The research reported here explored the flammable range of gasification product “producer gas” in a combustion chamber to ensure complete combustion. Rising fuel prices has led to increased research in renewable energy sources. Biomass is a renewable resource whose use does not result in a net increase of CO₂ in the atmosphere. Wood was selected as the biomass for this research. Applications for wood as a fuel source includes crop drying, space heating, and power generation. Flammability limit and chemical equilibrium theory were used to model the flammable range of the gasification product in a combustion chamber. The model predicted an adiabatic flammable zone within an equivalence ratio of 0.56 to 1.67 for oak with 20 percent moisture content (w.b.), and a maximum adiabatic flame temperature of 2025°C for dry oak. Chemical equilibrium theory was used to predict gasification-combustion product concentration. Based on the analysis of the data, the following conclusions were made: (1) Flammability of gas-air mixture is largely determined by the amount of heat loss prior to combustion, (2) At equivalence ratios greater than 1.25, CO appears in the combustion products, (3) Adiabatic Flame Temperatures are largely influenced by moisture and excess air, (4) Combustion temperature is a critical parameter that influences composition distribution of the gasification-combustion product. (Product compositions are important to the designer, for both energy and environmental impact), and (5) Maximum benefit for a gasifier-combustor system could be obtained if heat loss, excess air, moisture content, mixing effectiveness, and residence time are optimized. / Master of Science

This thesis describes the development and experimental testing of a 100 kW dual fluidized bed biomass gasifier (also called a Fast Internally Circulating Fluidized Bed (FICFB) biomass gasifier). This steam-blown gasifier is being studied for its suitability within combined heat and power plant systems for the New Zealand forest products industry. This advanced design of gasifier has the ability to generate producer gas with a lower heating value (LHV) of 11.5-13.4 MJ/Nm3, which is two to three times higher than yielded by conventional gasification systems. This is accomplished because the gasification and combustion processes occur in two physically separated reactors. Several modifications to the gasifier were required after it was first constructed in order to achieve stable and reliable operation. Producer gas yields were measured through the use of helium as a tracer gas. A new simultaneous producer gas and tar sampling system was developed, allowing accurate samples to be obtained in a matter of minutes. Experimental testing included a cold testing exercise which provided valuable information on the circulation behaviour of the bed material and char within the gasifier. This helped in achieving stable and reliable operation of the plant. Producer gas yields of 14.6 Nm3/h were recorded with a fuel (radiate pine wood pellets) feed rate of 18.9 kgdry/h. The cold gas efficiency ranged from 16-40 % with limited heat recovery in place, but depended noticeably on the plant operating conditions especially gasification temperature. The amount of polycyclic aromatic hydrocarbon (PAH) tars measured in the producer gas ranged between 0.9-4.7 g/Nm3 with naphthalene and acenapthylene being the most abundant compounds. The moisture content of the producer gas was determined to be 0.9-1.2 g/gdry gas. It was found that a steam to biomass ratio of 0.45-0.7 kg/kgdry was most favourable for generating a 12-13.4 MJ/Nm3 producer gas while limiting the amount of steam generation. Gasification temperatures above 750 °C encouraged higher producer gas yields and higher cold gas efficiencies. The catalytic bed material olivine (forsterite olivine) was found to increase the producer gas yield by approximately 20 % compared to the non-catalytic bed material greywacke. The use of olivine meant higher cold gas efficiencies were achieved for a given wood feed rate.

Första och andra världskrigen medförde stora importrestriktioner för bensin och diesel och Sverigestod inför en potentiell kris. Lösningen till drivmedelsbristen var gengas som produceras genom attförbränna träd eller kol i en syrefattig miljö. Med dagens kontinuerligt stigande bensin, diesel ochelpriser står Sverige inför en liknande situation och nya lösningar för att kompensera för de högapriserna söks. Detta kandidatarbete undersöker potentialen med att använda gengas som ett alternativ för attbedriva fordon och småhus för att sänka kostnaden. Arbetet tittar på hur gengas kan användas i treolika fall; i en taxi, lätt lastbil samt ett småhus över ett års tid där kostnadsvinsten beräknas genom attbestämma hur mycket ved som krävs utifrån hur mycket energi som krävs vid användning. Resultatettyder på att med dagens elpriser är el det billigare alternativet för bostäder. Däremot går det att se attdet kan vara ekonomiskts fördelaktigt att använda gengas istället för flytande bränsle när vedprised är billigt. / The First and Second World Wars imposed major import restrictions on gasoline and diesel andSweden faced a potential crisis. The solution to the fuel shortage was producer gas, which isproduced by burning trees or coal in a low-oxygen environment. With today's continuously risinggasoline, diesel and electricity prices, Sweden faces a similar situation and new solutions tocompensate for the high prices are being sought.This bachelor thesis examines the potential for using producer gas as an alternative to power vehiclesand small houses to reduce the cost. The thesis looks at how producer gas can be used in threedifferent cases; in a taxi, light truck and a small house over a years time where the cost benefit iscalculated by determining how much wood is required based on how much energy is required in use.The results indicate that with current electricity prices, electricity is the cheaper option for poweringhouses. However, it can be seen that it can be economically advantageous to use producer gas instead of liquid fuel when the price of wood is cheap.

The current work, through experimental and numerical investigations, analyses the process and cycle level deviations in engine response on fuelling multi-cylinder natural gas engines with producer gas. Producer gas is a low calorific value bio-derived alternative with composition of 19 ± 1% CO and H2, 2 ± 0.5 % CH4, 12 ± 1% CO2 and 46 ± 1% N2 and has thermo-physical properties significantly different from natural gas. Experimental investigations primarily address the energy balance (full cycle analysis) and in-cylinder response (process specific analysis) at various operating conditions covering naturally aspirated and turbocharged mode of operation with natural gas and producer gas. Numerical investigations are based on two thermodynamic scope mathematical models, a zero dimensional model (Wiebe function) and a quasi-dimensional model (propagating flame front heat release). A detailed diagnostic analysis on a six cylinder (E6) indicates, turbocharger mismatch, the first explicit impact of fuel thermo-physical property variation. Turbocharger matching and optimization resulted in a peak load of 72.8 kWe (BMEP 9.47) at a maximum brake torque ignition angles of 22 deg before TDC and compressor pressure ratio of 2.25. Engine energy distribution analysis indicates skewed energy balance with higher cooling load (in excess of 30%) as compared to fossil fuel operation. This is attributed to the presence of nearly 20% H2 which enhances the convective cooling through the higher thermal conductivity. Parametric variation of H2 fraction on a two cylinder engine (E2) with four different syngas compositions (mixture H2 varying from 7.1% to 14.2%) depicts enhanced cooling load from 33.5% to 37.7%. Process level comparison indicates significant deviations in the heat release profile compared to fossil fuels. It has been observed that with an increase in mixture hydrogen fraction (from 7.1% to 14.2%), the fast burn phase combustion duration reduces from 59.6% to 42.6% but the terminal stage duration increases from 25.5% to 48.9%. The enhanced cooling of the mixture (due to the presence of hydrogen), particularly in the vicinity of walls is argued to contribute towards the sluggish terminal phase combustion. Immediate implication of thermo-kinematic response variation is on the magnitude and sensitivity of combustion descriptors and the need for dependent control system calibration for producer gas fuelled operation is established. Descriptor analysis is extended to knocking pressure traces and a new simple methodology is proposed towards identifying the occurrence and regime of knock. Analysing the implications through numerical investigation, the influence of the altered thermo-kinematic response for producer gas fuelled operation impacts 0D simulations. Zero dimensional simulations fail with conventional coefficients requiring fuel specific coefficients. Based on fuel specific coefficients, the suitability of 0D model for the simulation of varying operating conditions ranging from naturally aspirated to turbo charged engines, compression ratios and different engine geometries is established. The analysis is extended to quasi-dimensional through the eddy entrainment and laminar burn up model. The choice of laminar flame speed and turbulent parameters is validated based on the assessment of the flame speed ratio (4.5 ± 0.5 for naturally aspirated operation, turbulent Reynolds number of 2500 ± 250 and 9.0 ± 1.0 for turbocharged operation, turbulent Reynolds number of 5250 ± 250). In the estimation of laminar flame speed, the limitation of GRIMech 3.0 mechanism for H2-CO-CH4 systems is explicitly established and GRIMech 2.11 is used to arrive at experimentally comparable results. In-cylinder engine simulation results covering parametric variation of load, ignition angle and mixture quality, for engine natural gas fuelled naturally aspirated operation and producer gas fuelled naturally aspirated and turbocharged after cooled are compared with experimental results. The quasi dimensional analysis is extended to simulate end gas auto-ignition and is validated by using experimental manifold conditions for turbocharged operation for which knock has been observed. Extending the model to a Waukesha cooperative fuels research engine, motor methane number of 110 is reported for standard composition producer gas. The use of quasi dimensional models with end gas reaction kinetics enabled for knock rating of fuels represents first of its kind initiative.

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.

Today the large scale introduction of biomass gasification is hampered by health, safety and environmental issues which present a major barrier in the deployment of this technology. The condensate in particular resulting from producer gas cooling before use in gas engines is highly toxic and carcinogenic which, if not adequately controlled, can lead to detrimental impacts on human health and the environment. The study was therefore aimed at assessment of pollution levels resulting from biomass gasification organic condensates. The study involved assessing the concentration of polycyclic aromatic hydrocarbons (PAHs) and BTEX (i.e. benzene, toluene, ethylbenzene and xylene) in the condensate deemed toxic and carcinogenic, mention their impact on human health and the environment as well as recommend measures aimed at minimizing pollution levels resulting from biomass gasification.   The gasifier installation at Makerere University was run in downdraft mode using maize cobs as biomass fuel. The producer gas was cooled using a water cooled condenser connected to the exhaust pipe of the gasifier. The condensate was then transferred into sampling bottles made of opaque glass to minimize photochemical reactions in water samples and preserved in a cooler at 2oC to 6oC until the time for analysis to minimize volatilization and bacterial degradation of the hydrocarbons. The capillary gas chromatography with mass spectrometric detector (CGCMSD) was used to analyze the condensate for the selected hydrocarbons. The procedures involved preparation of PAHs and BTEX standard solutions using standard mixtures and internal standards, calibration of the CGCMSD, extraction of the aromatic hydrocarbons using hexane, performing a surrogate analysis to assess percent recoveries and injecting a 2 µl aliquot of the final solution of each test sample in a CGCMSD for analysis. Identification of targeted hydrocarbons was based on the retention time match and mass spectra match against the calibration standards while quantitation was done by use of internal standards.   The average concentration of naphthalene was 204.3 mg/m3, benzene-16.8 mg/m3,toluene-105.5 mg/m3, ethylbenzene-200.9 mg/m3, 1,2-dimethyl benzene-209.5 mg/m3 and 1,3+1,4-dimethyl benzene-790.4 mg/m3. Acenaphthylene, acenaphthene, fluorene, phenanthrene and anthracene were not detected in the condensate by the CGCMSD due to their concentration levels being below the detection limit of the CGCMSD. The concentrations of naphthalene and xylene were considerably high compared to the recommended permissible exposure limits thus posing risks on both human health and the environment. It is therefore important to treat the condensate before disposal to the environment. On the other hand, the concentrations of benzene, toluene and ethylbenzene were below the permissible exposure limit and therefore for this study, the liquid effluent was considered to meet the regulatory standards. The recommendations aimed at minimizing pollution levels during biomass gasification were also discussed.

Gasification of biomass for electricity power generation has been a proven technology in a number of countries in the world. MSW consists of biomass, glass, plastics, metallic scrap and street debris. Biomass constitutes the highest proportion of MSW and being an energy resource, implies that it can contribute tremendously to the energy needs of any country since every country is endowed with this resource which is generated in enormous tonnes per day. The challenge would then be the choice of the technology to harness this abundant energy resource subject to financial and environmental constraints.    In Uganda, MSW gasification for power generation has never been implemented in spite of the 500-600 tonnes of MSW collected per day, the biomass component of the MSW comprising 88%. MSW is instead collected in skips, transported by trucks to a landfill were it is deposited and left to decompose releasing methane (CH4) and carbon dioxide (CO2) gases which are highly potent greenhouse gases. In this regard, the many tonnes per day of MSW collected in Kampala city (area of the study) portray significant potential of generating producer gas using the technology of gasification to run engines for power generation and this study evaluated possible gasifier-engine system applications for power generation. Experiments were carried out  at the Faculty of Technology, Makerere University to determine biomass characteristics (e.g. moisture content, ash content) and gasification parameters(e.g. lower heating value)  of MSW required for gasifier-engine applications. After establishing the lower heating value of the producer gas from MSW, a theoretical design of a gasifier-engine system was investigated for possible applications with the biomass component of MSW and an economic analysis was done to assess the feasibility of the project.

Gasification of biomass for electricity power generation has been a proven technology in a number of countries in the world. MSW consists of biomass, glass, plastics, metallic scrap and street debris. Biomass constitutes the highest proportion of MSW and being an energy resource, implies that it can contribute tremendously to the energy needs of any country since every country is endowed with this resource which is generated in enormous tonnes per day. The challenge would then be the choice of the technology to harness this abundant energy resource subject to financial and environmental constraints.    In Uganda, MSW gasification for power generation has never been implemented in spite of the 500-600 tonnes of MSW collected per day, the biomass component of the MSW comprising 88%. MSW is instead collected in skips, transported by trucks to a landfill were it is deposited and left to decompose releasing methane (CH4) and carbon dioxide (CO2) gases which are highly potent greenhouse gases. In this regard, the many tonnes per day of MSW collected in Kampala city (area of the study) portray significant potential of generating producer gas using the technology of gasification to run engines for power generation and this study evaluated possible gasifier-engine system applications for power generation. Experiments were carried out  at the Faculty of Technology, Makerere University to determine biomass characteristics (e.g. moisture content, ash content) and gasification parameters(e.g. lower heating value)  of MSW required for gasifier-engine applications. After establishing the lower heating value of the producer gas from MSW, a theoretical design of a gasifier-engine system was investigated for possible applications with the biomass component of MSW and an economic analysis was done to assess the feasibility of the project.