelihood of vehicle variables and other emissions to influence HC, CO, and NOX emissions simultaneously. We estimate twelve models, each of which consists of a system of three simulations equations that accounts for the endogenous relations between HC, CO and NOX emissions when estimating vehicle emissions simultaneously under each test drive-cycle. The major contribution of the thesis is to investigate the inter-correlations between vehicle emissions within a well controlled data set, and to test the hypothesis of vehicle emissions interdependencies. We find that HC, CO, and NOX are endogenously or jointly dependent in a system of simultaneous-equations. The results of the analysis demonstrate that there is strong evidence against the null hypothesis (H0) in favour of the alternative hypothesis (H1) that HC, CO, and NOX are statistically significantly interdependent. We find, for the thesis sample, that NOX and CO are negatively related, whereas HC and CO emissions are positively related, and HC and NOX are positively related. The results of the thesis yield new insights. They bridge a very important gap in the current knowledge on vehicle emissions. They advance not only our current knowledge that HC, CO, and NOX should be predicted jointly since they are produced jointly, but also acknowledge the appropriateness of using 3SLS regression for estimating vehicle emissions simultaneously. The thesis measures the responses of emissions to changes with respect to changes in the other emissions. We investigate emission responses to a one percent increase in an emission with respect to the other emissions. We find the relationship between CO and NOX is of special interest. After vehicles were tuned, we find those vehicles that exhibit a one percent increase in NOX exhibit simultaneously a 0.35 percent average decrease in CO. Similarly, we find that vehicles which exhibit a one percent increase in CO exhibit simultaneously a 0.22 percent average decrease in NOX. We find that the responses of emission to changes with respect to other emissions vary with various test drive-cycles. Nonetheless, a band of upper and lower limits contains these variations. After vehicle tuning, a one percent increase in HC is associated with an increase in NOX between 0.5 percent and 0.8 percent, and an increase in CO between 0.5 percent and one percent Also, for post-tuning vehicles, a one percent increase in CO is associated with an increase in HC between 0.4 percent and 0.9 percent, and a decrease in NOX between 0.07 percent and 0.32 percent. Moreover, a one percent increase in NOX is associated with increase in HC between 0.8 percent and 1.3 percent, and a decrease in CO between 0.02 percent and 0.7 percent. These measures of the responses are very important derivatives of the hypothesis investigated in the thesis. They estimate the impacts of traffic management schemes and vehicle operations that target reducing one emission, on the other non-targeted emissions. However, we must be cautious in extending the results of the thesis to the modern vehicles fleet. The modern fleet differs significantly in technology from the dataset that we use in this thesis. The dataset consists of measurements of HC, CO, and NOX emissions for 542 gasoline-fuelled passenger vehicles, under six test drive-cycles, before and after the vehicles were tuned. Nevertheless, the dataset has a number of limitations such as limited model year range, limited representations of modal operations, and limitations of the measurements of emissions based only on averages of test drive-cycles, in addition to the exclusion of high-emitter emission measurements from the dataset. The dataset has a limited model year range, i.e., between 1980 and 1991. We highlight the age of the dataset, and acknowledge that the present vehicle fleet varies technologically from the vehicles in the dataset used in this thesis. Furthermore, the dataset has a limited number of makes - Holden, Ford, Toyota, Nissan, and Mitsubishi. There are also a limited number of modal operations. The model operations presented in the dataset are cold start, warming-up, and hot stabilised driving conditions. However, enrichment episodes are not adequately presented in the test-drive cycles of the dataset. Moreover, the dataset does not take into account driving behaviour influences, and all measurements are cycle-based averages. The emission measurements of laboratory-based testings are aggregated over a test drive cycle, and the test drive-cycle represents an average trip over an average speed. The exclusion of the measurements of high emitting vehicles from the dataset introduces further limitations. Remote sensing studies show that 20 percent of the on-road vehicle fleet is responsible for 80 percent of HC and CO emissions. The findings of the thesis assist in the identification of the best strategies to mitigate the most adverse effects of air-pollution, such as the most severe pollution that have the most undesirable pollution effects. Also, they provide decision-makers with valuable information on how changes in the operation of the transport system influence the urban air-quality. Moreover, the thesis provides information on how vehicle emissions affect the chemistry of the atmosphere and degrade the urban air-quality.

Doctor of Philosophy(PhD) / Abstract This thesis employs a statistical regression method to estimate models for testing the hypothesis of the thesis of vehicle emissions interdependencies. The thesis at the beginnings, reviews critically the formation of emissions in gasoline-fuelled engines, and also reviews existing and emerging models of automotive emissions. The thesis then, presents the relationships between the urban transport system and vehicle emissions. Particularly, it summarises different types of emissions and the contributory factors of the urban transport system to such emissions. Subsequently, the thesis presents the theory of vehicle emissions interdependencies and the empirical framework for testing the hypothesis of the thesis. The scope of testing the hypothesis of the thesis is only limited to gasoline-fuelled conventional vehicles in the urban transport environment. We use already available laboratory-based testing dataset of 542 passenger vehicles, to investigate the hypothesis of the thesis of vehicle emissions interdependencies. HC, CO, and NOX emissions were collected under six test drive-cycles, for each vehicle before and after vehicles were tuned. Prior to using any application, we transform the raw dataset into actionable information. We use three steps, namely conversion, cleaning, and screening, to process the data. We use classification and regression trees (CART) to narrow down the input number of variables in the models formulated for investigating the hypothesis of the thesis. We then, utilise initial results of the analysis to fix any remaining problems in the data. We employ three stage least squares (3SLS) regression to test the hypothesis of the thesis, and to estimate the maximum likelihood of vehicle variables and other emissions to influence HC, CO, and NOX emissions simultaneously. We estimate twelve models, each of which consists of a system of three simulations equations that accounts for the endogenous relations between HC, CO and NOX emissions when estimating vehicle emissions simultaneously under each test drive-cycle. The major contribution of the thesis is to investigate the inter-correlations between vehicle emissions within a well controlled data set, and to test the hypothesis of vehicle emissions interdependencies. We find that HC, CO, and NOX are endogenously or jointly dependent in a system of simultaneous-equations. The results of the analysis demonstrate that there is strong evidence against the null hypothesis (H0) in favour of the alternative hypothesis (H1) that HC, CO, and NOX are statistically significantly interdependent. We find, for the thesis sample, that NOX and CO are negatively related, whereas HC and CO emissions are positively related, and HC and NOX are positively related. The results of the thesis yield new insights. They bridge a very important gap in the current knowledge on vehicle emissions. They advance not only our current knowledge that HC, CO, and NOX should be predicted jointly since they are produced jointly, but also acknowledge the appropriateness of using 3SLS regression for estimating vehicle emissions simultaneously. The thesis measures the responses of emissions to changes with respect to changes in the other emissions. We investigate emission responses to a one percent increase in an emission with respect to the other emissions. We find the relationship between CO and NOX is of special interest. After vehicles were tuned, we find those vehicles that exhibit a one percent increase in NOX exhibit simultaneously a 0.35 percent average decrease in CO. Similarly, we find that vehicles which exhibit a one percent increase in CO exhibit simultaneously a 0.22 percent average decrease in NOX. We find that the responses of emission to changes with respect to other emissions vary with various test drive-cycles. Nonetheless, a band of upper and lower limits contains these variations. After vehicle tuning, a one percent increase in HC is associated with an increase in NOX between 0.5 percent and 0.8 percent, and an increase in CO between 0.5 percent and one percent Also, for post-tuning vehicles, a one percent increase in CO is associated with an increase in HC between 0.4 percent and 0.9 percent, and a decrease in NOX between 0.07 percent and 0.32 percent. Moreover, a one percent increase in NOX is associated with increase in HC between 0.8 percent and 1.3 percent, and a decrease in CO between 0.02 percent and 0.7 percent. These measures of the responses are very important derivatives of the hypothesis investigated in the thesis. They estimate the impacts of traffic management schemes and vehicle operations that target reducing one emission, on the other non-targeted emissions. However, we must be cautious in extending the results of the thesis to the modern vehicles fleet. The modern fleet differs significantly in technology from the dataset that we use in this thesis. The dataset consists of measurements of HC, CO, and NOX emissions for 542 gasoline-fuelled passenger vehicles, under six test drive-cycles, before and after the vehicles were tuned. Nevertheless, the dataset has a number of limitations such as limited model year range, limited representations of modal operations, and limitations of the measurements of emissions based only on averages of test drive-cycles, in addition to the exclusion of high-emitter emission measurements from the dataset. The dataset has a limited model year range, i.e., between 1980 and 1991. We highlight the age of the dataset, and acknowledge that the present vehicle fleet varies technologically from the vehicles in the dataset used in this thesis. Furthermore, the dataset has a limited number of makes - Holden, Ford, Toyota, Nissan, and Mitsubishi. There are also a limited number of modal operations. The model operations presented in the dataset are cold start, warming-up, and hot stabilised driving conditions. However, enrichment episodes are not adequately presented in the test-drive cycles of the dataset. Moreover, the dataset does not take into account driving behaviour influences, and all measurements are cycle-based averages. The emission measurements of laboratory-based testings are aggregated over a test drive cycle, and the test drive-cycle represents an average trip over an average speed. The exclusion of the measurements of high emitting vehicles from the dataset introduces further limitations. Remote sensing studies show that 20 percent of the on-road vehicle fleet is responsible for 80 percent of HC and CO emissions. The findings of the thesis assist in the identification of the best strategies to mitigate the most adverse effects of air-pollution, such as the most severe pollution that have the most undesirable pollution effects. Also, they provide decision-makers with valuable information on how changes in the operation of the transport system influence the urban air-quality. Moreover, the thesis provides information on how vehicle emissions affect the chemistry of the atmosphere and degrade the urban air-quality.

Η ατμοσφαιρική ρύπανση επηρεάζει την δημόσια υγεία, το φυσικό οικοσύστημα και επιφέρει μεταβολές στις κλιματικές συνθήκες. Το πρόβλημα της αέριας ρύπανσης παρουσιάζεται εντονότερο σε αστικές περιοχές, όπου η συσσώρευση ανθρωπίνων δραστηριοτήτων οδηγεί κατά κανόνα σε αυξημένες εκπομπές αερίων. Κάτω από την επήρεια δυσμενών μετεωρολογικών συνθηκών, τα επίπεδα συγκεντρώσεων των ρύπων μπορούν να ξεπεράσουν τα όρια της Παγκόσμιας Οργάνωσης Υγείας. Για την αποτελεσματική αντιμετώπιση του προβλήματος είναι απαραίτητη η ανάλυση και η σωστή περιγραφή όλων των φαινομένων και παραγόντων που καθορίζουν τις σχέσεις πηγής – αποδέκτη και ατμοσφαιρικών ρύπων. Για το σκοπό αυτό ενδείκνυνται κυρίως μαθηματικά μοντέλα προσομοίωσης μετεωρολογικών φαινομένων και φαινομένων διασποράς και μετασχηματισμού ρύπων. Η έντονη ευαισθητοποίηση της κοινής γνώμης σε θέματα σχετικά με την προστασία του περιβάλλοντος αναγκάζει τις κυβερνήσεις των χωρών να επιβάλλουν την διερεύνηση των συνεπειών έργων και δραστηριοτήτων στο ατμοσφαιρικό περιβάλλον. Τα μοντέλα διασποράς ατμοσφαιρικών ρύπων είναι εύχρηστα εργαλεία που μπορούν να εκτιμήσουν συγκεντρώσεις ρύπων, έτσι ώστε αυτές να είναι αντιπροσωπευτικές στο χώρο και στον χρόνο. Οι μετρήσεις ρύπων με όργανα λαμβάνονται σε συγκεκριμένες θέσεις και ως εκ τούτου δεν είναι αντιπροσωπευτικές για μεγαλύτερες περιοχές. Μέσες τιμές ρύπων για μεγαλύτερες περιοχές υπολογίζονται εύκολα με μοντέλα ατμοσφαιρικής ρύπανσης. Σκοπός αυτής της εργασίας, είναι η πρόβλεψη των συγκεντρώσεων των ρύπων διοξειδίου του θείου SO2, ολικών οξειδίων του αζώτου NOx και της ποσοστιαίας κατανομής της συνεισφοράς των πηγών ρύπανσης στις συγκεντρώσεις των ρύπων που καταγράφονται στις θέσεις των αποδεκτών με την χρήση του λογισμικού AERMOD της Εταιρίας Περιβαλλοντικής Προστασίας (EPA) των ΗΠΑ. Το AERMOD χρησιμοποιεί γκαουσιανά μοντέλα διασποράς. Για τον σκοπό αυτό συγκεντρώνονται και χρησιμοποιούνται πολλά και διαφορετικού τύπου δεδομένα, όπως μετεωρολογικά, γεωγραφικά, κυκλοφορίας αυτοκινήτων και πλοίων, εκπομπές ρύπων κ.α. Επίσης γίνεται η υπόθεση, ότι οι μεγαλύτερες συνεισφορές στην ατμοσφαιρική ρύπανση της Πάτρας γίνονται από την κυκλοφορία των αυτοκινήτων, από τα πλοία του λιμανιού και τις κεντρικές θερμάνσεις των κατοικιών. Η πρόβλεψη που προκύπτει μετά από την επεξεργασία των παραπάνω δεδομένων από το πρόγραμμα AERMOD συγκρίνεται με τα διαθέσιμα αποτελέσματα των μετρήσεων για ατμοσφαιρικούς ρύπους από το Εργαστήριο Τεχνολογίας του Περιβάλλοντος, που έγιναν στην Πάτρα στο διάστημα από τις 13 Νοεμβρίου του 1997 έως τις 23 Ιανουαρίου του 1998, κατά τις πρωινές (8:30 – 9:30) και βραδινές ώρες (20:30 – 21:30) στα πλαίσια διπλωματικής εργασίας υπό την επίβλεψη του κ. Π. Γιαννόπουλου. Στο Κεφάλαιο 1 αναφέρονται γενικές πληροφορίες για την ατμοσφαιρική ρύπανση, την πόλη της Πάτρας, για τους σημαντικότερους ρύπους της ατμόσφαιρας, αλλά και το πώς τα μετεωρολογικά φαινόμενα επηρεάζουν την διασπορά των ρύπων. Στο 2ο Κεφάλαιο αναφέρονται γενικές πληροφορίες για τα σημαντικότερα μαθηματικά μοντέλα ατμοσφαιρικής διασποράς, ενώ στο 3ο κεφάλαιο γίνεται μία γενική περιγραφή του θεωρητικού υπόβαθρου του προγράμματος AERMOD και του Προγράμματος AERMET. Στο Κεφάλαιο 4 παρουσιάζονται τα γεωγραφικά και μετεωρολογικά δεδομένα, τα δεδομένα για τους φόρτους κυκλοφορίας των οχημάτων στην πόλη της Πάτρας αλλά και πληροφορίες για την κίνηση των πλοίων στο παλιό λιμάνι της Πάτρας. Στο 4ο κεφάλαιο παρουσιάζονται οι υπολογισμοί των εκπομπών των ρύπων από τα αυτοκίνητα, τα πλοία και τις κεντρικές θερμάνσεις των κατοικιών. Επίσης παρουσιάζεται η ποσοστιαία κατανομή των εκπομπών από τις πηγές ατμοσφαρικής ρύπανσης και η συνεισφορά της κάθε μιας στην ρύπανση της ατμόσφαιρας. Τέλος παρουσιάζονται οι προβλέψεις που προκύπτουν για τις συγκεντρώσεις των ρύπων στις θέσεις των αποδεκτών και η σύγκριση αυτών με τις μετρήσεις για ατμοσφαιρικούς ρύπους που είχαν γίνει από το Νοέμβριο του 97 έως τον Ιανουάριο του 98. Στο Κεφάλαιο 5 παρουσιάζονται τα συμπεράσματα της εργασίας. Σαν συμπέρασμα της εργασίας προκύπτει ότι τα γκαουσιανά μοντέλα ατμοσφαιρικής διασποράς είναι χρήσιμα εργαλεία για την βραχυπρόθεσμη πρόγνωση των επιπέδων ρύπανσης, την εκτίμηση της συνεισφοράς των επί μέρους πηγών στην ποιότητα του αέρα και τη βελτιστοποίηση των στρατηγικών αντιρρύπανσης. Επισημαίνεται ότι τα μοντέλα προσομοίωσης αποτελούν την μοναδική μεθοδολογία αναφορικά με την δυνατότητα εκτίμησης της συνεισφοράς των επιμέρους πηγών. Επίσης, από τα αποτελέσματα αυτής της εργασίας προκύπτουν χρήσιμα συμπεράσματα για την προέλευση της ατμοσφαιρικής ρύπανσης στην πόλη της Πάτρας, όπως το ότι το μεγαλύτερο ποσοστό της (65 – 76% για το SO2 και 85 – 92% για NOx) προέρχεται από την κυκλοφορία των οχημάτων, ενώ αξιοσημείωτα είναι και τα ποσοστά των ρύπων που προέρχονται από τις κεντρικές θερμάνσεις (17 – 29% για το SO2 και 7,5 – 14,2% για NOx). Επίσης από τα αποτελέσματα φαίνεται ότι τα ποσοστά των ΝΟx που προέρχονται από τα πλοία είναι πολύ μικρά (0,3% - 0,4%), ενώ αντίθετα τα αντίστοιχα ποσοστά του SO2 (6% – 7%) είναι αξιοσημείωτα. Τέλος, άξιο αναφοράς είναι ότι όπως προκύπτει από τις συγκεντρώσεις των ρύπων που προβλέπει το AERMOD, φαίνεται ότι σε μία ζώνη πλάτους 400 m γύρω από το λιμάνι το ποσοστό της συγκέντρωσης του SO2 είναι αυξημένο (8% – 9%). / Air pollution affects public health, natural ecosystem and bring changes in climatic conditions. The problem of air pollution are most marked in urban areas, where the accumulation of human activities should lead to increased greenhouse gases. Under the influence of adverse weather conditions, the concentration levels of pollutants can overcome the limits of the World Health Organization. For the effective address of this problem is necessary to analyze all phenomena and factors that define the relationship source - receptor and atmospheric pollutants. For this purpose are suitable mathematical models simulating weather patterns and phenomena of dispersion and transformation of pollutants. The intense public awareness on issues related to the protection of the environment forces governments to impose the investigation of the effects of projects to the atmosphere. The air pollutant dispersion models are handy tools that can estimate pollutant concentrations, so that they are representative in space and time. The measurements of pollutants with instruments done at specific locations and therefore they are not representative for larger areas. Mean values for pollutants at larger areas easily calculated with models of atmospheric pollution. The aim of this work is the prediction of pollutant concentrations of sulfur dioxide SO2, total nitrogen oxides NOx and the percentage distribution of the contribution of pollution sources in pollutant concentrations recorded at the locations of receptors with the use of the software AERMOD. AERMOD belongs to the Environmental Protection Company (EPA) in the USA. AERMOD uses Gaussian dispersion models. For this purpose collected and used many different types of data, such as meteorological, geographical, automobile traffic and ship emissions, etc. Also it is assumed that the greatest contributions to air pollution of Patras come from the circulation of cars, from the port's ships and from the heating installations. The prediction obtained after processing the above data from the AERMOD program comes in comparison with the available results of measurements of air pollutants from the Laboratory of Environmental Engineering, held in Patras in the period from 13 November 1997 until 23 January 1998 in the morning (8:30 - 9:30) and evening (20:30 - 21:30) in the thesis under the supervision of Mr. P. Giannopoulos. In Chapter 1 reported general information on air pollution, about the significant atmospheric pollutants, and how weather conditions affect the dispersion of pollutants. In the second chapter reported general information about the most important mathematical atmospheric dispersion models, while in the third chapter gives a general description for the theoretical background of the programs AERMOD and AERMET. In Chapter 4 presents the geographical and meteorological data, data on motor vehicle traffic volumes in the city of Patras and information on the movement of ships in the old harbor of Patras. In the fourth chapter presented calculations of emissions of pollutants from cars, ships and central heating of homes. Also in the fourth chapter reported the percentage distribution of emissions from sources of atmospheric pollution and contribution of each in the pollution. Finally in the fourth chapter presented the forecasts for the concentrations of pollutants in the positions of the receptors and compare them with measurements for atmospheric pollutants that were made from November 97 until January 98. In Chapter 5 presented the conclusions of the work. As a conclusion of this study shows that the Gaussian atmospheric dispersion models are useful tools for short-term forecasting of pollution levels, and for the assessment of the contribution of individual sources on air quality. Noted that the simulation models are the unique methodology regarding the possibility of assessing the contribution of individual sources. Also, from the results of this work resulting conclusions about the origin of air pollution in the city of Patras, such that the highest percentage (65 - 76% for SO2 and 85 to 92% for NOx) comes from traffic vehicles, while noteworthy are the percentages of pollutants from central heating (17 - 29% for SO2 and 7.5 to 14.2% for NOx). Also, from the results it appears that rates of NOx from ships are very small (0.3% - 0.4%), while the corresponding percentages of SO2 (6% - 7%) is remarkable. Finally, it is worth mentioning that as indicated by the concentrations of pollutants that AERMOD calculates , it seems that in a zone extending 400 m around the harbor, the percentage of the concentration of SO2 is increased (8% - 9%).

The controls for a parallel hybrid electric truck are optimized using numerical optimal control. Trade-offs between catalyst light-off times, NOx emission and fuel consumption have been investigated for cold starts at two operating points, as well as temperature differences between conventional and hybrid powertrains during WHTC (World Harmonized Transient Cycle). A model describing the temperature dynamics of the aftertreatment system is implemented as well as temperature-based deNOx performance for both Cu-Zeolite and Fe-Zeolite catalysts. Control is performed in a piecewise linear fashion, resulting in a total of 23 states including control signals. It is shown that high temperatures can be a larger threat to catalyst performance when running the WHTC than low temperatures, for both conventional and hybrid powertrains. Furthermore, decreasing the light-off time of the catalyst does not always lead to decreased NOx emission, instead there is a trade-off between light-off time and NOx emission. It is found that there are controls that will realize decreased NOx emission for a hybrid truck during cold starts at the expense of increased fuel consumption.