A duração da combustão tem implicação direta na determinação do trabalho negativo no ciclo motor. A duração da combustão tem relação inversa com a velocidade de propagação da chama. Assim, quanto maior a velocidade de propagação da chama, menor a duração da combustão. Além disto, a duração da combustão está relacionada com a relação volumétrica de compressão, com a razão de mistura e com o tipo de combustível, entre outros fatores. Neste sentido, quanto maior a velocidade de queima da mistura ar-combustível, menor o trabalho negativo no ciclo. Neste contexto, foram ensaiadas 3 relações de compressão e 3 razões de mistura, para 6 combustíveis de composição conhecida: gasolina comum tipo C, álcool etílico hidratado combustível (AEHC) e AEHC adicionado à gasolina comum tipo C nas proporções de 20%, 40%, 60% e 80%. A variação da pressão no interior da câmara de combustão, para todos os combustíveis, e a posição da centelha de ignição foram determinadas com a utilização da base angular e com variação da relação volumétrica de compressão e da razão de mistura. O diagrama , para fins de cálculo de área, foi traçado por pós-processamento. Os resultados obtidos indicam que a duração da combustão aumenta com o aumento da razão de mistura e diminui com o aumento da relação volumétrica de compressão, para todos os combustíveis ensaiados. Verificou-se que a amplitude da pressão, no interior da câmara de combustão, se comporta inversamente à duração da combustão. Mostrou-se que o aumento da razão de mistura implica na redução do trabalho líquido entregue ao êmbolo ao longo de todo o ciclo do motor. Opostamente ocorre com o aumento da relação volumétrica de compressão, que implica no aumento do trabalho líquido por ciclo. Concluiu-se que o máximo valor para o trabalho líquido ao longo de todo o ciclo foi obtido para a maior relação volumétrica de compressão (8:1) e a menor razão de mistura (λ = 0,9). O combustível que representou este resultado foi o álcool etílico hidratado combustível adicionado à gasolina comum tipo C em 80% (AEHC80). O mínimo valor para o trabalho líquido, ao longo de todo o ciclo foi obtido, para a menor relação volumétrica de compressão (6:1) e a maior razão de mistura dos ensaios (λ = 1,1). O combustível que representou este resultado foi o álcool etílico hidratado combustível (AEHC). / The duration of the combustion is directly implicative on determining the negative work of the motor cycle. The duration of the combustion has an inverse relation with the flame propagation speed. Thus, the higher propagation of the flame, the shorter duration of the combustion. Besides that, the duration of the combustion is related to the relation of compression, to the air/fuel relation and to the type of fuel, among other factors. In this way, the higher burning speed of the air/fuel mixture, the smallest negative work in the cycle. In such a context, there were tried three compression relations and three mixture ratios for six fuels of know compositions: ordinary gasoline C type, combustible hydrated ethyl alcohol and combustible hydrated ethyl alcohol added to ordinary gasoline C type in the proportions of 20%, 40%, 60% and 80%. The pressure variation inside the combustion chamber, for all fuels, and the position of the ignition spark were determined using the angular base and with variation of the compression relation and the mixture ratio. The diagram, for area calculation, was traced by post processing. The obtained results indicate that the combustion duration increases with the rising of the mixture ratio and decreases with the rising of the compression relation, for all the tried combustibles. It was found that the pressure amplitude inside the combustion chamber behaves inversely to the combustion duration behavior. It was shown that the rising of the mixture ratio implies on the reduction of the net work delivered by the piston all through the cycle of the motor. The opposite occurs with the rising of the compression relation, that implies on the increase of the net work by cycle. It was concluded that the maximum value for the net work all through the cycle was obtained for the higher compression relation (8:1) and the least mixture ratio of the tests (λ = 0,9). The combustible that achieved such a result was the combustible hydrated ethyl alcohol added to ordinary gasoline C type in 80%. The least value for the net work all through the cycle was obtained by the least compression relation (6:1) and the highest mixture ratio of the tests (λ = 1,1). The fuel that achieved that result was the combustible hydrated ethyl alcohol.

A duração da combustão tem implicação direta na determinação do trabalho negativo no ciclo motor. A duração da combustão tem relação inversa com a velocidade de propagação da chama. Assim, quanto maior a velocidade de propagação da chama, menor a duração da combustão. Além disto, a duração da combustão está relacionada com a relação volumétrica de compressão, com a razão de mistura e com o tipo de combustível, entre outros fatores. Neste sentido, quanto maior a velocidade de queima da mistura ar-combustível, menor o trabalho negativo no ciclo. Neste contexto, foram ensaiadas 3 relações de compressão e 3 razões de mistura, para 6 combustíveis de composição conhecida: gasolina comum tipo C, álcool etílico hidratado combustível (AEHC) e AEHC adicionado à gasolina comum tipo C nas proporções de 20%, 40%, 60% e 80%. A variação da pressão no interior da câmara de combustão, para todos os combustíveis, e a posição da centelha de ignição foram determinadas com a utilização da base angular e com variação da relação volumétrica de compressão e da razão de mistura. O diagrama , para fins de cálculo de área, foi traçado por pós-processamento. Os resultados obtidos indicam que a duração da combustão aumenta com o aumento da razão de mistura e diminui com o aumento da relação volumétrica de compressão, para todos os combustíveis ensaiados. Verificou-se que a amplitude da pressão, no interior da câmara de combustão, se comporta inversamente à duração da combustão. Mostrou-se que o aumento da razão de mistura implica na redução do trabalho líquido entregue ao êmbolo ao longo de todo o ciclo do motor. Opostamente ocorre com o aumento da relação volumétrica de compressão, que implica no aumento do trabalho líquido por ciclo. Concluiu-se que o máximo valor para o trabalho líquido ao longo de todo o ciclo foi obtido para a maior relação volumétrica de compressão (8:1) e a menor razão de mistura (λ = 0,9). O combustível que representou este resultado foi o álcool etílico hidratado combustível adicionado à gasolina comum tipo C em 80% (AEHC80). O mínimo valor para o trabalho líquido, ao longo de todo o ciclo foi obtido, para a menor relação volumétrica de compressão (6:1) e a maior razão de mistura dos ensaios (λ = 1,1). O combustível que representou este resultado foi o álcool etílico hidratado combustível (AEHC). / The duration of the combustion is directly implicative on determining the negative work of the motor cycle. The duration of the combustion has an inverse relation with the flame propagation speed. Thus, the higher propagation of the flame, the shorter duration of the combustion. Besides that, the duration of the combustion is related to the relation of compression, to the air/fuel relation and to the type of fuel, among other factors. In this way, the higher burning speed of the air/fuel mixture, the smallest negative work in the cycle. In such a context, there were tried three compression relations and three mixture ratios for six fuels of know compositions: ordinary gasoline C type, combustible hydrated ethyl alcohol and combustible hydrated ethyl alcohol added to ordinary gasoline C type in the proportions of 20%, 40%, 60% and 80%. The pressure variation inside the combustion chamber, for all fuels, and the position of the ignition spark were determined using the angular base and with variation of the compression relation and the mixture ratio. The diagram, for area calculation, was traced by post processing. The obtained results indicate that the combustion duration increases with the rising of the mixture ratio and decreases with the rising of the compression relation, for all the tried combustibles. It was found that the pressure amplitude inside the combustion chamber behaves inversely to the combustion duration behavior. It was shown that the rising of the mixture ratio implies on the reduction of the net work delivered by the piston all through the cycle of the motor. The opposite occurs with the rising of the compression relation, that implies on the increase of the net work by cycle. It was concluded that the maximum value for the net work all through the cycle was obtained for the higher compression relation (8:1) and the least mixture ratio of the tests (λ = 0,9). The combustible that achieved such a result was the combustible hydrated ethyl alcohol added to ordinary gasoline C type in 80%. The least value for the net work all through the cycle was obtained by the least compression relation (6:1) and the highest mixture ratio of the tests (λ = 1,1). The fuel that achieved that result was the combustible hydrated ethyl alcohol.

This thesis constitutes fundamental experimental and computational investigations on gasification and combustion in a packed bed of biomass. Packed bed gasification-combustion in counter-current mode is used in two applications -(1) Gasifier stove in reverse downdraft mode (or equivalently, top-lit updraft mode) that constitutes the idea behind efficient and clean burning domestic stoves. (2) Combustion-on moving grate for boiler application, studied widely in Europe. While a large part of the present study is around domestic stoves, a crucial part of the study aims to address the second application as an extension of the approach taken in the first part to clarify conflicting conclusions of earlier studies and explain the aero-thermochemical behavior over the entire range of superficial velocities, V s (this is velocity of air through the empty cross section of the reactor). Operational differences between the two applications lie in the range of superficial velocity -3.5 to 6 cm/s for domestic stoves and 15 to 30 cm/s for grate combustion. Lower values of Vs are chosen for domestic stoves to limit the particulate emissions; higher values of V s for combustion-on-grate to maximize the conversion rate. Present work deals with a fan based gasifier stove, Oorja, built by BP, India (currently transferred to FEPL, Pune) and disseminated to over 400,000 households between 2005 and 2009. The technology was developed at CGPL, IISc and transferred to BP for commercialization. Work reported in this thesis was started to resolve issues of higher CO emissions in char mode operation and occasional smoking during transition from flaming to char mode. The contribution of the thesis is split into two parts. (a) Use of the principles of gasification to improve the performance of the stoves to the highest possible level, balancing between efficiency and ash fusion issues for domestic and industrial applications and (b) fundamental studies to unravel the flame structure in the two-phase gasification-combustion process over the entire range of Vs. Improving the stove performance It has been known that in most free-convection based stoves, like three stone fire and others developed over the last two decades, the amount of energy extracted from the stove by a cooking pot, usually measured as water boiling efficiency, is between 15 to 35 % with CO emissions of more than 1.5 g/MJ. Oorja stove had demonstrated water boiling efficiency of 50 % and CO emissions of 0.75 g/MJ. Operational issues noticed in the field provided an opportunity to further improve the performance by conducting detailed thermo-chemical studies. Towards this, the components of water boiling efficiency in different phases and from different modes of heat transfer were determined. Optimizing the ratio of air flow rate between combustion air from top and gasification air through the grate (denoted by R) was the key to improving the performance. The maximum water boiling efficiency obtained was 62% with 0.53 g/MJ CO for a 320 mm diameter vessel; under these conditions, the first phase, termed flaming mode, involving pyrolysis-gasification-gas phase combustion contributed 45% to the total efficiency and 0.4 g/MJ CO at R = 4.8 and the second phase, termed char mode, involving char surface oxidation-gasification-gas phase combustion contributed 17% and 0.13 g/MJ CO at R = 1.9. Under optimal air flow conditions, efficiency depends on the size of the vessel used; reactive flow calculations were performed with fast chemistry (using mixture fraction approach) in a zone that includes the free space of the combustion chamber and the vessel to obtain the heat transfer efficiency and bring out the effect of vessel size. Experiments aimed at evaluating the performance of the stove on either side of stoichiometry, revealed that while the stove could be operated on the rich side, it was not possible to operate it on the lean side -it was always tending towards the stoichiometric point with enhanced power. Computational studies showed that increased air flow from the top caused enhanced recirculation around the fuel bed bringing more oxygen that reacted closer to the surface and transferred additional heat enhancing the pyrolysis rate, explaining the observed shift towards stoichiometry. An examination of literature showed that the energy balance for stoves had long remained unexplained (unaccounted losses in stoves were up to 40 %). Using the different components of efficiency obtained from experiments and computations, a heat balance was established to within 5%. This vast improvement in the heat balance is due to the fact that the unaccounted loss in the earlier estimates was essentially due to poor combustion, but was not so recognized. The very significant increase in combustion efficiency in this class of stoves allowed the possibility of estimating other components reasonably accurately. This is a direct consequence of the two stage gasification-combustion process yielding steady flow of gases which contain 80% (gasification efficiency) of the input energy enabling near-stoichiometric combustion with the help of controlled supply of combustion air. Fundamental studies Experiments with wood chips (615 kg/m3) and pellets (1260 kg/m3) showed that particle density has no effect on single particle and packed bed combustion in flaming mode beyond the role played through the surface energy balance (involving the product of fuel density and propagation rate, ˙r). Same is true for single char particles. A transport controlled combustion model taking into account the ash build up over the char surface confirmed this behaviour and showed that the phenomenon follows d2 law, where d is the equivalent diameter of the fuel particle, consistent with the experimental results. But packed bed of char particles showed distinct dependence on particle density. Differences were traced to poor thermal environment faced by low density wood char pieces compared to pellet char leading to variations in the volumetric heat release rate. A composite picture of the operational behaviour of the packed bed flame propagation was obtained from the measurements of exit gas composition, bed temperature, temperature of gas phase and condensed phase surface using 100 µm thermocouples, O 2 drop across the flame front using lambda sensor as a function of Vs. The packed bed studies were conducted in insulated steel and glass reactors. These studies clearly showed distinctive regimes in the bed behavior. In the first regime from Vs = 3 to 17 cm/s, (a) the propagation rate increases with Vs, (b) the fractions of CO, H2 are at least 10%, CH4 drops from 3 to 1%, (c) the oxygen fraction is near zero, (d) the gas phase temperature in the bed is constant at about 1600 K, (e) the condensed phase surface temperature increase from 850 K to 1600 K and (f) oxygen fraction drops from 0.21 to 0.0 within a single particle depth and coincides with the gas phase ignition. The inferences drawn from these data are that (i) the process is diffuusion controlled (ii) the bed operates in fuel rich mode, (iii) char participates only in reduction reactions. In the second domain from V s = 17 cm/s up to about 50 cm/s, (a) the propagation rate is nearly constant (b) the mass fractions of CO and H2 drops to less than 5%, CH4 decreases further, (c) oxygen fraction remains near zero, (d) CO 2 increases, (e) gas phase and surface temperatures are nearly equal and increase from 1600 K to 2200 K and match with the equilibrium temperature at that equivalence ratio, (f) oxygen fraction drops from 0.21 to 0 in one particle depth like in the first regime indicating diffuusion limitedness in this regime as well, (g) unlike in the first regime, volatiles from biomass are convected up to the next layer suppressing a local flame and char oxidation dominates. Beyond Vs = 50 cm/s, the propagation ceased to occur. The precise value of the extinction V s depended on the rate of increase of Vs in this range. A faster change initiated the extinction earlier. Observations showed that extinction began at some location around the periphery and spread laterally. Extinction at one layer was adequate to complete the extinction process. To explain the observed behaviour a simple zero-dimensional model tracking the heating of a fresh biomass particle upstream of the propagating flame front because of radiative heat transfer was set up. This equation was coupled with the equation for single particle flaming combustion to explain the behavior in the first regime. In order to explain the observed flattening of propagation rate in the second regime, it was found essential to account for the effect of the ash layer building on the oxidizing char particle and the temperature dependence of ash emissivity, on the radiative heat transfer to fresh biomass. The results of the model coupled with the experimental data from all sources on a corrected propagation rate vs. V s showed a universal behaviour that is considered a very important recognition of the packed bed propagation behaviour. Combining theory and experiments was essential to explain the extinction. The features are: (a) the presence of ash layer over the surface is shown to be responsible for maintaining a steady char conversion in a single particle at low stream speeds, (b) the feature that the ash layer would be blown away at stream velocities of 2.5 to 3 m/s in a single particle combustion, (c) with V s close to 50 cm/s, local velocities of air flow through the bed can reach 2 to 3 m/s, this value being sensitive to the bed arrangement (with slight shifting or settling of one particle leading to increase of the local velocity at the periphery). Thus, the high local speeds of flow through the bed (more than 2 m/s) was considered responsible for removal of ash layer such that radiation losses would be dominant and cause local extinction of the reaction front at the char surface. Thus, this study has led to a comprehensive understanding of the gasification-combustion behavior of packed bed in stoves and on grates. It has also led to the evolution of parameters for obtaining high efficiency and low emissions (HELE) from stoves -both domestic and industrial. Most interestingly, it has resulted in recognition of an universal behavior of flame propagation rate through packed bed of biomass.

When studying pressure-gain combustion and wave rotor combustors, it is vital that any experimental model accurately reflect the real world conditions/applications being studied; this not only confirms previous computational and analytical work, but also provides new insights into how these concepts and devices work in real life. However, mixture stratification can have a noticeable effect on multiple combustion properties, including flame propagation, pressure, ignition time delay, and more, and this is especially true in constant-volume combustion chambers. Because it is beneficial to model wave rotor systems using constant-volume combustors such as what is employed in the IUPUI Combustion and Propulsion Research Laboratory, these stratification effects much be taken into account and reduced if possible. This study sought to find an effective method to reduce stratification in a rectangular constant-volume combustion chamber by means of manual recirculation pump. Spark-ignited flames were first produced in the chamber itself and studied using schlieren and color videography techniques as well as quantitative pressure histories. After determining the pump's effectiveness in reducing stratification, it was next employed when a hot jet of combustion products from a separate combustion chamber was used as an ignition source instead of the spark plug - a process typically employed in real wave rotor combustors. Lastly, the pump was used to study the leakage from the system for future test cases in order to offer further recommendations on how to effectively use the recirculation system. This process found that key properties significant to wave rotor development, such as time ignition delay, were affected by these stratification effects in past studies that did not account for this detail. As such, the pump has been permanently incorporated into the wave rotor model, as stratification is a vital. Additionally, significant fuel leakage is possible during rotational pre-chamber cases, and this should be address before proceeding with such experiments in the future. To combat this, the pump system has been reduced in volume, and suggestions have been provided on how to better seal the main rectangular chamber in the future.

[EN] In the current work, the characterization of the combustion process inside a stratified pre-chamber spark ignition (PCSI) system is performed. An extensive bibliographical review about the pre-chamber systems developed from the second half of the 20th century until modern times is presented. The review shows that the latest generation systems have the potential to accomplish the emissions limits while providing high performance and low fuel consumption. Nevertheless, many efforts of the scientific community are still needed to allow the large-scale application of the technology. Indeed, based on the outstanding challenges observed, the investigation plan is developed including both experimental and numerical parts. All experiments were performed by means of the rapid compressionexpansion machine (RCEM) in the CMT-Motores Térmicos laboratory. The original cylinder head layout was modified to allow the housing of the prechamber itself, fuel injectors, spark plug, pressure transducers in both chamber, and a thermocouple. The test methodology involved the acquisition of the pressure evolution in both main chamber and pre-chamber, the piston position (used to compute the instantaneous cylinder volume), the duration of the auxiliary injection, and the spark ignition point. These are used as input for the zero-dimensional thermodynamic model which simulates the fundamental parameters aims to characterize the PCSI system working cycle. Therefore, a deeper knowledge of the mass interchanged process, induced turbulence field, heat release rate, combustion speed, and flame regime is generated. Subsequently, to calibrate the zero-dimensional model coefficients under motoring conditions, several 3D CFD simulations were carried out by means of Converge software. Hence, the results of the simulations in terms of interchanged mass and pre-chamber turbulent kinetic energy have been used to calibrate the nozzle discharge coefficient and the turbulence sub-model coefficients for all the pre-chamber geometries. Furthermore, the 3D CFD simulations outputs are analysed to fully understand the flow field structure and the local effect induced by the different nozzles at the spark activation time. The turbulent kinetic energy in terms of intensity and orientation is investigated over several relevant pre-chamber sections. The results reveal a clear relationship between the turbulence developed within the pre-chamber and the orifices structure. Straight orifices or perpendicular jets impact, promote more intense local turbulence due to direct collision while tilted orifices guarantee more homogeneity due to the swirling motion. Additionally, increase the orifice numbers shows benefits on the fluid dynamic homogeneity. Thus, preceding the experimental campaign several fundamental aspects of the system are evaluated. The cycle-to-cycle dispersion is explored by means of the statistical assessment showing low pressure peak deviation. The auxiliary injection pressure and timing are optimized for avoiding wall wetting phenomena while ensuring proper air/fuel mixing. Finally, the spark activation point is chosen as a function of the theoretically maximum turbulent flame speed. Thereby, the experimental campaign is carried out according to tests matrix, in order to evaluate the effect of the equivalence ratio of both chambers, and how the orifices diameter, number, and distribution affect the combustion process. Moreover, chemiluminescence visualization tests, performed by means of the available optical access of the RCEM, are combined with zerodimensional and 3D CFD results to shed light on the work cycle. Conclusions suggest a slightly rich mixture inside the pre-chamber combined with the highest number of tilted orifices as the better configuration for improving combustion efficiency under lean and ultra-lean main chamber mixture conditions. Nevertheless, axial orifices should be considered for further investigations. Finally, the author proposes a series of developments considered interesting in both the experimental and numerical fields. / [ES] En el presente trabajo se realiza la caracterización del proceso de combustión dentro de un sistema de encendido por pre-cámara bajo carga estratificada. Por lo tanto, se presenta una extensa revisión bibliográfica sobre los sistemas de pre-cámara desarrollados desde la segunda mitad del siglo XX hasta los tiempos modernos. El resumen muestra que los sistemas de última generación tienen el potencial de cumplir con los límites de las emisiones, al tiempo que proporcionan un alto rendimiento y un bajo consumo de combustible. No obstante, todavía se necesitan muchos esfuerzos de la comunidad científica para permitir la difusión a gran escala de la tecnología. De hecho, sobre la base de los desafíos abiertos observados, se desarrolla el plan de investigación incluyendo tanto una parte experimental como numérica. Todos los experimentos se realizan mediante la máquina de compresión-expansión rápida (RCEM) de que dispone el laboratorio CMT-Motores Térmicos . La disposición original de la culata se modificó para permitir el alojamiento de la propia pre-cámara, los inyectores , la bujía, los sensores de presión y un termopar. La metodología de ensayo implica la adquisición de la evolución de la presión tanto en cámara principal como en pre-cámara, el volumen del cilindro, la duración de la inyección auxiliar y el punto de ignición de la bujía. Estos se utilizan como parámetros de entrada para el modelo termodinámico cero-dimensional que devuelve los parámetros fundamentales que caracterizan ciclo de trabajo del sistema PCSI. Por lo tanto, se genera un conocimiento más profundo del proceso de intercambio de masas, del campo de turbulencias inducidas, de la tasa de liberación de calor, de la velocidad de combustión y del régimen de la llama. Posteriormente, para calibrar los coeficientes del modelo cero-dimensional bajo condiciones de arrastre, se llevaron a cabo varias simulaciones CFD en 3D mediante el software Converge. Por lo tanto, los resultados de las simulaciones en términos de masa intercambiada y energía cinética turbulenta de la precámara se han utilizado para calibrar el coeficiente de descarga de la tobera y los coeficientes del sub-modelo de turbulencia para todas las geometrías de la pre-cámara. Además, se analizan los resultados de las simulaciones CFD para comprender plenamente la estructura del campo de flujo y el efecto local inducido por las diferentes geometriás en el tiempo de activación de la chispa. La energía cinética turbulenta en términos de intensidad y orientación se investiga en varias secciones relevantes de la pre-cámara. Los resultados revelan una clara relación entre la turbulencia desarrollada dentro de la pre-cámara y la estructura de los orificios. Los orificios rectos o los chorros perpendiculares, promueven una turbulencia local más intensa debido a la colisión directa mientras que los orificios inclinados del campo fluido y del dosado. Precedentemente al desarrollo de la campaña experimental se evalúan varios aspectos fundamentales del sistema. La dispersión ciclo a ciclo se explora por medio de la evaluación estadística que muestra una baja desviación de los picos de presión. La presión y el punto de inyección auxiliar se optimizan para evitar los fenómenos de mojado de las paredes, asegurando al mismo tiempo una mezcla adecuada de aire/combustible. Finalmente, el punto de activación de la chispa se elige en función de la velocidad máxima teórica de la llama turbulenta. De este modo, la campaña experimental se lleva a cabo de acuerdo con la matriz de pruebas, con el fin de evaluar el efecto del dosado equivalente de ambas cámaras, y cómo el diámetro, el número y la distribución de los orificios afectan al proceso de combustión. Además, las pruebas de visualización de quimioluminiscencia, realizadas mediante el acceso óptico disponible de la RCEM, se combinan con resultados de CFD y resultados del modelo cerodimen para arrojar luz sobre el ciclo de trabajo. Las conclusiones sugieren que una mezcla ligeramente rica dentro de la pre-cámaracombinadaconelmayornúmerodeorificiosdesfasadoseslamejor configuración para garantizar un elevada eficiencia de la combustión en condiciones de mezcla pobre y ultra-pobre de la cámara principal. No obstante, los orificios axiales deben ser considerados para investigaciones futuras. Por último, el autor propone una serie de desarrollos considerados interesantes tanto en el campo experimental como en el numérico. / [CA] En el present treball es realitza la caracterització del procés de combustió dins d'un sistema d'encesa de pre-cambra soto càrrega estratifi-cada. Per tant, es presenta una extensa revisió bibliogràfica sobre els sistemes de precambra desenvolupats des de la segona meitat del segle XX fins als temps moderns. El resum mostra que els sistemes d'última generació tenen el potencial de complir amb els límits de les emissions, al mateix temps que proporcionen un alt rendiment i un baix consum de combustible. No obstant això, encara es necessiten molts esforços de la comunitat científica per a permetre la difusió a gran escala de la tecnologia. De fet, sobre la base dels desafiaments oberts observats, es desenvolupa el pla d'investigació incloent tant una part experimental com numèrica. Tots els experiments es realitzen mitjançant la màquina de compressió-expansió ràpida (RCEM) de què disposa el laboratori CMT-Motors Tèrmics. La disposició original de la culata es va modificar per a permetre l'allotjament de la pròpia pre-cambra, els injectors , la bugia, els sensors de pressió i un termoparell. La metodologia d'assaig implica l'adquisició de l'evolució de la pressió tant en cambra principal com en pre-cambra, el volum del cilindre, la duració de la injecció auxiliar i el punt d'ignició de l'espurna. Aquests s'utilitzen com a paràmetres d'entrada per al model termodinàic zero-dimensional que retorna els paràmetres fonamen-tals que caracteritzen cicle de treball del sistema PCSI. Per tant, es genera un coneixement més profund del procés d'intercanvi de masses, del camp de turbulències induïdes, de la taxa d'alliberament de calor, de la velocitat de combustió i del règim de la flama. Posteriorment, per a calibrar els coefi-cients del model zerodimensional sota condicions d'arrossegament, es van dur a terme diverses simulacions CFD en 3D mitjançant el programari Converge. Per tant, els resultats de les simulacions en termes de massa intercanviada i energia cinètica turbulenta de la pre-cambra s'han utilitzat per a calibrar el coeficient de descàrrega de la tovera i els coeficients del sub-model de turbulència per a totes les geometries de la pre-cambra. A més, s'analitzen els resultats de les simulacions CFD per a comprendre plenament l'estructura del camp de flux i l'efecte local induït per les diferents geometries en el temps d'activació de l'espurna. L'energia cinètica turbulenta en termes d'intensitat i orientació s'investiga en diverses seccions rellevants de la pre-cambra. Els resultats revelen una clara relació entre la turbulència desenvolupada dins de la pre-cambra i l'estructura dels orificis. Els orificis rectes o els dolls perpendiculars, promouen una turbulència local més intensa a causa de la col·lisió directa mentre que els orificis inclinats garanteixen una major homogeneïtat a causa de la generació d'un macro-remolì. A més, l'augment del nombre d'orificis mostra beneficis en l'homogeneïtat fluid-dinàmica. Llavors, abans de la campanya experimental s'avaluen diversos aspectes fonamentals del sistema. La dispersió cicle a cicle s'explora per mitjà de l'avaluació estadística que mostra una baixa desviació dels pics de pressió. La pressió i el punt d'injecció auxiliar s'optimitzen per a evitar els fenòmens de mullat de les parets, assegurant al mateix temps una mescla adequada d'aire/combustible. Finalment, el punt d'activació de l'espurna es tria en funció de la velocitat màxima teòrica de la flama turbulenta. D'aquesta manera, la campanya experimental es duu a terme d'acord amb la matriu de proves, amb la finalitat d'avaluar l'efecte del dosatge equivalent de totes dues cambres, i com el diàmetre, el numero i la distribució dels orificis afecten el procés de combustió. A més, les proves de visualització de quimioluminescència, realitzades mitjançant l’accés òptic disponible de la RCEM, es combinen amb resultats de CFD i resultats del model zero-dimensional per a llançar llum sobre el cicle de treball. Les conclusions suggereixen que una mescla lleugerament rica dins de la pre-cambra combinada amb el major nombre d’orificis desfasats és la millor configuració per a garantir un elevada eficiència de la combustió en condicions de mescla pobra i ultra-pobre de la cambra principal. No obstant això, els orificis axials han de ser considerats per a investigacions futures. Finalment, l’autor proposa una sèrie de desenvolupaments considerats interessants tant en el camp experimental com en el numèric. / Pagano, V. (2020). Analysis of a stratified pre-chamber spark ignition system under lean mixture conditions [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/152486 / TESIS

La compréhension des mécanismes pilotes de la stabilisation des flammes-jet non-prémélangées constitue un point clé dans la caractérisation des modes opératoires des brûleurs industriels fonctionnant en régime de combustion diluée. Ce travail porte son attention sur l'étude expérimentale de l'influence de la dilution du combustible ou de l'air, sur le processus de décrochage et l'émission des polluants d'une flamme-jet non-prémélangée accrochée au brûleur. L'investigation est menée via un grand nombre d'expériences par combinaison des conditions suivantes : i) dioxyde de carbone (CO2), azote (N2), argon (Ar) et vapeur d'eau (H2Ov), sont utilisés comme diluants ; ii) deux configurations de dilution : dilution de l'air ou dilution du combustible ; iii) un couple de vitesses d'air et de combustible couvrant le domaine d'hystérésis de la flamme dans sa totalité, du régime de jet laminaire à celui de jet turbulent. Ceci permet de discriminer l'influence des effets intrinsèques à la nature du diluant de celle de l'aérodynamique des réactants (combustible et oxydant), dans la stabilité de la flamme accrochée. En particulier, les différences comportementales de la réponse de la flamme à la dilution de l'air ou à celle du combustible, sont analysées. Ces deux configurations de dilution diffèrent par deux effets de mélange, indépendants de la réaction, qui jouent un rôle important dans le cas de la dilution du combustible, mais sont négligeables dans le cas de celle de l'air : i) un effet dû à la modification de la fraction de mélange stœchiométrique. ii) un impact mécanique induit par l'apport de matière (diluants) responsable d'une augmentation de la vitesse des réactants. L'étude se divise en trois principales étapes. D'abord la réponse globale de la flamme à la dilution est étudiée via ses limites de décrochage quantifiées par les fractions molaires critiques des diluants dans l'oxydant ou dans le combustible, mesurées au décrochage. Le nombre de Peclet du combustible, Pef, est identifié comme le nombre adimensionnel qui ordonne ces limites de décrochage de manière homothétique pour tous les diluants. Grâce au comportement homothétique deux coefficients d'affinité, Kd,ox pour le cas de la dilution de l'air et Kd,f pour celle du combustible, sont introduits. Ils sont définis comme le rapport entre la limite de décrochage obtenue avec un diluant et celle obtenue avec le CO2 , à Pef = cste. Ceux-ci permettent l'établissement de deux polynômes génériques décrivant les limites de décrochage pour tous les diluants testés et dans toute la gamme des conditions aérodynamiques étudiées. En effet, Kd,ox et Kd,f englobent l'ensemble des effets physico-chimiques d'un diluant (dilution pure, thermique, propriétés de transport, chimie) et ceux des impacts mécaniques, affectant la stabilité de la flamme. Ils permettent de trouver les lois d'auto-similitude au décrochage pour un diluant chimiquement faible quelconque, à partir des résultats obtenus dans ce travail. Ensuite, une étude locale et détaillée du processus de décrochage induit par la dilution est réalisée. Celui-ci se base sur l'approche du bout propagatif décrivant la stabilité de la flamme accrochée comme résultant d'un équilibre à sa base entre la vitesse de l'écoulement et la vitesse de propagation. Afin de démontrer le lien entre cette approche et la stabilité de la flamme, une analyse approfondie des caractéristiques de sa base (localisation, intensité du radical CH* et champ de vitesses) est réalisée. Les résultats confirment la pertinence de l'approche du bout propagatif, comme mécanisme descriptif de la stabilisation de la flamme accrochée en présence de dilution. Enfin, une étude caractérisant aussi bien l'influence de la nature des diluants que celle de la configuration de dilution choisie (air ou combustible), sur l'émission des polluants (suies, NOx et CO), est présentée. / Understanding the main mechanisms piloting non-premixed jet flame stability is an important point in characterizing the operation modes of industrials burners in which dilution is involved. This work puts special emphasis on the experimental study of the influence of air-side and methane-side dilution in the lifting process of attached non-premixed jet flames. The study is based on numerous experiments combining the following conditions : i) carbon dioxide (CO2), nitrogen (N2), argon (Ar) or water vapor (H20v,) used as diluents d ; ii) two diluted configurations : air-side or methane-side dilution ; iii) two air and fuel velocities covering the entire flame hysteresis domain, from the laminar to the turbulent regime. This allows the influence of the intrinsic diluent nature effects to be discriminated from those of the aerodynamics of the reactants (fuel and oxidant), in attached flame stability. In particular, the behavioral differences of the flame response to air-side or to fuel-side dilution are analyzed. These two configurations differ by two mixing effects which are independent of the combustion reaction, and which are significant when the fuel is diluted, but negligible when air is diluted : i) an effect due to the changes in the stoichiometric mixture fraction ; ii) a mechanical impact induced by the addition of matter (diluents) producing an increase in the bulk velocity of the reactants. The study is composed of three parts. First, the global flame response to dilution is analyzed on the basis of the lifting limits defined as the critical molar fractions of the diluents in the fuel or in the oxidant measured at liftoff. The fuel Peclet number, Pef, appears as the dimensionless number which puts these limits in a homothetic order. This homothetic behavior allows the introduction of two affinity parameters, Kd,ox for air-side dilution and Kd,f for fuel-side dilution. They are defined by the ratio of the flame lifting limits calculated with a diluent d and with CO2, at Pef=const. Kd,ox and Kd, allow two generic polynomial laws to be established describing the flame lifting limits for all the diluents and in the whole range of aerodynamic conditions of this study. Indeed, Kd,ox and Kd,f encompass all the diluent effects affecting flame stability (pure dilution, thermal, transport, chemical), to which mechanical impacts are added. These coefficients make it possible to obtain the self-similarity laws of the lifting limits for any chemically-weak diluent, by using the results obtained in this work. Then, a local and detailed study of the flame lifting process induced by dilution is presented. This is based on the flame-leading-edge approach describing flame stability as a result of the balance between the incoming gas velocity of the reactants and the flame propagation velocity at the flame base. In order to show the link between this approach and flame stability, an extensive analysis of the flame-base characteristics (location, CH* emission intensity and velocity field) is carried out. The results attest to the pertinence of the propagative flame-leading-edge, as the mechanism describing the attached flame stability under dilution. Finally, a study concerning the influence of both the diluent nature and the diluted configuration (air or fuel) on pollutant emissions (soot, NOx and CO) is presented.