Pour réduire significativement les émissions de CO2 dans les moteurs à combustion interne, un levier majeur est la réduction des pertes thermiques pariétales lors de la combustion. Ces pertes présentent un pic de plusieurs MW/m2 près du point mort haut, et sont liées à des phénomènes complexes d'interaction flamme-paroi qui dépendent du mode de combustion. Afin de mieux appréhender les phénomènes associés, il est nécessaire de caractériser le flux thermique à des échelles temporelles inférieures à la milliseconde.Dans ces travaux, une machine à compression rapide et une cellule à précombustion à volume constant sont utilisées pour simuler les phénomènes de combustion rencontrés en moteurs. Des thermocouples à jonction fines permettent une mesure de flux thermique instantanée avec une résolution temporelle de 0.1 ms. Ces moyens d'essais permettent de reproduire trois modes de combustion : flamme de propagation, flamme de diffusion et auto-inflammation. Ces travaux permettent également d'évaluer les différentes technologies envisageables de mesure de transfert thermique en combustion (thermocouples, thermorésistances et thermométrie phosphore rapide) au regard des caractéristiques métrologiques requises par la rapidité des phénomènes mis en jeu.Le flux lors du transfert thermique atteint des valeurs de plusieurs MW/m2 avec une forme qui dépend du mode de combustion. Le flux lors de la propagation d'une flamme prémélangée est dominé par un pic lors de l'interaction flamme paroi,d'environ 5 MW/m2 et de durée 0.5 ms. Le flux lors de la combustion d'un jet Diesel est approximativement un plateau pendant la durée de l'injection ; il est dominé par l'effet d'entraînement d'air par le jet qui cause une augmentation du coefficient de transfert convectif jusqu'à des valeurs de 10 kW/m2/K, l'augmentation de température liée à la combustion étant secondaire. Dans le cas d'ondes de pression générées par une auto-inflammation rapides de gaz(cliquetis lors d'un allumage commandé ou HCCI à fort contenu énergétique), une corrélation est observée entre l'intensité du cliquetis et le flux thermique associé, quel que soit le mode de combustion qui génère les oscillations de pression. Le flux lors du cliquetis est 3 à 5 fois plus élevé que lors d'une combustion par flamme de propagation comparable. / CO2 emissions in internal combustion engines are linked with inefficiencies due to wall heat losses during combustion.Those losses exhibit a sharp peak of a few MW/m2 close to top dead center and are linked to complex flame/wall interaction phenomena that vary with the combustion mode. A fine understanding of the associated phenomena requires experimental characterization of wall heat flux with a time resolution better than the millisecond. In this PhD work, a rapid compression machine and a precombustion cell are used to reproduce engine combustion phenomena. Thin-junction thermocouples allow an instantaneous measurement of the wall heat flux with a time resolution of 0.1 ms. Three combustion modes are generated: propagation flame, diffusion flame and auto-ignition.Different possible measurement technologies and procedures (thermocouples, thermoresistances and rapid phosphor thermometry) are compared and benchmarked against the features of combustion phenomena. Flux during wall heat transfer reaches values of a few MW/m2 and its shape varies with the combustion mode. During premixed flame propagation, flux is dominated by a peak during flame-wall interaction of about 5 MW/m2 in amplitude and 0.5 ms in duration. During Diesel combustion, heat flux is approximately constant during the injection duration; itsevolution is driven by an increase of the convection coefficient up to 10 kW/m2/K, which is attributed to air entrainment by the spray; the temperature increase from combustion is considered a second-order effect. During combustion presenting a pressure wave propagation (e.g. knock for some spark-ignition cases or HCCI with high energy content), the intensity of pressure oscillations and wall heat flux are shown to be correlated. That correlation is independent of the phenomenon creating the pressure wave; heat flux during knock is 3-5 times higher than for a comparable premixed propagation flame.

<p>In this dissertation, we first used high-speed X-ray phase contrast imaging and infrared thermal imaging techniques to study the formation processes of adiabatic shear bands in aluminum 7075-T6 and 6061-T6 alloys. A modified compression Kolsky bar setup was developed to apply the dynamic loading. A flat hat-shaped specimen design was adopted for generating the shear bands at the designated locations. Experimental results show that 7075-T6 exhibits less ductility and a narrower shear band than 6061-T6. Maximum temperatures of 720 K and 770 K were locally determined within the shear band zones for 7075-T6 and 6061-T6 respectively. This local high temperature zone and the resulting thermal instability were found to relate to the shear band formation in these aluminum alloys. Secondly, a high-speed laser phosphorescence thermal imaging technique is developed and integrated with the compression Kolsky bar setup. The temperature field measurement during dynamic loading are performed at 100 – 200 kHz frame rate with a spatial resolution of 13 µm/pixel. The dynamic compression of copper shows 312 K temperature rise among the material surface. Experiments with thermocouple are also conducted and the results verifies the laser measurement. In the dynamic shear of aluminums, the temperature evolution during adiabatic shear band formation was observed and the results are compared with infrared measurements. The shear band was found forming at approximately 400 K and 440 K for 7075-T6 and 6061-T6, respectively, while the maximum temperature is measured as 650 K for 7075-T6 and 800 K for 6061-T6. Although the maximum temperature agrees with the infrared results, thermal softening is not considered as the main cause of the ASB formation due to the low temperature when the shear band forms.</p>

The pursuit for improved engine efficiency is driving the demand for accurate temperature measurement inside turbine engines. Accurate measurement can allow engines to be operated closer to their design limits to improve thermal efficiency. It can enable engineers to verify mechanical integrity, provide better prediction of component life, validate CFD and other design tools and aid the development for leaner more efficient engines. Unfortunately, experimentally measuring surface temperatures under harsh rotating conditions is challenging. This EngD study conducted by Ashiq Hussain Khalid at the University of Manchester and Rolls-Royce plc, reviews the rationale of using phosphor thermometry over existing methods, including thermocouples, pyrometry and thermal paints/melts, which lack detail, accuracy, or are too expensive for continuous testing. Although phosphor thermometry exhibits desirable characteristics, the high temperature and fast rotating engine environment presents some challenges that would need to be addressed before a successful measurement system can be implemented. Examples of such issues include: rising blackbody radiation, restricted optical access, fibre optic constraints and limited time period to collect data. These factors will impose measurement limits and greatly influence the design philosophy of the system, including phosphor choice, phosphor lifetime characteristics, bonding technique, excitation/detection methodologies and probe design. Taking these into consideration, the research focuses on the development of phosphor thermometry systems for use in development gas turbine engines, with measurement solutions for specific engine components. The high pressure turbine blade was given research priority. A number of phosphors including YAG:Tb, YAG:Tm. Y2O3:Eu and Mg3F2GeO4:Mn were investigated and characterised in terms of intensity and lifetime decay, with increasing temperature up to 1500oC. Spectral analysis and absolute intensity measurements established emission peaks and permitted comparative quantitative analysis to optimise system setup. The intensity of phosphor emission relative to Planck's blackbody radiation was also performed. YAG:Tm under 355nm illumination was found to exhibit the highest emission intensity at high temperatures, and because its spectral emission peak at 458nm was the lowest, its advantage in terms of blackbody radiation was further amplified. For rotating components, an upper temperature limit is reached based on the emission intensity at rising blackbody radiation levels and the system's ability to detect fast decays. A lower limit is reached based on the quenching temperature, probe design and rotational velocity. There are different methods to correct the distorted decay waveform as it traverses through the acceptance cone of the fibre. A phosphor selection criterion, taking into consideration these limitations, was successfully applied for various rotating engine components. The optical layout was setup and tested on stationary and rotating cases under laboratory conditions using similar design constraints, including fibre choice, maximum permissible lens size and target distances. A series of tests validated design methodologies and assumptions to enable testing on full scale rotating engine components. Mg3F2GeO4:Mn, using 355nm illumination, was found to be the most suitable phosphor for the HP drive cone. The estimated performance under the expected rotational speeds was found to be 624-812°C with a standard uncertainty of ±0.99%. YAG:Tm, illuminated with 355nm, was found to be the most promising phosphor for high pressure turbine blade measurements. The performance under the expected rotational speeds was found to be 1117-1375°C with a standard uncertainty of ±0.97%. This is better than other competing technologies that are currently available for temperature measurement of rotating turbine blades.

<p dir="ltr">Phosphor thermography is an effective technique for making spatially resolved temperature measurements on surfaces, however little consideration has been given to incorporating the phosphors inside crystalline materials to make internal measurements. Doing so would grant optical access to the phosphors through the crystal. In this work, we prepared a thermographic energetic composite via fast crash encapsulation of BaMgAl₁₀O₁₇:Eu (BAM) in ammonium perchlorate (AP) crystals, which enabled the use of phosphor thermography to spatially resolve the temperature of the energetic composite. We demonstrate that the temperature measurements show good agreement with thermocouple measurements. The ability to calibrate the material was also demonstrated and compared to the response in dynamic thermal environments. Usability limits as well as thermal stability issues of the composite were also investigated and discussed. The successful encapsulation of BAM within AP and demonstration of thermographic behavior in the composite, indicate the viability of using encapsulation as a method to produce thermographic energetic composites.</p>