Aujourd’hui, les constructeurs automobiles continuent de chercher les technologies renouvelables face à la pénurie d’énergie et les problèmes d’émission de polluants. Un moyen important pour optimiser l’économie de carburant et réduire les émissions polluantes des moteurs à allumage commandés est le concept ‘downsizing’. Cependant, ce concept est limité par le phénomène de cliquetis dû aux conditions de haute température et haut pression. Dans cette étude, le contrôle de la concentration d’oxygène dans l’air est proposé. Car d’une part, la combustion enrichie en oxygène permet d’améliorer la densité de puissance de moteur avec le même niveau de pression d’admission. Cela permet soit de ‘booster’ la combustion pour augmenter la puissance du moteur ou de l’activer lorsque le moteur fonctionne à faible charge ou dans des conditions de démarrage à froid. D’autre part, une faible concentration en oxygène dans l’air (ou dilution de N2) par un système membranaire peut être considérée comme une alternative à la recirculation des gaz d’échappement. Les expériences ont été effectuées dans un moteur monocylindre ‘downsizing’ avec différents taux d’oxygène et richesse. L’étude de l’impact du contrôle de la concentration d’oxygène sur les caractéristiques de combustion et d’émissions a été effectuée pour plusieurs charges en fonctionnement optimum pour limiter la consommation spécifique de carburant. L’effet de la concentration en oxygène sur les caractéristiques de combustion du moteur a été simulé en utilisant le logiciel commercial AMESim avec le modèle de combustion développé par IFP-EN. En mettant en oeuvre des corrélations de la vitesse de combustion laminaire, déterminées au préalable durant ce travail, et délai d’auto-inflammation, les pressions dans les cylindres sont parfaitement calibrés avec une erreur maximale inférieure à 2% et l’intensité du cliquetis a pu être prédite. / Nowadays, car manufacturers continue to lead researches on new technologies facing to the energy shortage and pollutant emission problems. A major way to optimise fuel economy and reduce pollutant emissions for Spark-Ignition (SI) engines is the downsizing concept. However, this concept is unfortunately limited by ‘knock’ phenomena (abnormal combustion) due to high temperature and high pressure in-cylinder conditions. In the present study, control the oxygen concentration in air is proposed. Indeed, on the one hand, oxygen-enriched combustion can improve engine power density with the same intake pressure level. Thus, oxygen-enriched combustion can be used either as a booster to increase engine output or as a combustion enhancer when the engine operates at low loads or in cold start conditions. On the other hand, low oxygen concentration in air (or N2 dilution) can be considered as an alternative to exhaust gas recirculation (EGR). The experiments were carried out in a downsized single-cylinder SI engine with different rates of oxygen and equivalence ratios. The study of the impact of controlling oxygen concentration on the combustion characteristics and emissions was performed at several loads by optimizing the spark advance and the intake pressure to maintain the load and obtain a minimum value of indicated Specific Fuel Consumption (SFC). The effect of oxygen concentration on the engine combustion characteristics was simulated by using the commercial software AMESim, with the combustion model developed by IFP-EN. By implementing correlations for the laminar burning velocity, determined previously during this study, and auto-ignition delay data base, the in-cylinder pressures were perfectly calibrated with a maximum pressure relative error less than 2%, and the knock intensity was predicted.

In order to meet future emission norms for small carbureted SI engines, such as those used on motorcycles in India, there is a need to study mixture preparation, specifically the two-phase flow exiting the carburetor and entering the inlet manifold. A fully functional, modular experimental rig is designed and erected for performing both qualitative and quantitative flow visualization. The vibrations of the engine are minimized to reduce their effect on the flow. A special, optically accessible tube of square cross-section is added between the carburetor and the inlet manifold, to enable the visualization of flow at the exit of the carburetor. An electronic circuit to obtain a signal for the engine crank angle and convert it to a standard TTL pulse, for use on standard imaging systems to capture cycle resolved-images is also designed. The flow in the optical section is qualitatively visualized using high and low speed cameras. The resulting images and movies show two modes of fuel transport within the inlet manifold, one of which is in the form of a dense cloud of fine fuel droplets during some part of the intake stroke. The second mode is in the form of a film at all times in the cycle, along the lower surface of the inlet manifold during idling and along vertical walls under loaded conditions. Recirculation is seen on the vertical walls of the manifold during idling and under load. Finally, the thickness of the fuel film in the optical section at the exit of the carburetor is measured, using PLIF. This part of the study also reveals that there is a film on upper surface of the optical section, at all loads and speeds. This film is lesser than the resolution of measurement for low loads, and increases to 0.5 mm in the case of highest load and speed attained at full throttle. In contrast to the loaded conditions, during idling, the film occurs on the lower surface of the manifold and its thickness is highest (1 mm.). The film is also present throughout the cycle during idling and all load-speed conditions, suggesting that the mixture that goes into the engine has a significant part of fuel in liquid form.

This study has been performed at Powertrain Engineering Sweden AB (PES), a fully owned subsidiary of Volvo Cars Group, which is constantly working to develop and improve internal combustion engines. As part of this work, durability tests are performed to analyse the impact of wear on the engines. At present, there is a strong focus on visual inspections after the engines have undergone durability tests. PES wants to develop a method where collected data from these tests can be used to explain how the phenomenon of knocking and the control of lambda changes over time. The study analyses one specific durability test and investigates the methodology of data analysis by using the open-source software platform Sympathy for Data, with an add-on developed by Volvo Cars Group, for data management, visualisation and analysis. To execute the analysis, engine parameters that affect these systems as well as parameters suitable to use as response variables are identified through literature studies of internal combustion engine fundamentalsas well as internal material, and knowledge acquired at the company. The result is presented in the form of an analysis generated by the node for partial least squares regression (PLSR) which is pre-programmed in Sympathy for Data as well as the images and graphs obtained as output. For knock, the signal for the final ignition angle was found to be suitable to use as the response variable in the PLSR. A suitable response variable for lambda was more difficult to identify, this is why both signals for the measured lambda and lambda adaptation are analysed. Studies of the internal material and knowledge highlighted the fact that several engine subsystems are highly dependent on each other and that even deeper research would be necessary to fully understand the process and identify the primary cause for the variations observed in the generated models. However, partial least squares regression was performed using parameters derived from literature reviews as input (predictors) in order produce regression models to explain the variance in sought response. Well-fitting models could be created with a varying number of latent variables needed for the different responses. The output obtained from the PLSR enables further studies of the specific cases as well as the methodology itself, hence, increase the use of data analysis with the help of the software used in the department for durability testing at PES. / Denna studie är utförd hos Powertrain Engineering Sweden AB (PES), vilka är ett helägt dotterbolag till Volvo Cars Group, som arbetar med att ta fram och förbättra förbränningsmotorer. En del i detta arbete är att genomföra långtidstest för att analysera hur motorernas egenskaper ändras vid förslitning över tid. I nuläget ligger stort fokus på visuella inspektioner efter att motorerna genomgått långtidstester. PES önskar utveckla en metod där redan insamlad data som registrerats i dessa tester kan förklara hur fenomenet knack och regleringen för lambda förändras över tid. Studien är genomförd i form av en fallstudie av ett specifikt långtidstest där den öppna programvaran Sympathy for Data, tillsammans med det av Volvo Cars Group utvecklade tillägget, används för datahantering, visualisering och analys. Studien undersöker också metodiken för dataanalys med nämnd programvara. För att genomföra detta identifieras motorparametrar som påverkar de undersökta systemen samt parametrar som lämpar sig att användas som responsvariabler i en regressionsmodell. Dessa parametrar togs fram genom litteraturstudier om de fundamentala delarna i en förbränningsmotor samt från företaget förvärvad intern kunskap kring systemen. Resultatet presenteras i form av en analys genomförd med den, i Sympathy for Data, förprogrammerade noden för partial least squares regression(PLSR) samt de bilder och grafer som erhålls. För knack visade det sig att den slutliga tändningsvinkeln var lämplig att använda som respons i PLSR-modellen. En lämplig responsvariabel för lambda var mer svåridentifierad, detta förklarar varför signalerna för uppmätt lambda och lambda adaption analyseras. Inläsning av internt material och grundläggande information om förbränningsmotorer visade att delsystem i ottomotorn är beroende och påverkas av varandra vilket innebär att mer ingående studier i dessa delsystem är nödvändigt för att förstå hela processen och hitta grundorsakerna till variationerna som påvisas för responssignalerna. Vidare utfördes PLSR med de parametrar som härletts från litteraturstudier som indatasignaler (prediktorer) för att skapa en regressionsmodell som förklarar variansen i sökta responssignaler. Beroende av responssignal krävdes varierande antal latenta variabler för att uppnå en tillräckligt precis modell. Resultatet från PLSR möjliggör vidare forskning inom området och metoden som använts och har på så sätt möjliggjort för fortsatt utveckling. Detta i sin tur kan öka användandet av dataanalys med hjälp av den programvara som används vid avdelningen för långtidstest hos PES.

We are currently speeding towards significant changes in the climate of the earth which, if ignored, will lead to severely altered climatic conditions with serious consequences for several species and ecosystems. The polar regions especially are very sensitive to climate changes, and the changes these regions undergo affect the climate on a global scale. To slow the global warming, it is crucial that we understand earth’s climatic and environmental history, and how it responds to changes in the climate. Palaeoclimatic archives hold much information of past climate variations stored in proxies that can be analysed to understand past environments. This study focuses on loess as one such proxy to analyse grain sizes, carbon storage and organic matter in a sequence from Adventdalen, Svalbard. The study has been conducted using grain size analysis and loss on ignition (LOI) as main methods to reconstruct late Holocene climate changes in the region. The results have provided an overview of temperature oscillations, many of which coincide with main climatic events of the past, and have been used to estimate the depositional ages of the different layers of the sequence. / Dagens klimatförändringar går allt snabbare mot en framtid med svårt omkastade klimatförhållanden som medför allvarliga konsekvenser för flera arter och ekosystem. Polarområdena är särskilt känsliga för klimatförändringar, och de förändringar som sker här påverkar klimatet på global nivå. En avgörande faktor för att bromsa den globala uppvärmningen är att vi förstår jordens klimathistoria och hur jorden reagerar på förändringar i klimatet. Paleoklimatiska arkiv innehåller mycket information om klimatvariationer förr. Sådan information finns lagrad i material som kan analyseras för att vidare förstå miljöer från förr. Den här studien fokuserar på lössjord som ett sådant material för att analysera kornstorlekar och organiskt material i en lössekvens från Adventdalen i Svalbard. Studien har genomförts genom att använda en kornstorleksanalysator och loss on ignition (LOI) som huvudsakliga metoder för att rekonstruera klimatförändringar under yngre Holocen i området. Resultaten har givit en överblick av temperaturförändringar, av vilka flera sammanfaller med större förflutna klimathändelser, och har använts för att göra en uppskattning av åldrar på de olika lagren av sekvensen.

<p dir="ltr">Addressing the pressing need for reduced carbon emissions, Turbulent Jet Ignition (TJI) emerges as a promising technology for ultra-lean combustion, offering enhanced thermal efficiencies and minimized cyclic variability in spark-ignited engines. To facilitate rapid testing and integration of this technology, a robust computational modeling framework is crucial. This study delves into the predictive capabilities of computational models for main-chamber ignition and premixed flame propagation using a single-cycle TJI rig measured by Biswas et al. (Applied Thermal Engineering, volume 106, 2016). Employing an open-source compressible flow simulation solver with Large Eddy Simulation (LES) for turbulence modeling, the investigation integrates the conventional Laminar Finite Rate Chemistry (LFRC) model alongside the transported Probability Density Method (PDF) for turbulence-chemistry interaction. A fully-consistent Eulerian Monte-Carlo Fields (EMCF) method is utilized to approximate the transported PDF, while Interaction by Exchange with Mean is employed to close micro-mixing terms in stochastic differential equations. A reduced chemical reaction mechanism with 21 species and 84 reactions (DRM-19) is used for solving chemical kinetics, and a double Gaussian energy deposition model is used to approximate the spark ignition in the pre-chamber. An unstructured O-grid mesh with 0.3 million cells in the pre-chamber and 1 million cells in the main chamber is employed. Results are divided into two phases: pre-chamber initialization and full TJI simulations. Validation of the predicted pre-chamber flame propagation and the lean ignition in the main-chamber is carried out by using available experimental data. Under quiescent conditions, both the LFRC and transported PDF methods largely underestimate the flame speed and subsequent pressure growth in the pre-chamber. A linear momentum forcing technique is applied to investigate the impact of initial turbulence in the pre-chamber, demonstrating a notable influence on flame propagation. Fine-tuning of the forcing coefficient reproduces the sudden pressure growth observed in the experiment. The experimentally validated pre-chamber simulation serves as the initial condition for the full TJI simulations. It is found that the LFRC model fails to predict lean-ignition in the main-chamber, resulting in a misfiring event. Incorporation of turbulence-chemistry interaction using the transported PDF method substantially improves the prediction of the ignition event in the main-chamber, achieving fair qualitative agreement and quantitative validation of combustion parameters within 10% of the reported experimental data. The rich simulation results consisting of a full set of statistical description of the thermo-chemical states enable us to gain deep insights into the ignition mechanisms in the main chamber, which is limited when done experimentally. A novel dual ignition phenomenon is revealed in the TJI rig for the first time. Initially, a primary ignition kernel is formed at a downstream location which eventually detaches from the main jet. As the jet momentum decreases, a secondary ignition event follows, this time at a more upstream location which eventually combines with the primary ignition kernel to form a single connected flame front. Investigation of these ignition sequences in chemical composition space reveal distinct differences between the two. The primary ignition event in the main-chamber is followed by a large concentration of active radicals from the pre-chamber jet, accelerating the chain-branching steps, characterizing what has been referred to as flame ignition. In contrast, the secondary ignition occurs in the absence of active radicals in the pre-chamber jet, hence characterized as jet ignition. Further analysis of the effect of pre-chamber jet characteristics on lean ignition in the main-chamber is conducted by setting up cases with different initial pressure ratios (p_r^o) between the two chambers, a non-dimensional parameter, ranging from 1.2 to 3.2. As the initial pressure ratio increases, jet momentum increases, with dual ignition observed in cases above p_r^o= 2.2. Case with p_r^o= 3.2 lead to misfiring. The effect of ignition sequence on global combustion characteristics of TJI is analyzed. Dual ignition events lead to non-monotonicity in combustion characteristics such as global reaction progress variable, flame penetration, and global heat release rate. In dual ignition events, although the rate of fuel consumption and global heat release rate is initially lower, the secondary ignition leads to a sudden increase in flame surface area, resulting in a sudden jump and promoting the overall performance of the TJI system.</p>

[EN] Internal combustion engines are in a situation in which they must be cleaner and more efficient than they have ever been. This change is motivated by the global and continuous evolution of the emissions regulations linked to their commercialization, which try to establish the path to protect the human health, and move towards more sustainable energetic models. Framed in this context, the research work developed in this PhD thesis has focused on the way to continue improving the spark ignition engines. To this end, a prototype two-stroke engine has been used, with the idea of studying the Spark Ignited combustion in lean conditions ('lean SI') and the Controlled Auto-Ignition combustion 'CAI'). In this way, the traditional 'SI' operation in stoichiometric conditions of this type of engines is replaced, looking for an improvement in fuel efficiency, and a reduction, at the same time, of the pollutant emissions. This work has been approached mainly from an experimental point of view. Firstly, different works have been performed on the engine: operation of the different combustion modes, definition of the operating strategies, and compilation of experimental data coming from the engine operation in the different regions of the engine map. And, secondly, all this data has been analyzed and studied in detail to define the strengths and weaknesses of each combustion mode applied to the different engine operating conditions. The combination of these two works has led to obtain a large amount of data about the achievable efficiencies and the emissions values obtained in each combustion mode. And, in addition, the influence on the combustion of the burned gases recirculation in the engine ('EGR'), has also been studied as a strategy to reduce emissions, and control the combustion at high loads in both combustion modes. Regarding the analytical part of the work, several problems have been detected. Firstly, the high combustion variability in this engine, and secondly, the coupling of two completely different combustion modes. These issues have generated the need to analyze the data obtained in a more detailed way, in order to get more information about the combustion process. To solve these two aspects, first, a different point of view has been raised when dealing with the combustion diagnosis, the cycle to cycle analysis, and secondly, a combustion analysis methodology has been proposed in order to allow the combustion analysis from a more detailed point of view. In this way the combustion development is studied, and thus, the differentiation between the different combustion events that take place in the engine can be studied. All this work has been useful to define the strategies to operate the whole engine map by combining the 'lean SI' and 'CAI' combustion modes. This solution, compared to the current Euro VI engines, has presented higher efficiency values complying with the established emissions limits, showing in this way, the high potential of these combustion modes applied to 'SI' engines, as well as a real possibility of its implementation in future vehicles. / [ES] Los motores de combustión interna viven un momento en el que deben ser más limpios y eficientes de lo que han sido hasta la fecha. Este cambio viene dado por el endurecimiento global y continuado de las normativas anticontaminación vinculadas a su comercialización, que tratan de establecer el camino para proteger la salud de las personas que conviven con éstos, y avanzar hacia unos modelos más sostenibles de uso de las energías disponibles. Enmarcado en este contexto, el trabajo de investigación desarrollado en esta tesis se ha centrado en continuar avanzando en el camino para la mejora de los motores de encendido provocado. Para este fin se ha empleado un motor prototipo de dos tiempos con la idea de estudiar la combustión por encendido provocado en mezclas pobres 'lean SI') y la combustión mediante el autoencendido controlado de la mezcla ('CAI'). De esta forma la operación tradicional en condiciones estequiométricas de este tipo de motores es reemplazada, en busca de una mejora en la eficiencia energética, y una reducción, al mismo tiempo, de las emisiones contaminantes. Este trabajo se ha abordado desde un punto de vista principalmente experimental. En primer lugar se ha trabajado sobre el motor, operando los diferentes modos de combustión, fijando las estrategias de operación, y obteniendo gran cantidad de datos sobre el funcionamiento del motor en las diferentes regiones del mapa motor. Y, en segundo lugar, estos datos han sido analizados y estudiados en detalle para detectar los potenciales y las debilidades de cada modo de combustión aplicado a las diferentes condiciones de funcionamiento del motor. La combinación de estos dos trabajos ha servido para obtener gran cantidad de datos sobre las eficiencias alcanzables y los valores de emisiones obtenidos en cada modo de operación. Y, adicionalmente, se ha estudiado también la influencia de la recirculación de gases quemados en el motor ('EGR') sobre la combustión, como estrategia para reducir las emisiones y controlar la combustión a altas cargas en ambos modos de operación. En cuanto a la parte analítica del trabajo, se han detectado diversos problemas. En primer lugar, lidiar con la alta variabilidad de la combustión en este motor, y en segundo lugar, el acople de dos modos de combustión totalmente diferentes. Esto ha generado la necesidad de analizar los datos obtenidos de forma que nos den algo más de información sobre la forma en que se ha desarrollado la combustión. Para dar solución a estos dos aspectos, se ha planteado un punto de vista diferente a la hora de afrontar el diagnóstico de la combustión (análisis ciclo a ciclo) y se ha propuesto una metodología de análisis de la combustión que nos permita estudiar, desde un punto de vista más detallado, la forma en que se ha desarrollado la combustión, y tratar de diferenciar así los diferentes eventos de combustión que se desarrollan en el motor. Todo este trabajo ha dado sus frutos en forma de la definición de las estrategias para operar el motor en su totalidad mediante la combinación de los modos 'lean SI' y 'CAI'. Esta solución, en comparación con los motores actuales Euro VI, ha presentado unos valores de eficiencia superiores cumpliendo con los límites establecidos de emisiones, mostrando de esta forma un elevado potencial de estos modos de combustión aplicados a los motores de encendido provocado, así como una posibilidad real de implementación en los vehículos venideros. / [CA] Els motors de combustió interna alternatius es troben a un moment en el que deuen ser mes nets i eficients que mai. Aquest canvi ve motivat per l'augment de l'exigència de les normatives reguladores d'emissions contaminants vinculades a la seua comercialització, que tracten d'establir el camí per a protegir la salut de les persones que conviuen amb aquests, i avançar cap a uns models mes sostenibles d'aprofitament de les energies disponibles. Dins d'aquest context, el treball d'investigació realitzat en aquesta tesi, ha girat al voltant de la millora dels motors d'encesa provocada. Per a aquesta finalitat, s'ha emprat un prototip de motor de dos temps amb l'idea d'estudiar la combustió per encesa provocada amb dosatges pobres 'lean SI') i la combustió mitjançant una auto-encesa provocada per les condicions termodinàmiques de la cambra de combustió ('CAI'). D'aquesta manera l'operació tradicional en condicions estequiomètriques d'aquest tipus de motors és substituïda, buscant una millora en l'eficiència energètica i una reducció al mateix temps de les emissions contaminants. Aquest treball s'ha abordat des d'un punt de vista fonamentalment experimental. En primer lloc s'ha treballat sobre el motor, operant els diferents modes de combustió, fixant les estratègies d'operació, i obtenint gran quantitat de dades sobre el funcionament del motor en les diferents regions del seu mapa d'operació. I en segon lloc, aquestes dades han sigut analitzades i estudiades en detall per a detectar els potencials i les debilitats de cada mode de combustió aplicat a les diferents condicions de funcionament del motor. La combinació d'aquests dos treballs ha servit per a obtindre gran quantitat de dades sobre les eficiències assolibles i els valors d'emissions obtinguts en cada mode d'operació. I, a més, s'ha estudiat la influència de la recirculació de gasos d'escapament al motor ('EGR') sobre la combustió, com a estratègia per a reduir les emissions contaminants i controlar la combustió a altes càrregues en els dos modes de combustió. Quant a la part analítica del treball, s'han detectat diversos problemes. En primer lloc, tractar amb l'alta variabilitat de la combustió en aquest motor, i en segon lloc, l'acoblament de dos modes de combustió totalment diferents. Açò ha generat la necessitat d'analitzar les dades obtingudes de forma que ens donen més informació sobre la forma en que s'ha desenvolupat la combustió. Per a donar solució a aquests dos aspectes, s'ha plantejat un punt de vista diferent a l'hora de realitzar el diagnòstic de la combustió (un anàlisis cicle a cicle) i s'ha proposat una metodologia d'anàlisi de la combustió que permeta estudiar, des d'un punt de vista més detallat, la forma en que s'ha desenvolupat la combustió, i tractar de diferenciar així, les diferents combustions al motor. Tot aquest treball ha donat uns resultats en forma de la definició de les estratègies per a operar el motor en la seva totalitat mitjançant la combinació dels modes de combustió 'lean SI' i 'CAI'. Aquesta solució, en comparació amb els actuals motors Euro VI, ha ofert uns valors d'eficiència superiors, acomplint amb les limitacions establertes d'emissions, mostrant d'aquesta manera un elevat potencial d'aquests modes aplicats als motors d'encesa provocada, així com una possibilitat real d'implantació en els vehicles que estan per vindre. / Valero Marco, J. (2020). Analysis of the potential of SI lean combustion and CAI combustion in a two-stroke spark-assisted gasoline engine [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/138556

This research aims at understanding the conditions that lead to reaction initiation of polymer-bonded explosives (PBXs) as they undergo mechanical and thermal processes subsequent to impact. To analyze this issue, a cohesive finite element method (CFEM) based finite deformation framework is developed and used to quantify the thermomechanical response of PBXs at the microstructure level. This framework incorporates the effects of large deformation, thermomechanical coupling, failure in the forms of micro-cracks in both bulk constituents and along grain/matrix interfaces, and frictional heating. A novel criterion for the ignition of heterogeneous energetic materials under impact loading is developed, which is used to quantify the critical impact velocity, critical time to ignition, and critical input work at ignition for non-shock conditions as functions of microstructure of granular HMX and PBX. A threshold relation between impact velocity and critical input energy at ignition for non-shock loading is developed, involving an energy cutoff and permitting the effects of microstructure and loading to be accounted for. Finally, a novel approach for computationally predicting and quantifying the stochasticity of the ignition process in energetic materials is developed, allowing prediction of the critical time to ignition and the critical impact velocity below which no ignition occurs based on basic material properties and microstructure attributes. Results are cast in the form of the Weibull distribution and used to establish microstructure-ignition behavior relations.

Prediction of flow and combustion in IC engines remains a challenging task. Traditional Reynolds Averaged Navier Stokes (RANS) methods and emerging Large Eddy Simulation (LES) techniques are being used as reliable mathematical tools for such predictions. However, RANS models have to be further refined to make them more predictive by eliminating or reducing the requirement for application based fine tuning. LES holds a great potential for more accurate predictions in engine related unsteady combustion and associated cycle-tocycle variations. Accordingly, in the present work, new advanced CFD based flow models were developed and validated for RANS and LES modelling of turbulent premixed combustion in SI engines. In the research undertaken for RANS modelling, theoretical and experimental based modifications have been investigated, such that the Bray-Moss-Libby (BML) model can be applied to wall-bounded combustion modelling, eliminating its inherent wall flame acceleration problem. Estimation of integral length scale of turbulence has been made dynamic providing allowances for spatial inhomogeneity of turbulence. A new dynamic formulation has been proposed to evaluate the mean flame wrinkling scale based on the Kolmogorov Pertovsky Piskunow (KPP) analysis and fractal geometry. In addition, a novel empirical correlation to quantify the quenching rates in the influenced zone of the quenching region near solid boundaries has been derived based on experimentally estimated flame image data. Moreover, to model the spark ignition and early stage of flame kernel formation, an improved version of the Discrete Particle Ignition Kernel (DPIK) model was developed, accounting for local bulk flow convection effects. These models were first verified against published benchmark test cases. Subsequently, full cycle combustion in a Ricardo E6 engine for different operating conditions was simulated. An experimental programme was conducted to obtain engine data and operating conditions of the Ricardo E6 engine and the formulated model was validated using the obtained experimental data. Results show that, the present improvements have been successful in eliminating the wall flame acceleration problem, while accurately predicting the in-cylinder pressure rise and flame propagation characteristics throughout the combustion period. In the LES work carried out in this research, the KIVA-4 RANS code was modified to incorporate the LES capability. Various turbulence models were implemented and validated in engine applications. The flame surface density approach was implemented to model the combustion process. A new ignition and flame kernel formation model was also developed to simulate the early stage of flame propagation in the context of LES. A dynamic procedure was formulated, where all model coefficients were locally evaluated using the resolved and test filtered flow properties during the fully turbulent phase of combustion. A test filtering technique was adopted to use in wall bounded systems. The developed methodology was then applied to simulate the combustion and associated unsteady effects in Ricardo E6 spark ignition engine at different operating conditions. Results show that, present LES model has been able to resolve the evolution of a large number of in-cylinder flow structures, which are more influential for engine performance. Predicted heat release rates, flame propagation characteristics, in-cylinder pressure rise and their cyclic variations are also in good agreement with measurements.

5 pp. / Eight different landscape mulches were tested for their flammability using a propane torch, charcoal briquette, and a cigarette at two different times of the year. Three randomized compete blocks with eight one square meter plots were tested at three locations; Tucson, Prescott, and Flagstaff, Arizona. Each of the mulches was subjected to the heat of a handheld propane torch (15 seconds), a glowing charcoal briquette (five minutes), and a lit cigarette (until burned out). We found that the least dense mulches (pine needles and straw) burned rapidly when subjected to the torch and ignited after the briquette was removed. The medium density mulches (pine bark nuggets and wood chips) had low flame lengths and smoldered. Heavy density mulches (garden compost and shredded bark) only smoldered. The decomposed granite and sod did not ignite or smolder.

De nombreuses études sont menées pour la compréhension et l'utilisation de plasmas hors équilibre pour les procédés industriels capables d'améliorer la combustion, de stabiliser des flammes et de réduire les polluants. En effet, dans le cadre des nouvelles normes européennes, il devient indispensable de pouvoir maîtriser la qualité de la combustion et de réduire ainsi les émissions polluantes. Même si le principe de l'allumage classique par étincelle est depuis longtemps connu et utilisé dans l’industrie automobile, ce système présente néanmoins quelques limites. En effet, le caractère localisé de l’étincelle créée réduit la probabilité de rencontre entre l’étincelle et une zone de mélange inflammable ce qui conduit à des ratés d’allumages et spécialement en mélanges pauvres. Ainsi, l’utilisation de systèmes différents reposant sur des plasmas non-thermiques fournit des avantages significatifs, dont les propriétés de forte réactivité chimique et de faible coût énergétique. L’objet principal de ce travail de thèse est l’étude de l’allumage de mélanges combustibles par un certain type de décharges pulsées nanosecondes. En effet, un des intérêts du déclenchement de combustion par décharges nanosecondes est le développement d’une zone spatiale d’allumage nettement plus étendue que celle obtenue par l’étincelle de la bougie standard. Enfin, un autre avantage des décharges nanosecondes est la création de nombreux radicaux dans le milieu combustible nécessaires à l’initiation directe des cinétiques de combustion en limitant la contribution thermique, souvent impliquées dans les pertes de rendement des allumeurs. Dans notre étude, la décharge nanoseconde pulsée utilisée est caractérisée par l’application d’une surtension très élevée donnant un pulse de tension très court (12 ns), d’amplitude très élevée (50 kV) et un front de montée très raide (2 ns). Au cours de cette étude, nous avons d’abord caractérisé la décharge nanoseconde pulsée dans des mélanges air/propane et air/heptane à pression atmosphérique. Ensuite, nous avons appliqué la décharge au déclenchement de combustion dans les mélanges air/propane et air/heptane dans les proportions stœchiométriques mais aussi en mélanges pauvres et ce toujours à pression atmosphérique, ce qui a montré la réduction des délais de combustion. De plus, les résultats en mélanges stœchiométriques montrent qu’il existe trois modes d’allumage : un ponctuel, un double et un mode cylindrique et ce en fonction de la densité d’énergie. / One growing topic of interest in the field of non-thermal plasmas is the use of pulsed corona discharges for ignition purposes and more specifically the use of discharges generated under very strong overvoltages for car atmospheric engine applications. Because of strong environmental constraints on car exhaust gases, engines to be developed in the future have to run with lean air / gasoline mixtures or diluted with burnt gases. In both cases, it needs the optimization of ignition devices since classical spark gaps become inefficient in these conditions. In this context, the generation of non-equilibrium plasmas on large volumes, with high densities of active species, and the ability to induce fast gas heating is challenging. Our experimental work is dedicated to the understanding of physical mechanisms involved in the ignition of lean mixtures of air and hydrocarbons such as propane and n-heptane, at high pressure, using nanosecond range discharges. Such kind of discharges could improve the energy release in the mixtures, promoting the creation of radicals and excited species instead of direct heat through Joule effect, and thus, it could improve the ignition efficiency. A positive high voltage (50 kV) is applied between a pin electrode and a grounded plane over a short nanosecond range pulse (12 ns) with a steep rise time (2 ns). In this study, the discharge has been characterised in air/propane and air-heptane mixtures. The diffuse regime observed in pure air tends to disappear in mixtures containing few percents of propane or heptane. The experimental results show the ability of the single nanosecond pulsed discharge to ignite air-propane and air-heptane mixtures even at low equivalence ratios. It is strongly correlated to the energy density the discharge is able to release into the gas. Finally, it has been shown that for stoechiometric mixtures show that three different modes of ignition are possible, i.e. a single point, a double point or a cylindrical mode, according to the energy density. Combustion delays are strongly reduced and complete combustion of very lean mixtures can be achieved if the amount of energy is slightly increased.