Iso-octane, n-heptane, ethanol and their blends were tested in a constant volume combustion chamber to measure laminar burning velocities. The experimental apparatus was modified from the previous version to an automatically-controlled system. Accuracy and speed of data acquisition were improved by this modification. The laminar burning velocity analysis code was also improved for minimized error and fast calculation. A large database of laminar burning velocities at elevated temperatures and pressures was established using this improved experimental apparatus and analysis code. From this large database of laminar burning velocities, laminar flame speeds were extracted. Laminar flame speeds of iso-octane, n-heptane and blends were investigated and analysed to derive new correlations to predict laminar flame speeds of any blending ratio. Ethanol and ethanol blends with iso-octane and/or n-heptane were also examined to see the role of ethanol in the blends. Generally, the results for iso-octane and n-heptane agree with published data. Additionally, blends of iso-octane and n-heptane exhibited flame speeds that followed linear blending relationships. A new flame speed model was successfully applied to these fuels. Ethanol and ethanol blends with iso-octane and/or n-heptane exhibited a strongly non-linear blending relationship and the new flame speed model was not applied to these fuels. It was shown that the addition of ethanol into iso-octane and/or n-heptane accelerated the flame speeds. / text

Considering the importance of combustion characteristics in combustion applications including spark ignition engines and gas turbines, both laminar and turbulent burning velocities were measured for gasoline related fuels. The first part of the present work focused on the measurements of laminar burning velocities of Fuels for Advanced Combustion Engines (FACE) gasolines and their surrogates using a spherical constant volume combustion chamber (CVCC) that can provide high-pressure high-temperature (HPHT) combustion mode up to 0.6 MPa, 395 K, and the equivalence ratios ranging 0.7-1.6. The data reduction was based on the linear and nonlinear extrapolation models considering flame stretch effect. The effect of flame instability was investigated based on critical Peclet and Karlovitz, and Markstein numbers. The sensitivity of the laminar burning velocity of the aforementioned fuels to various fuel additives being knows as octane boosters and gasoline extenders including alcohols, olfins, and SuperButol was investigated. This part of the study was further extended by examining exhaust gas re-circulation effect. Tertiary mixtures of toluene primary reference fuel (TPRF) were shown to successfully emulate the laminar burning characteristics of FACE gasolines associated with different RONs under various experimental conditions. A noticeable enhancement of laminar burning velocities was observed for blends with high ethanol content (vol ≥ 45 %). However, such enhancement effect diminished as the pressure increased. The reduction of laminar burning velocity cause by real EGR showed insensitivity to the variation of the equivalence ratio. The second part focused on turbulent burning velocities of FACE-C gasoline and its surrogates subjected to a wide range of turbulence intensities measured in a fan-stirred CVCC dedicated to turbulent combustion up to initial pressure of 1.0 MP. A Mie scattering imaging technique was applied revealing the mutual flame-turbulence interaction. Furthermore, considerable efforts were made towards designing and commissioning a new optically-accessible fan-stirred HPHT combustion vessel. A time-resolved stereoscopic particle image velocimetry (TR-PIV) technique was applied for the characterization of turbulent flow revealing homogeneous-isotropic turbulence in the central region to be utilized successfully for turbulent burning velocity measurement. Turbulent burning velocities were measured for FACE-C and TPRF surrogate fuels along with the effect of ethanol addition for a wide range of initial pressure and turbulent intensity. FACE-C gasoline was found to be more sensitive to both primarily the primary contribution of turbulence intensification and secondarily from pressure in enhancing its turbulent burning velocity. Several correlations were validated revealing a satisfactory scaling with turbulence and thermodynamic parameters. The final part focused on the turbulent burning characteristics of piloted lean methane-air jet flames subjected to a wide range of turbulence intensity by adopting TR-SPIV and OH-planar laser-induced florescence (OH-PLIF) techniques. Both of the flame front thickness and volume increased reasonably linearly as normalized turbulence intensity, u^'/ S_L^0, increased. As u^'/ S_L^0 increased, the flame front exhibited more fractalized structure and occasionally localized extinction (intermittency). Probability density functions of flame curvature exhibited a Gaussian like distribution at all u^'/ S_L^0. Two-dimensional flame surface density (2D-FSD) decreased for low and moderate u^'/ S_L^0, while it increased for high u^'/ S_L^0Turbulent burning velocity was estimated using flame area and fractal dimension methods showing a satisfactory agreement with the flamelet models by Peters and Zimont. Mean stretch factor was estimated and found to increase linearly as u^'/ S_L^0increased. Conditioned velocity statistics were obtained revealing the mutual flame-turbulence interaction.

The work presented in this thesis was undertaken as part of the safety work package of the NATURALHY project which was an integrated project funded by the European Commission (EC) within the sixth framework programme. The purpose of the NATURALHY project was to investigate the feasibility of using existing natural gas infrastructure to assist a transition to a hydrogen based economy by transporting hydrogen from its place of production to its place of use as a mixture of natural gas and hydrogen. The hydrogen can then be extracted from the mixture for use in fuel cells or the mixture used directly in conventional combustion devices. The research presented in this thesis focused on predicting the consequences of explosions and fires involving natural gas and hydrogen mixtures, using engineering type mathematical models typical of those used by the gas industry for risk assessment purposes. The first part of the thesis concentrated on modifying existing models that had been developed to predict confined vented and unconfined vapour cloud explosions involving natural gas. Three geometries were studied: a confined vented enclosure, an unconfined cubical region of congestion and an unconfined high aspect ratio region of congestion. The modifications made to the models were aimed at accounting for the different characteristics of a natural gas/hydrogen mixture compared to natural gas. Experimental data for the laminar burning velocity of methane/hydrogen mixtures was obtained within the safety work package. For practical reasons, this experimental work was carried at an elevated temperature. Predictions from kinetic modelling were employed to convert this information for use in models predicting explosions at ambient temperature. For confined vented explosions a model developed by Shell (SCOPE) was used and modified by adding new laminar burning velocity and Markstein number data relevant to the gas compositions studied. For vapour cloud explosions in a cubical region of congestion, two models were used. The first model was developed by Shell (CAM2), and was applied using the new laminar burning velocity and other composition specific properties. The second model was based on a model provided by GL Services and was modified by generalising the flame speed model so that any natural gas/hydrogen mixture could be simulated. For vapour cloud explosions in an unconfined high aspect ratio region of congestion, a model from GL Services was used. Modifications were made to the modelling of flame speed so that it could be applied to different fuel compositions, equivalence ratios and the initial flame speed entering the congested region. Predictions from the modified explosion models were compared with large scale experimental data obtained within the safety work package. Generally, (apart from where continuously accelerating flames were produced), satisfactory agreement was achieved. This demonstrated that the modified models could be used, in many cases, for risk assessment purposes for explosions involving natural gas/hydrogen mixtures. The second part of thesis concentrated on predicting the incident thermal radiation from high pressure jet fires and pipelines fires involving natural gas/hydrogen mixtures. The approach taken was to modify existing models, developed for natural gas. For jet fires three models were used. Fuel specific input parameters were derived and the predictions of flame length and incident radiation compared with large scale experimental data. For pipeline fires a model was developed using a multi-point source approach for the radiation emitted by the fire and a correlation for flame length. Again predictions were compared with large scale experimental data. For both types of fire, satisfactory predictions of the flame length and incident radiation were obtained for natural gas and mixtures of natural gas and hydrogen containing approximately 25% hydrogen.

Une des solutions pour diminuer les émissions polluantes émises par un moteur à combustion interne est de réinjecter une partie des gaz d’échappement (Exhaust Gas Recirculation, EGR) à l'admission. Cependant, dans le cas d’une dilution du mélange air-carburant trop importante, la combustion est plus instable voire ne pas s’entretenir. L’ajout d’une faible quantité d’hydrogène a le potentiel de contrer cet effet négatif de forte dilution. C’est dans ce contexte que ce travail de thèse est basé sur une étude détaillée des effets combinés de l’ajout de l’hydrogène et de la dilution dans un moteur à allumage commandé alimenté par du méthane ou de l’iso-octane. Dans la première partie de ce travail, le potentiel de l’ajout de l’hydrogène combiné à la dilution, en termes d’émissions polluantes et de rendement global du moteur, est montré. Dans la deuxième partie, afin de mieux comprendre l’effet de l’hydrogène et de la dilution dans un moteur à combustion interne et leurs influences sur les propriétés fondamentales de la combustion, la vitesse de combustion laminaire, paramètre fondamentale, a été déterminée expérimentalement pour des mélanges isooctane ou méthane avec de l’air contenant différents pourcentages d’hydrogène et de dilution. Des corrélations ont pu ainsi être formulées permettant d’estimer la vitesse fondamentale de combustion laminaire pour ces mélanges. Dans la dernière partie, l’utilisation de deux diagnostics optiques (la chemiluminescence de la flamme et la tomographie par plan laser du front de flamme couplé à la mesure de vitesse par vélocimétrie par imagerie de particules) a permis de quantifier l’effet de l’hydrogène et de la dilution sur la propagation de flamme turbulente dans un moteur à allumage commandé muni d’accès optiques. Nous avons ainsi montré que le la vitesse de combustion laminaire a un effet prépondérant, comparé au nombre de Lewis, sur la vitesse de combustion turbulente dans un moteur à allumage commandé. / Optimization of the intake air-fuel mixture composition is one way to reduce pollutant emissions in Spark-Ignition (SI) engines. This can be achieved by operating with a diluted mixture, i.e by recirculating the exhaust. There are however limitations on the level of dilution that can ensure the smooth running of SI engines since diluting the air-fuel mixture induces an increase in combustion duration and in cyclic variations which impair engine performance. Adding an amount of hydrogen to the fuel can extend the dilution and the lean engine operability limits, which is beneficial in reducing both emission levels and fuel consumption. The objective of this study is to investigate the combined effects of hydrogen addition and nitrogen dilution in an SI engine fuelled with iso-octane or methane. In the first part of this study, we proved that high values of indicated engine efficiency and low values of pollutant emissions can be achieved by combining hydrogen addition and diluted air-fuel mixtures in the case of SI engines. In the second part, we provided experimental values of laminar burning velocity for diluted methane or iso-octane/hydrogen/air mixtures for a better understanding of the hydrogen and dilution effects on the fundamental properties of laminar combustion. New correlations to estimate laminar burning speeds of these mixtures were also presented. In the last part, the effects of hydrogen addition, with and without nitrogen dilution, on the turbulent flame propagation were investigated in an optical SI engine fuelled with iso-octane or methane. This study was done by using two different experimental techniques (direct flame radiation visualization and laser tomography images with Particle Image Velocimetry). The main conclusion is that the laminar burning velocity, rather than the Lewis number, has the dominant effect on the turbulent burning velocity in an SI engine.

Depuis plusieurs années, la diminution des réserves de pétrole incite les différents pays à accroitre leur indépendance énergétique. De plus, diminuer l’impact environnemental de la voiture est devenu l’une des priorités de notre société. En ce sens, les normes Européennes anti-pollution sont devenues plus strictes, tandis que certains polluants sont pointés du doigt pour avoir un impact néfaste sur la santé et l’environnement. Pour répondre à cette double problématique, l’utilisation de biocarburants de type alcools dans les moteurs à allumage commandé est l’une des voies envisagées. Ce virage a déjà été entrepris à petite échelle par l’Union Européenne qui a tout d’abord autorisé l’ajout de 5%, puis de 10% d’éthanol dans l’essence. En plus de l’éthanol déjà commercialisé, le Biobutanol, biocarburant de seconde génération, apparait comme un candidat à fort potentiel pour une utilisation dans les moteurs à allumage commandé. L’objectif de ce travail de thèse est d’étudier le potentiel de l’utilisation de mélanges isooctane/butanol dans les moteurs à allumage commandé, en termes de performances et d’émissions polluantes. De plus, ces résultats sont comparés à ceux de mélanges isooctane/éthanol. Le dégagement de chaleur dans un moteur à allumage commandé est en partie piloté par la vitesse de combustion laminaire. Cette caractéristique a été étudiée de manière expérimentale et numérique pour différentes conditions initiales (pression et richesse) dans une enceinte à volume constant. Puis, une étude sur les premières étapes de la propagation de la combustion a été réalisée dans un moteur monocylindre à accès optique. Ces résultats en moteur ont été corrélés avec les informations laminaires. Enfin, les émissions de polluants réglementés et non-réglementés, ainsi que les performances ont été étudiées dans un moteur monocylindre à allumage commandé. Une baisse de la plupart de ces émissions a été observée avec l’ajout des deux alcools. / For the past few years, the oil stock decrease encourages the different countries to increase their energy independence. Moreover, reducing the environmental impact of transportation became one of the priorities of our society. In this way, European emissions standards are stricter while several pollutants have been identified to have a negative impact on health and the environment. To answer this double problem, the use of alcohols biofuels in spark-ignition engines is one the promising ways. The European Union have already taken a small step in that direction by allowing a maximum of 10% of ethanol into gasoline. As well as ethanol is already marketed, Biobutanol, a 2nd generation biofuel, appears as a serious candidate with a strong potential for a spark-ignition engines use. The objective of this dissertation is to study the potential of the iso-octane/butanol blends use in spark-ignition engines, in terms of performance and pollutants emissions. Moreover, these results are compared to isooctane/ethanol blends. The heat release in spark-ignition engine is piloted for a part by laminar burning velocity. This characteristic was studied experimentally and numerically for different initial conditions (pressure and equivalence ratio) in a constant volume bomb. Then, the early flame kernel growth was studied in a spark-ignition single cylinder engine equipped with optical accesses. Those results were correlated with the results on the laminar burning velocity. Finally, regulated and non-regulated pollutants emissions and engine performance were investigated in a spark-ignition single cylinder engine. A decrease of most pollutant emissions was observed with both alcohols addition.

A velocidade de queima laminar adiabática é um importante parâmetro da combustão que dita o comportamento de chamas pré-misturadas. Dos métodos disponíveis para a medição desse parâmetro, o método do fluxo de calor destaca-se pela simplicidade e precisão. No presente trabalho, esse método é utilizado para medir a velocidade de queima de biogás (modelado como CH4 com diferentes níveis de diluição com CO2) e de gás de síntese (modelado como uma mistura de CH4, H2, CO, CO2 e N2) em ar a 298 K e 1 atm. Tais gases são de crescente interesse para a sociedade em função de aspectos ambientais, porém, suas velocidades de queima não foram amplamente estudadas ainda. Os resultados obtidos são comparados com as previsões de cinco mecanismos cinéticos (GRI-Mech 3.0, Davis et al., Konnov, San Diego e USC Mech II) a fim de avaliar a sua capacidade preditiva. Os resultados experimentais e numéricos das velocidades de queima de biogás e ar apresentam uma boa concordância e as incertezas encontradas foram condizentes com as relatadas na literatura. Os resultados experimentais desse gás foram parametrizados em uma correlação empírica de fácil utilização em modelos numéricos. As medições da velocidade de queima de gás de síntese e ar, por outro lado, apresentaram valores inferiores às previsões numéricas de todos os mecanismos estudados. Os dados experimentais da literatura, para a mesma mistura, diferem tanto em valores quanto em comportamento dos resultados do presente trabalho. Tal comportamento está provavelmente relacionado a alguma contaminação no CO utilizado, já que quando esse gás está presente observa-se uma chemi-luminescência não relatada na literatura. / The adiabatic laminar burning velocity is an important combustion parameter that dictates premixed flames characteristics. Among the measuring methods available in literature, the heat flux method stands out for its simplicity and accuracy. In the present work, this method is used to measure the adiabatic laminar burning velocity of biogas (modeled as CH4 with different dilution levels with CO2) and syngas (modeled as a CH4, H2, CO, CO2 and N2 mixture) in air at 298 K and 1 atm. Such gases are of growing society interest due to environmental aspects, however, their adiabatic laminar burning velocity have not been widely studied yet. The experimental results are compared to predictions of five kinetic mechanisms (GRI-Mech 3.0, Davis et al., Konnov, San Diego e USC Mech II) to evaluate their predictive capacity. Experimental and numerical results of biogas/air mixtures adiabatic laminar burning velocity show good agreement and the found uncertainties are in agreement with literature. Experimental results of this gas were fitted in an empiric correlation of simple numerical application. Experimental results of the laminar burning velocity of syngas/air, on the other hand, show lower values than the numerical predictions of all studied kinetic mechanisms. Literature available data for the same mixture differ both in values and behavior of the present work results. Such behavior is probably related to some contamination on the CO used since a chemi-luminescence not reported in literature can be noted when this gas is present.

A velocidade de queima laminar adiabática é um importante parâmetro da combustão que dita o comportamento de chamas pré-misturadas. Dos métodos disponíveis para a medição desse parâmetro, o método do fluxo de calor destaca-se pela simplicidade e precisão. No presente trabalho, esse método é utilizado para medir a velocidade de queima de biogás (modelado como CH4 com diferentes níveis de diluição com CO2) e de gás de síntese (modelado como uma mistura de CH4, H2, CO, CO2 e N2) em ar a 298 K e 1 atm. Tais gases são de crescente interesse para a sociedade em função de aspectos ambientais, porém, suas velocidades de queima não foram amplamente estudadas ainda. Os resultados obtidos são comparados com as previsões de cinco mecanismos cinéticos (GRI-Mech 3.0, Davis et al., Konnov, San Diego e USC Mech II) a fim de avaliar a sua capacidade preditiva. Os resultados experimentais e numéricos das velocidades de queima de biogás e ar apresentam uma boa concordância e as incertezas encontradas foram condizentes com as relatadas na literatura. Os resultados experimentais desse gás foram parametrizados em uma correlação empírica de fácil utilização em modelos numéricos. As medições da velocidade de queima de gás de síntese e ar, por outro lado, apresentaram valores inferiores às previsões numéricas de todos os mecanismos estudados. Os dados experimentais da literatura, para a mesma mistura, diferem tanto em valores quanto em comportamento dos resultados do presente trabalho. Tal comportamento está provavelmente relacionado a alguma contaminação no CO utilizado, já que quando esse gás está presente observa-se uma chemi-luminescência não relatada na literatura. / The adiabatic laminar burning velocity is an important combustion parameter that dictates premixed flames characteristics. Among the measuring methods available in literature, the heat flux method stands out for its simplicity and accuracy. In the present work, this method is used to measure the adiabatic laminar burning velocity of biogas (modeled as CH4 with different dilution levels with CO2) and syngas (modeled as a CH4, H2, CO, CO2 and N2 mixture) in air at 298 K and 1 atm. Such gases are of growing society interest due to environmental aspects, however, their adiabatic laminar burning velocity have not been widely studied yet. The experimental results are compared to predictions of five kinetic mechanisms (GRI-Mech 3.0, Davis et al., Konnov, San Diego e USC Mech II) to evaluate their predictive capacity. Experimental and numerical results of biogas/air mixtures adiabatic laminar burning velocity show good agreement and the found uncertainties are in agreement with literature. Experimental results of this gas were fitted in an empiric correlation of simple numerical application. Experimental results of the laminar burning velocity of syngas/air, on the other hand, show lower values than the numerical predictions of all studied kinetic mechanisms. Literature available data for the same mixture differ both in values and behavior of the present work results. Such behavior is probably related to some contamination on the CO used since a chemi-luminescence not reported in literature can be noted when this gas is present.

A velocidade de queima laminar adiabática é um importante parâmetro da combustão que dita o comportamento de chamas pré-misturadas. Dos métodos disponíveis para a medição desse parâmetro, o método do fluxo de calor destaca-se pela simplicidade e precisão. No presente trabalho, esse método é utilizado para medir a velocidade de queima de biogás (modelado como CH4 com diferentes níveis de diluição com CO2) e de gás de síntese (modelado como uma mistura de CH4, H2, CO, CO2 e N2) em ar a 298 K e 1 atm. Tais gases são de crescente interesse para a sociedade em função de aspectos ambientais, porém, suas velocidades de queima não foram amplamente estudadas ainda. Os resultados obtidos são comparados com as previsões de cinco mecanismos cinéticos (GRI-Mech 3.0, Davis et al., Konnov, San Diego e USC Mech II) a fim de avaliar a sua capacidade preditiva. Os resultados experimentais e numéricos das velocidades de queima de biogás e ar apresentam uma boa concordância e as incertezas encontradas foram condizentes com as relatadas na literatura. Os resultados experimentais desse gás foram parametrizados em uma correlação empírica de fácil utilização em modelos numéricos. As medições da velocidade de queima de gás de síntese e ar, por outro lado, apresentaram valores inferiores às previsões numéricas de todos os mecanismos estudados. Os dados experimentais da literatura, para a mesma mistura, diferem tanto em valores quanto em comportamento dos resultados do presente trabalho. Tal comportamento está provavelmente relacionado a alguma contaminação no CO utilizado, já que quando esse gás está presente observa-se uma chemi-luminescência não relatada na literatura. / The adiabatic laminar burning velocity is an important combustion parameter that dictates premixed flames characteristics. Among the measuring methods available in literature, the heat flux method stands out for its simplicity and accuracy. In the present work, this method is used to measure the adiabatic laminar burning velocity of biogas (modeled as CH4 with different dilution levels with CO2) and syngas (modeled as a CH4, H2, CO, CO2 and N2 mixture) in air at 298 K and 1 atm. Such gases are of growing society interest due to environmental aspects, however, their adiabatic laminar burning velocity have not been widely studied yet. The experimental results are compared to predictions of five kinetic mechanisms (GRI-Mech 3.0, Davis et al., Konnov, San Diego e USC Mech II) to evaluate their predictive capacity. Experimental and numerical results of biogas/air mixtures adiabatic laminar burning velocity show good agreement and the found uncertainties are in agreement with literature. Experimental results of this gas were fitted in an empiric correlation of simple numerical application. Experimental results of the laminar burning velocity of syngas/air, on the other hand, show lower values than the numerical predictions of all studied kinetic mechanisms. Literature available data for the same mixture differ both in values and behavior of the present work results. Such behavior is probably related to some contamination on the CO used since a chemi-luminescence not reported in literature can be noted when this gas is present.

Les enjeux environnementaux et sociétaux de la combustion de combustibles fossiles pour la production d'énergie (électrique, chauffage ou transport), nécessitent le développement de nouveaux modes de combustion, de nouvelles technologies de brûleurs et de combustibles alternatifs (gazéification de la biomasse, biofuels, ...). La vitesse de combustion laminaire est un des paramètres fondamentaux utilisé pour caractériser la combustion pré-mélangée de ces nouveaux mélanges combustibles. Cette vitesse est une donnée de référence pour le processus de validation et d'amélioration des schémas cinétiques ainsi qu'un paramètre d'entrée pour estimer la vitesse de combustion turbulente de la plupart des codes de combustion turbulente. Mais bien qu'étudiée depuis plus de 100 ans, la détermination expérimentale précise de cette vitesse reste encore un défi de par les limitations inhérentes aux configurations expérimentales utilisées, en particulier pour les conditions de pression et de température élevées. Dans ce contexte, les objectifs de ces travaux de thèse concernent l'étude, l'analyse et la caractérisation des techniques de détermination de la vitesse de combustion laminaire à partir des flammes en expansion sphérique, en proposant une réflexion sur la minimisation de l'ensemble des sources d'incertitudes possibles sur la détermination de cette vitesse. Cette approche est réalisée pour la configuration de flamme en expansion sphérique, permettant des températures et pressions élevées et maitrisées.Dans une première partie, le formalisme des définitions des vitesses de flamme laminaire existantes dans cette configuration est rappelé afin de définir les facteurs d'incertitudes liés à la mesure expérimentale de ces vitesses (grandeurs cinématiques locales et cinétique globale). En particulier, les effets liés à l'estimation de l'état thermodynamique des gaz brûlés, du rayonnement et de la diffusion différentielle sont discutés. Dans une seconde partie, plusieurs dispositifs numériques et expérimentaux utilisés au cours de cette thèse et permettant l'étude de flammes sphériques en expansion sont présentés. Une étude utilisant quatre dispositifs expérimentaux différents est proposée afin d'analyser et caractériser les incertitudes inhérentes aux mesures et à leur traitement. Enfin dans une troisième partie, une définition rigoureuse de la vitesse de consommation est proposée et une nouvelle méthodologie pour la mesurer est développée. Une validation numérique complète est présentée. Puis les incertitudes liées aux rayonnement, à la diffusion différentielle et à l’extrapolation des données mesurées sont étudiées en détails. Cette dernière étape introduit un biais qui peut être conséquent, et une nouvelle méthodologie pour exploiter des mesures brutes est proposée par une comparaison directe avecdes simulations DNS reproduisant les expériences. / Environmental and social challenges concerning the combustion of fossil fuels for energy production (electricity, building and transport) require the development of new combustion processes, new burner technologies and alternative fuels (gasification of biomass, biofuels, ...). Laminar burning velocity is one of the fundamental parameters used to characterize premixed combustion for these new fuels. This speed is a reference for the validation and improvement of kinetic schemes and an input parameter to estimate the turbulent burning velocity of most turbulent combustion codes. But even if it has been studied over 100 years, the precise experimental measurement of this velocity is still complicated due to inherent limitations in experimental configurations used, especially for high pressure and temperature conditions. In this context, this thesis work focuses on the study, analysis and characterization of the different techniques used to determine the laminar burning velocity from spherically expanding flames and proposes a reflection on the minimization of all possible uncertainty sources. This approach is achieved with confined spherical flames which allow to obtain high temperature and pressure initial conditions. In the first part, the formalism of existing laminar flame speeds in spherical expanding configuration is reminded to define the factors of uncertainty related to the experimental measurement (local kinematic and global kinetic variables). In particular, the effects associated with the estimation of the burned gases thermodynamic state, radiation and differential diffusion are discussed. In the second part, several numerical and experimental devices used in this thesis are presented. A study on four different experimental setups is proposed to analyze and characterize the uncertainties in the measurements and processing. Finally, in the third part, a rigorous definition of the consumption speed is proposed and a new methodology to measure it is developed. A complete validation based on numerical results is presented. Then uncertainties related to radiation, differential diffusion and extrapolation to zero stretch rate of measured data are detailed. This last step introduces a non-negligible bias and a new methodology to exploit raw data by a direct comparison with DNS reproducing the experiments is proposed.

Producer gas derived from biomass is one of the most environment friendly substitutes to the fossil fuels. Usage of producer gas for power generation has effect of zero net addition of CO2 in atmosphere. The engines working on producer gas have potential to decrease the dependence on conventional fuels for power generation. However, the combustion process is governed by complex interactions between chemistry and fluid dynamics, some of which are not completely understood. Improved knowledge of combustion is, therefore, of vital importance for both direct use in the design of engines, and for the evolution of reliable simulation tools for engine development. The present work is related to the turbulent combustion of producer gas in closed vessels and engine cylinders. The main objective of the work was multi-dimensional simulation of turbulent combustion in the bowl-in-piston engine operating on producer gas fuel and to observe the flame and flow field interaction. First, the combustion model was validated in constant volume combustion chamber with experimental results. Experimental turbulent combustion data of producer gas (composition matching with engine operating conditions) was presented. The required data of laminar burning velocity of producer gas was computed and used in the simulation of turbulent combustion in closed vessel. The effect of squish and reverse squish flow on flame propagation in the bowl-in-piston engine cylinder was described. Laminar burning velocity of unstretched flame was computed using flame code which was developed earlier in this laboratory. One dimensional computations of unstretched planar flame were made to calculate laminar burning velocity of the producer gas-air mixture at pressures (1-10 bar) and temperatures (300-600 K). A correlation of laminar burning velocity of producer gas as a function of pressure and temperature was fitted and compared with experiments. A fixed composition and equivalence ratio of producer gas-air mixture, typical of the engine operating conditions, was considered. The correlation was used in simulation of turbulent combustion in closed vessel. The turbulent combustion experiments with producer gas-air mixture were conducted in a closed vessel. The aim of experiments was to generate pressure-time data, in closed vessel during turbulent flame propagation, which was required to validate turbulent combustion models. Determination of (ST /SL) was made from pressure-time data which requires corresponding laminar combustion data with same initial conditions. For this purpose a set of laminar combustion experiments was conducted. Experimental setup consists of a constant volume combustion chamber of cubical shape and size 80 x 80 x 80 mm3 . The initial mixtures pressure and temperature were 1 bar and 300 K respectively. A fixed composition and equivalence ratio of producer gas-air mixture, typical of the engine operating conditions, was used. The composition of producer gas was H2 -19.61%, CO2 -19.68%, CH4 -2.52%, CO2 -12.55% and N2 -45.64% on volume basis. Fuel-air mixture was ignited with electric spark at the center of the cube. Initial turbulence in the chamber was created by moving a perforated plate with specified velocity. Perforated plate was placed in chamber so that the central hole in the plate passes over the spark electrodes as it sweeps across the chamber. Two geometrically similar plates with hole diameter of 5 and 10 mm were used. The new experimental setup constructed as a part of this work was first tested with one set of experiments each with methane and propane data of SL and ST /SL from the literature. Maximum turbulent intensity (u’) achieved was 1.092 ms−1 . The ratios of turbulent to laminar burning velocity (ST /SL) values were determined at six different turbulence intensity levels. Laminar combustion experiments were extended to elevated initial pressures 2-5 bar and temperature 300 K. The value of SL was calculated from the pressure-time history recorded during laminar stretching flame propagation inside closed vessel. These SL values were compared with computed SL,∞ after accounting for stretch. Turbulent combustion simulations were carried out to validate combustion models suitable for multi-dimensional CFD simulation of combustion in constant volume closed chamber. Two models proposed by Choi and Huh, based on Flame Surface Density (FSD) were tested with the present experimental results. User FORTRAN code for the source terms in transport equation of FSD was implemented in ANSYS-CFX 10.0 software. First model called CFM1, grossly under-predicted the rate of combustion. The second model called CFM2, predicted the results satisfactorily after replacing the arbitrary length scale with turbulent integral length scale (lt) having a limiting value near the wall. The modified CFM2 model was able to predict the propagation phase of the developed flame satisfactorily, though the duration for initial flame development was over-predicted by the model. CFD simulation of producer gas engine combustion process was carried out using ANSYSCFX software. Mesh deformation option was used to take care of moving boundaries such as piston and valve surfaces. The fluid domain expands during suction process and contracts during compression process. In order to avoid excessive distortion of the mesh elements, a series of meshes at different crank angle positions were generated and checked for their quality during mesh motion in the solver. For suction process simulation, unstructured meshes having 0.1 to 0.3 million cells were used. During the compression and combustion process simulations, structured meshes having 40,000 to 0.1 million cells were used. k-ε model was used for turbulence simulation. The suction, compression and combustion processes of an SI engine were simulated. Initial flame kernel was given by providing high flame surface density in a small volume comparable to the spark size at the time of ignition. The flame surface density model, CFM-2, was adapted with the modification of length scale tested against constant volume experiments. A suitable limiting value was used to avoid abnormal flame propagation near the wall. The limiting value of integral length scale (lt) near the wall was determined by linear extrapolation of the integral length scale in the domain to the wall. Engine p - θ curves of three different ignition timings 26°, 12° and 6°before top dead center (TDC) were simulated and compared with earlier experimental results. The effects of flow field on flame propagation have been observed. A comparison of the simulated and experimental p - θ diagram of the engine for all above cases gave mixed results. For the ignition timing at 26° before TDC case, predicted peak pressure value was 17% higher and at 3° earlier than those of the experimental peak. For the other two cases, the predicted peak pressure value was 28% lower and 5° later than those of the experimental peak. The reason for under-prediction of the pressure values could be due to the delay in development of initial flame kernel. Simulated pressure curves have offset about 3-4° compared to the experimental pressure curves. It was observed that in all predicted p - θ cases, there was a delay in the initial flame development. It is evident from the under-prediction of pressure values, especially in the initial flame kernel development phase and it also affects the p - θ curve at later stage. The delay was about 3-4° of crank angle rotation in various cases. The delay in predicting the initial flame development needs to be corrected in order to predict the combustion process properly. The proposed FSD model seems to have capability to predict p - θ values fairly in the propagation phase of developed flame. Reasonably good match was obtained by advancing the ignition timing in the computation by about 3-4° compared to the experimental setting. In the bowl-in-piston engine cylinders, the flow in the cylinder is characterised by squish and reverse squish when the piston is moving towards and away from the top dead center (TDC) respectively. The effect of squish and reverse squish flow on flame propagation has been assessed. For the more advanced ignition case, i.e., 26° before TDC, The flame propagation did not have favorable effect by the flow field. The direction of flame propagation was against the squish and reverse squish flow. This resulted in suppressed peak velocities in the cylinder compared the motoring process. Hence the burning rate was not augmented by the turbulence inside the cylinder. For the ignition 12° before TDC case, the flame propagation did have favorable effect by the flow field. During the reverse squish period, the flame had reached the bowl wall. At this stage, the flame was pushing the reactants out and this augments the reverse-squish flow, and hence the maximum reverse-squish velocity was increased to 2.03 times the peak reverse-squish velocity of motoring case. The reverse-squish flow was distorting the flame from spherical shape and the flame gets stretched. Flame surface enters the cylindrical region faster compared to the previous case. The stretched flame in the reverse-squish flow may be considered as reverse squish flame, as was proposed earlier by Sridhar G. The burn rate during the reverse squish period may be 2 to 2.5 times the normal burn rate. For the ignition 6° before TDC case, the flame was very small in size and it did not affect the flow in squish period. During the reverse squish period, the flame radius was moderate compared to the bowl radius. The flame was pushing the reactants out and it increased the maximum reverse-squish velocity to 1.3 times by the flame. In this case, the reverse-squish flow moderately affecting the flame shapes. The results of this study could give an idea of what ignition timing must be kept for favorable use of flow field inside the engine cylinder. Main contributions from the present work are: Multi-dimensional simulation of combustion process inside the engine cylinder operating on producer gas was carried out to examine flame/flow field interactions. Two models based on FSD were first tested against present experimental results in constant volume combustion chamber. In CFM2 model; a modification of replacing the arbitrary length scale by integral length scale with a limiting value near the wall was suggested to avoid prediction of abnormally large turbulent burning velocity near the wall. This combustion model has been implemented in ANSYS-CFX10. The required data of laminar and turbulent burning velocities of producer gas-air mixture has been determined by experiments and computations at varied initial pressures and turbulent intensities. Finally, the simulated engine pressure data has been compared with earlier experimental data of the engine operating on producer gas. The proposed FSD model has the capability to match well with the experimental results except for the initial flame kernel development phase. Even though this issue needs to be resolved, the work has brought out the important interaction between the flame propagation and flow field within the bowl-in-piston engine cylinder.