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We present the data release (DR) 5 catalogue of white dwarf-main sequence (WDMS) binaries from the Large Area Multi-Object fiber Spectroscopic Telescope (LAMOST). The catalogue contains 876 WDMS binaries, of which 757 are additions to our previous LAMOST DR1 sample and 357 are systems that have not been published before. We also describe a LAMOST-dedicated survey that aims at obtaining spectra of photometrically-selected WDMS binaries from the Sloan Digital Sky Survey (SDSS) that are expected to contain cool white dwarfs and/or early type M dwarf companions. This is a population under-represented in previous SDSS WDMS binary catalogues. We determine the stellar parameters (white dwarf effective temperatures, surface gravities and masses, and M dwarf spectral types) of the LAMOST DR5 WDMS binaries and make use of the parameter distributions to analyse the properties of the sample. We find that, despite our efforts, systems containing cool white dwarfs remain under-represented. Moreover, we make use of LAMOST DR5 and SDSS DR14 (when available) spectra to measure the Na I λλ 8183/27, 8194/81 absorption doublet and/or Hα emission radial velocities of our systems. This allows identifying 128 binaries displaying significant radial velocity variations, 76 of which are new. Finally, we cross-match our catalogue with the Catalina Surveys and identify 57 systems displaying light curve variations. These include 16 eclipsing systems, two of which are new, and nine binaries that are new eclipsing candidates.

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Recently, techniques for flame observation, probe for flame structure, and measuring burning velocity have been reviewed by Fristrom . The following will describe briefly some of the different techniques for measuring the laminar burning velocity for stationary and non-stationary flames.

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The reaction mechanisms adopted here are those developed over about thirty-five years by Dixon-Lewis and colleagues [ 15, 44, 45, 61, 65, 92-94, 96-98, 100, 136-156, 160]. These mechanisms were developed further by the authors of this book for high hydrocarbon fuels.

The United Nations panel considers that in order to limit temperature rise to within 0/1- 0/2~ the emissions of CO2, CFCs (Chlorofluorocarbons) and NO~ must be reduced by 60% and those of methane by 20%. Some desirable measures may be; energy conservation in building design, stricter control of vehicle emissions, overall increase in forestation, taxing inefficient sources such as coal and giving preference to natural gas and removal of CO2 at power stations by scrubbing emitted gas . Natural gas is an environmentally friendly fuel and when burnt, it produces much lower emissions levels of CO2 when compared to the other competing fuels as shown in Table 1/11 . Therefore, it is necessary to speed up the natural gas switching policy in the different sectors in order to reduce the liquid fuels consumption, hence improving the balance of payment and to further reduce CO2 emissions for better environment [ 133]. In general, pollutant sources removal, modification, or substitution is the most effective and permanent way to solve air quality, if the pollution problem can be identified. Inadequate ventilation design or installation should be corrected, and also the operation and maintenance programs have to be conducted properly. Furthermore, activated charcoal filters are generally effective in removing organic chemicals and particulate , and finally, public education can be not only the least costly but also the most effective method of pollution control. Pre-drying of moisture fuels was one of the alternative method for reducing carbon dioxide (lonel ). Thus, by eliminating the water vapors before the fuel is entering the combustion chamber, more stable conditions for the ignition and combustion of the fuel are realized, that is for the benefit of the combustion efficiency. If a suitable recovery of the heat enthalpy of the vapors is organized, and the gained energy is used, being thus a supplementary energy supply alternative, the general power plant efficiency is recovering. Thus, the carbon dioxide emission is reduced for the same used thermal poweroutput of the plant.

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Particular reactions are discussed in section 2/3.4. The overall rate qi for each species is obtained by a summation of all the separate rates of its formation in each elementary reaction in which it occurs.

Clearly, it is also the volume of combustible mixture, at its own temperature and pressure, consumed in unit time by unit area of flame front. It is independent of flame geometry, burner size and flow rate. As indicated above, the burning velocity is essentially a measure of the overall reaction rate in the flame and is important, both in the stabilization of flames and in determining rates of heat release. The burning velocity of a flame is affected by flame radiation, and hence by flame temperature, by local gas properties such as viscosity, thermal conductivity and diffusion coefficient, and by the imposed variables of pressure, temperature, air-fuel ratio and heat of reaction of mole of mixture. The effect of these parameters on the burning velocity for H2, H2-CO-H20, CH4, CH3OH-H20, C3H8, C2H6, natural gas, and high hydrocarbon fuels such as n-C4Hlo, C6H6, n-C7HI4, C8HI8, C12H26,and C16Ha4-air flames is given in some details in sections 2/4 to 2/6. However, although its theoretical definition is straightforward, its practical measurement undoubtedly is not, and there is considerable discrepancies between the results obtained by the various methods. One of the main problems in measuring the normal burning velocity is that a plane flame front can be observed only under very special condition. In nearly all-practical cases, the flame front is either curved or is not normal to the direction of velocity of the gas stream. Broadly speaking there are two types of measurements for burning velocity; one uses flames traveling through stagnant mixtures, whereas the other employs flames that are held stationary in space by a counter flow of fresh mixture. Bradley and his colleagues at the University of Leeds, England, have extensively studied the different experimental techniques for the measuring of burning velocity over many years.

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The kinetic modeling of the hydrogenoxygen-nitrogen flame has been extensively studied and discussed in details by DixonLewis et al , Dixon-Lewis and Williams , Day et al , Snyder and Skinner , Dixon-Lewis [65, 94, 96-98, 137], and Wamatz . They showed that, the more important reactions and their rates controlling the burning velocity and flame structures are the reactions R~ to Rm3which are given in Table 2/2.

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Chemistry is essential in calculating reaction flows, and at the same time it is the hardest part because usually chemistry introduces a large number of non-linear differential equations. With existing computational techniques and computer power, a balance has to be made between including detailed chemistry and complex flow patterns.

The term "aromatic" was first used to describe a group of compounds, which have a pleasant smell (aroma). These compounds include the cyclic compound, benzene, and its derivatives. The benzene is a simple cyclic compound, with a six-membered ring of six carbon atoms and with one hydrogen atom attached to each carbon atom.

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In chapter 2, the basic definitions for premixed and diffusion laminar flames are given. Since the tasks of combustion flow diagnostics are to increase the fundamental understanding of aspects of combustion, the study of small-scale laminar flames in this chapter is essential. Therefore, many practical combustion problems can be examined most conveniently under the well defined and controlled conditions which the laminar flame provides. The objective of this chapter is to present some understanding of laminar flames as revealed by detailed numerical kinetic modeling, particularly in relation to the interaction between modeling and experiments. Furthermore, some general correlations are derived for the flame propagation parameters for both gaseous and liquid fuels. This chapter also describes the computational method of the kinetic model with the use of transport parameters and reaction mechanisms for different fuels (H2 to C16H34). These kinetic mechanisms are described, examined, and validated by the experimental results at different pressures, temperatures, equivalence ratios and volumetric ratios of O2/N2. Laminar burning velocity and volumetric heat release rate in relation to the turbulent flame model are important.

The first term on the right of Eq. 2/22 represents QT and the second one for QD. The first and second terms in Eq. 2/24 represent the contributions of thermal diffusion. Thermal diffusion of hydrogen atoms can be important in flames (Dixon-Lewis ). The notations and other parameters in the equations are defined in this section and ~,o is the thermal conductivity of the mixtures computed from the equations of Mason, Monchick and Munn [163, 164] and discussed in details by Dixon-Lewis . Some more details about Z,oare given in chapter 1 (section 1/6). Boundary conditions and solution of equations.

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This may be due to reduced catalytic efficiency of water vapor compared with that of hydrogen, which is associated with its lower free energy. The chain branching cycle that produces the radical pool in the water-oxygen containing mixtures necessitates an attack of either hydrogen or oxygen atoms on the water vapor, by reaction (-Rt) or (-R~3). Both reactions have activation energies of approximately 75 kJ mole "~, and these makes the radical production to be more difficult than in hydrogen-oxygen containing mixtures. In the latter, the pair of free electron spins associated with the oxygen atom is more easily separated by a direct occurrence of reaction R3 alone. Turning back again to the effect of the strain rate on the burning velocity as discussed above; the burning velocity was computed by Dixon-Lewis for two free strain flames of H2-CO-air. The planar model described above, and the expanding spherical flame with the use of identical chemical kinetics and transport data (Tables 2/1 and 2/2) were used in these calculations and the results are given in Table 2/12. Although, carbon monoxide and hydrogen are both important as intermediate compounds in the high temperature flame oxidation of hydrocarbon, the modeling of formaldehyde (CH20)-oxygen supported flames provides an essential link between the H2-CO-air and hydrocarbon-air systems. The modeling of these was discussed by Dixon-Lewis in relation to the flame structure measurements of Oldenhove de Guertechin et al . This enabled Dixon-Lewis to establish the reactions and rate parameters for such system, which are included in Table 2/2.

In the post flame zone, many of the combustion products are in chemical equilibrium or possibly shiRing equilibrium. The following will discuss the basic equations of chemical equilibrium as well as the equilibrium program to calculate the adiabatic temperature and compositions.

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In an N-component system,o~ = w~/Mi, where W i and M~ are the mass fraction and molecular weight of species i, respectively. If Eq. 1/33 is of order greater than three (such as 7-term NASA polynomial ), then solving this equation for the temperature has to be done numerically.

Gas velocities throughout the flame were measured by Laser Doppler Velocimetry. A 5 mW spectra physics helium-neon laser was employed with a Disa Model 55 L01 optical unit. The beam was focused by a lens to give a measuring volume close to the center of the flame. The two opposite windows in the flame tube enabled forward scattering to be employed. Scattered light from the particles was detected by a model 55 L 10 photomultiplier, atter an optical filter had reduced the radiative emission from the flame. The signal was processed by a Doppler signal processor of model 55 L20. The velocity values were obtained using IBM micro processor at a data rate exceeding 40,000 and was processed using a s o l, a r e that was utilized to compute the velocity from the data which was obtained from the signal processor. The burning velocities were also obtained by correcting the unburnt gas velocities (measured at the position of lowest temperature) for flow divergence (Dixon-Lewis and Islam , Bradley et al , and Abu-Elenin et al [ 154]). This was done by reducing the unburnt gas velocity by the area ratio of the unburnt gas to that at luminous zone. These areas were measured from flame photography of each flame.

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Here n is the number of chemical species in the mixture; Xi and Xj are the mole fractions of species i and j; r Ij rli are the viscosities of species i and j at the system temperature and pressure; and M~ and Mj are the corresponding molecular weights. Note that ~ij is dimensionless and, ~ij = 1 when i=j. Equation 1/133 has been shown to reproduce measured values of rlmi~ within an average deviation of about 2 percent.

Chemical fuels can be classified in a variety of ways, including by phase and availability as shown in Table 1/2 . Table 1/2: Classification of chemical fuels by phase and availability . Reproduced by permission of Marcel Dekker Inc.

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In this program, species can be added or removed at will, according to the problem under investigation. This program is used by STANJAN and is included in the widely used CHEMKIN software, and it is freely available on the Intemet .

An alternate derivation for k is based on the concept of an intermediate state, often called a transition or activated state, which is a postulate of the transition-state theory. In this theory reaction is still presumed to occur as a result of collisions between reacting molecules, but what happens atter collision is examined in more detail. This examination is based on the concept that molecules possess vibrational and rotational ,as well as, translational, energy levels. The essential postulate is that an activated complex (or transition state) is formed from the reactants, and that this subsequently decomposes to the products. The activated complex is assumed to be in thermodynamic equilibrium with the reactants. Then, the rate-controlling step is the decomposition of the activated complex. The concept of an equilibrium activation step followed by slow decomposition is equivalent to assuming a time lag between activation and decomposition into the reaction products. It is the answer proposed by the theory to the question of why all collisions are not effective in producing a reaction .

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During this period, the primary motive was independence from foreign oil suppliers. Available batteries then were lead / acid (Pb / acid) and nickel-cadmium (Ni / Cd), both with low energy density that restricted driving range. This characteristic led research to consider fuel cells as a vehicle power source. In rechargeable batteries, the energy is stored as chemicals at the electrodes, physically limiting the amount of stored energy. In a fuel cell, the energy is stored outside electrodes, as is the gasoline in cars with combustion engines. Therefore, only the amount of fuel stored in the tank limits the driving range.

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These were computed from the equations of Mason, Monchick and Munn [163, 164] as discussed by Dixon-Lewis [15, 142]. More details and solutions of these equations are given elsewhere (Dixon-Lewis [ 15]).

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The influence of pressure on HO2 formation can be paramount. With increase in pressure, reaction R4 competes directly with the important chain branching reaction, Rz and decreases the burning velocity. Figure 2/24 (a) was partly reproduced from Andrews and Bradley and has been updated to include more recent data [176, 220, 224, 245, 247]. The figure again shows a significant spread in experimental data due to the accuracy of different techniques.

With this definition, mixtures with ~ 1 are called fuel-rich. Moreover, the mixture strength, MS, is in fact the equivalence ratio expressed as a percentage and is often used in reciprocating combustion engines work.

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The Russian school of Frank-Kamenetzki , Semenov , and Zeldovich pointed out that for species of equal molecular weight and diameter the transport contributions were equal and opposite, and could be cancelled. This is followed by a multi (https://vgtdecor.ru/hack/?patch=9009)-component kinetic theory developed by Hirschfelder et al . Furthermore, Spalding developed a non stationary technique called the marching method, which was well adapted to computer simulation. Spalding and Stephenson applied it to the hydrogen bromine flame. This was followed by a full synthetic model of the methane flame by Smoot et al . In the late 1960's, Dixon-Lewis began his seminal studies of the hydrogen system, and extended it to carbon monoxide and methane flames. These studies (Dixon-Lewis [89 - 100]) laid the chemical kinetics group-work for the understanding of the general CH20 flame system and oxygen. More details about kinetic modeling and extending the research in this field are given in chapter 2.

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Equation 1/123 is one of the many empirical equations proposed for fitting this curve . Reproduced by permission of John Wiley and Sons Inc.

Universal gas constant per molecule). R = lean o, where R is the molar universal gas constant for all substances.

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Atomic or nuclear energy may be considered as an exhaustible source because the uranium and thorium deposits could be completely consumed. Figure 1/2 shows the proved oil reserves at the end-1996 , and if the world's oil reserves were reported with reasonable accuracy and the assessments of potential volumes in yet undiscovered fields proved general reliability, the original recoverable oil endowment of the earth would have been around 2/3 trillion barrel. About one-third of this oil has already been produced and consumed. Should unconstrained modem oil exploitation proceed around the world, the remaining two-thirds of the earth's original oil could sustain world output at its current rate through much of the 21 st century, until a declining resource base f'mally forced down production. In 1980 proved oil reserves were estimated at around 0/7 trillion barrel as compared to the reserve estimate of nearly 1/1 trillion barrel in 1996. However, some geologists hold discordant views that place ultimate world oil recovery at only about 1/75 trillion barrel .

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All schemes give nearly identical reasonably good predictions of the measured profiles of oxygen concentrations and gas temperature for all the equivalence ratios. The concentrations of CO and CO2 are also well and nearly predicted up to ~ of about 1/3. In contrast, the predicted concentrations of CO and CO2 are less when scheme B is used. This scheme appears to underpredict and overpredict conversion of CO to CO2 in the reaction zone and post flame, respectively. Also, scheme B overpredict the gas velocity profiles, especially for ~ >_ 1/3. Similar problems for CO and CO2 have been found by Bradley et al and Abu Elenin et al for CH3OHair flames, and it was mainly due to uncertainties in chemical kinetics scheme of breakdown CH3OH. The combination of circumstances implies that the reaction mechanism needs some revision. The C2H2 reactions were found to be important in very rich flames, (Warnatz , Langley and Burgess , and Coffee ). Coffee has included the chemistry of CH2 in a methane combustion model for the first time and suggested that for an equivalence ratio of ~ ~ 1/4, up to 35 % of CH3 is converted to CH2 before subsequent oxidation. Warnatz et al did not include this route and estimated that for ~ >_ 1/6, virtually all the CH3 proceeded to C2hydrocarbons, implying that the rich combustion of methane becomes essentially the combustion of C2-hydrocarbons.

The catalysts are platinum or alloys of platinum/rhodium, which are poisoned by leaded fuels. SO2 in the emissions is converted to SO3 and hence to sulfuric acid. The future use of electric cars will alleviate the problem by dependence on a power source where NO~ and CO emissions can be brought within legal limit [ 103]. The application of the above described low emission techniques in industry, power stations and vehicles will be described in chapter 5.

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Dashed and full curves are the computed stable species concentrations, gas temperature and velocity using scheme, B and C, respectively. All results for P = 0/15 atm, T, = 300 K and ~ - 0/6 .

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Knowledge of the properties, structures, safety, reliability of these fuels, as well as the manner in which they affect the combustion system performance are important. Because the burning velocities of different gaseous and liquid fuels are extensively surveyed in chapter 2 (section 2/4.7), it is necessary to have some brief knowledge about the chemical structure and physical properties of most of these fuels. Selection of these fuels is governed by the above-described requirements. Gaseous fuels present the least difficulty from the standpoint of mixing with air and distributing homogeneously to the various cylinders in a multi (this website)-cylinder engine, or burners in a gas turbine, furnace or jet engine. Under good combustion conditions, they leave relatively little combustion deposits as compared with other fuels. However, gaseous fuels for automotive equipment necessitate the use of large containers and restrict the field of operation. Liquid fuels are used to a much larger extent in most of the combustion systems than gaseous or solid fuels. They offer some advantages such as, large energy quantities per unit volume, ease and safety of handling, storing, and transporting. In addition, liquid fuels must be vaporized, or atomized and at least partially vaporized, during the process of mixing with air. There are some difficulties that occur in distributing and vaporizing the fuel particles in the primary combustion air to obtain complete combustion in combustors or combustion devices.

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This value is lower by three times than that calculated for methane. This means that in flames with less diffusion fluxes the ignition temperature will be small. To explain this more, the ignition temperature, Tit, is calculated for flame without diffusion flux as follows. In thermal flame propagation, the heat flow to the preheating zone is assumed to be only by conduction and the reactions by radical pool which diffuse from the reaction zone are neglected.

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Thus, the comparison of the measured and predicted flame structure and burning velocity of laminar flame is essential for the successful development of a kinetic model and always demanding test for its accuracy. Recently, the theory and modeling in combustion chemistry has been reviewed by Miller .

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Fawzy El-Mahallawy is an emeritus Professor of Combustion and Heat Engines at Cairo University, Egypt. In 1967 he gained his PhD from Cairo University. He continued his postdoctoral program at the Imperial College in London with Professor Spalding in the period 1970- 1972. He became a full Professor in 1978. In 1989 he was appointed as the Vice Dean of the Faculty of Engineering, Cairo University, and as the Director of the Development Research and Technological Planning Center, Cairo University in 1993. A total of 25 PhD and 54 MSc degrees have been awarded under his supervision. He has published 117 papers in the field of combustion and heat transfer, and 122 technical reports. He was the Associate Editor of the book entitled "Flow, Mixing and Heat Transfer in Furnaces", published by Pergamon Press in 1978. He has been twice awarded the National Award for Engineering Activities, in 1975 and 1983, and the First Class Science and Arts Medal for his contribution to the field of Engineering, in 1977 and 1986. Saad Habik is a Professor of Combustion and Heat Engines at the Mechanical Power Engineering Department, Faculty of Engineering of Port-Said, Suez Canal University, Egypt.

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It is often convenient to classify reactions by their order rather than molecularity. The order o f a reaction is the number of atoms or molecules whose concentrations determine the rate of the reaction.

Fortunately in many important reactions, (y+z) = (a+b) and then Kn=Kp=K. In combustion modeling, it is necessary to calculate the equilibrium constant, K, from a polynomial equation.

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The expression for the burning velocity is obtained from the equation of mass conservation for the unbumt gas. There are significant errors in the use of this method for burning velocity measurements. Because the experimental research is very expensive to cover all the factors and conditions affecting the flame propagation, therefore the modeling techniques can provide an alternative method of estimating the burning velocity and flame structures over wide ranges of operating conditions. Thus in sections 2/3.2 to 2/3.4, a quasi-onedimensional flame model (treated as a constant pressure) with an interaction solely between chemical events and diffusion of matter and energy is described, and used here to predict the steady, one-dimensional, laminar burning velocity. The predicted burning velocities from the models for Hz, H2-CO-H20, CHa and CH3OH-HzO-air are compared with measurements in sections 2/4.1 to 2/4.5. In section 2/5, a general correlation for burning velocity with the heat of reaction per mole of mixtures for different gaseous and liquid fuels is proposed with an algebraic expression for burning velocity of alkene, alcohol and aromatic in terms of initial pressure, temperature and heat of reaction per mole of mixture. Finally, the burning velocity of multicomponent mixtures is predicted and given for mixtures of CO-HzO-Oz-Nz and CO-H2-air in sections 2/4.1 and 2/4.2. In the literature, there are limited number of experimental measurements for mixtures of hydrogen, methane, carbon monoxide, ethylene and inert gases and there is no general reliable formula to derive the burning velocity of a mixture of fuel gases under different operating conditions. Sections 2/4 to 2/6 cover some of our suggested general correlations for natural gas, propane, n-butane, benzene, n-heptane, gasoline, kerosene and n-hexadecane-air flames.

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The percentage of fuel gas at this point is called the lower flammable limit or lean limit If more fuel is added, another point will eventually be reached at which the mixture will no longer bum. The percentage of fuel gas at this point is called the upper flammable limit or rich limit. The range of flammability becomes wider as the temperature of the unburned mixture increases. Also, an increase in pressure above atmospheric usually widens the range of flammability. Most of the widening occurs at the rich end of the range. These flammability limits are presented for different fuels in sections 2/4 to 2/6.

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The ignition phenomena can be divided into two cases: homogeneous ignition, in which ignition occurs simultaneously throughout the reactant volume. If the temperature of a vessel containing a homogeneous mixture of reactants is raised, a point is reached at which ignition occurs. This is termed the self-ignition or auto-ignition. The criterion for ignition of this kind is related to the net rate of heat loss or gain in a given volume of the reactants. If the heat loss is less than the rate of heat production due to the reaction then ignition will occur. In section 2/4.3, the ignition temperatures are predicted for CHa-air flames under different operating conditions. The predicted ignition temperatures from kinetic models and those calculated from thermal theory are compared and generalized with the heat of reaction of mole of mixtures. An algebraic expression is proposed to predict the value of the ignition temperature under different conditions.

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In hydrogencarbon monoxide-air flame, the formyl radical HCO formed in reaction, R~6, will either redissociated by reaction -R~6, or undergo one of the forward reactions, R~7 to R20. All these reactions of the formyl radical are important also in any hydrocarbon flames. The study of carbon monoxide-hydrogen flame mechanism may therefore provide further information on the subgroup mechanism of the reactions involved in the hydrocarbon flames. Such kinetic reactions of this system, R~4 to R2o are given with their rate parameters in Table 2/2. The extensive comparison between the predicted results from such mechanism with the experimental data confirmed the mechanism and its rate parameters. This comparison will be described in the next section [15, 61, 65, 96-98, 100, 137-146]. Formaldehyde, CH20, is an intermediate in the oxidation of most hydrocarbon fuels, and modeling of formaldehyde-oxygen supported flames provides an essential link between the H2-CO-air and hydrocarbon-air systems. The modeling of these was discussed by Dixon-Lewis in relation to the flame structure measurements of Oldenhove de Guertechin et al and it is established that the CH20 was consumed primarily by reactions, R2~-R23. These reactions with their appropriate rate expressions are also given in Table 2/2. In fuel-rich mixture, reaction R2~ dominates, while in lean and stoichiometric conditions, R22 and R23 dominate.

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Here we begin with a simplified derivation to illustrate the mechanisms involved, and then in section 1/6.3, we will present the more accurate results of the Chapman-Enskog theory. Consider a large body of gas containing two molecular species A and B, both species having the same mass mA and the same size and shape. To determine the mass diffusivity DAB in terms of the molecular properties, it is assumed that the molecules are rigid spheres of diameter SiA. The equations of kinetic theory described in the above sections are used here in the calculation of the ordinary diffusion.

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Equations 1/118 and 1/119 predict that the mass diffusivity varies inversely with pressure; this prediction agrees well with the experimental data up to about l0 atm for many gas mixtures, but the predicted temperature dependence is too weak. The dimensional similarity of the above three transport properties suggests that their ratios may be used to define a set of convenient dimensionless parameters for discussing the properties of gases.

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Sheppard has presented a computer program for constant pressure and volume combustion in hydrocarbon-air and oxygen systems with eleven product species. The program is applicable for temperatures up to 3500 K and is limited to certain ranges of hydrocarbon fuels. Dixon-Lewis and Greenberg [41 ] also presented a computer program for the calculation of high temperature equilibrium, partial equilibrium, and quasi-steady state properties in C-H-O-N systems. Furthermore, a new simple formula for calculating the adiabatic flame temperature of fuel-air mixture has been developed by Rhee and Chang . The formula is functionally expressed in terms of the fuel-air ratio, the reaction pressure, the initial temperature, and the number of carbon atoms in the individual fuel. The STANJAN program uses the element potential approach to solve chemical equilibrium problems. In this program the user selects the species to be included in each phase of the system, sets the atomic populations and two thermodynamic state parameters, and then executes the program.

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The general formula is R - O - R'. The two R groups in the structural formula R - O - R' can be the same or different, and can be either alkyl groups or aromatic groups. For example, CH3- O - CH2- CH3 is methoxy ethane. However, it is common practice to use the name compounded from the two groups R and R" followed by ether, example, dimethylether, CH3- O - CH3 and ethyl methyl ether, CH3 - O -CH2CH3. Their boiling points are the same as those of the alkanes of similar formula weight.

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These are in addition to the computed results from the kinetic model. Sub-sections 2/4.1 and 2/4.2 describes the structure and characteristics of hydrogen and hydrogen-carbon monoxide-air flames. The predicted results for these flames using the kinetic model are compared and discussed with the experimental results. Because methane and methanol are both chemically simple molecules which have the potential to be widely used as practical fuels, their chemical mechanisms are also examined and validated with the experimental results for both laminar burning velocity and flame structure. Effect of equivalence ratio, initial pressure and temperature on the flame structure, burning velocity, flame thickness, ignition temperature and heat release rate are discussed in sub-sections 2/4.3 and 2/4.4. In addition, the effect of water injected on methanol-air flame, on laminar burning velocity, maximum pressure and temperature, and flame structure is also discussed in sub-section 2/4.5. The combustion of natural gas is one of the major sources of energy, and a detailed understanding of its combustion behavior is of considerable practical importance. However, composition of commercial natural gas can vary widely with concentration extremes of 75 % - 98 % for methane, 0/5 % - 13 % for ethane and 0 % - 2/6 % for propane. Therefore, it is important to understand the chemistry of each of these individual fuels and then consider how varying levels of these fuels in natural gas affect their performance. Hence, sections 2/4.6 and 2/4.7 describe the chemical kinetics aspects of propane-air and ethane-air flames, respectively as well as the flame characteristics of these flames.

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A mining explosion in the North of England in 1815 initiated researches which covered limits of flammability, ignitability of different hot sources, and flame quenching at solid surfaces; all of which led to the development of the safety lamp. A flame may be described as a reaction zone that moves with respect to the gas supporting it. In practice the term is usually reserved for fast exothermic reactions of this type, and these are often also accompanied by emission of light. Flames may be either stationary flames on a burner and propagating into a flow of gas from a burner tube, or they may be freely propagating flames traveling in an initially quiescent gas mixture. Stationary flames are of two general types: (a) Premixed flames where the reactants are mixed before approaching the flame region. These flames can only be obtained if the initial fuel and oxidant mixture lies between certain composition limits called the composition limits of flammability.

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Constant velocity profiles of unburned gas issuing from a tube can also be obtained by using flow rectification. At low velocities, with a suitable arrangement of stabilizing screens, a flat stationary flame can be achieved at a short distance above the burner matrix (see section 2/4), whereas at high gas velocities, a conical flame is produced. Burning velocity may be obtained by dividing the gas volume flow rate by the flat flame area, but it is difficult to define the edge of the flame and to measure its area accurately. Because of the foregoing difficulties, particle tracking, total flame electrical conductivity, and change in density techniques have been used to obtain precise results for burning velocity in a flat flame. Most of the errors involved in the burner method are in the measurement of flame area. To avoid such inaccuracies, the flat flame method with Laser Doppler Velocimetry technique is used by Habik and co-workers as described in sections 2/4.3 and 2/4.4.

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For this reason, it is wise to consider a hydrocarbon-air flame mechanism as three or four groups of reactions, which can be, arranged hierarchically from hydrogen-air through hydrogen-carbon monoxide-air and formaldehyde-air flames to the hydrocarbon system itself. From studies of the intermediate systems, a selfconsistent set of rate parameters can be built up for the whole ensemble. The main objective of the present contribution in this chapter is to present some of our understanding of laminar premixed flame as revealed by detailed numerical kinetic modeling, particularly in relation to interaction between modeling and experiment and to obtain general correlations between the flame propagation parameters for different fuels. It also illustrates the degree of agreement between the experimental and kinetic modeling results. This work is the natural contribution of a set of extensive research by Bradley and Dixon-Lewis over the past thirty years at Leeds University, England, also by Habik and EI-Sherif during their research work at Leeds University and further during their work in Suez Canal, Helwan and Cairo Universities. Section 2/2 in this chapter started with a brief description of some definitions of combustion fundamentals for laminar premixed flame, while section 2/3 describes the basic theory and kinetic of laminar premixed flames through the background of flame propagation, kinetic model with its computational methods. Furthermore, the transport parameters and reaction mechanisms used in this model for different fuels are discussed in this section. As mentioned above, any hydrocarbon mechanism consists mainly of four submechanisms such as hydrogen, hydrogen-carbon monoxide, formaldehyde and breakdown of the hydrocarbon fuels. Therefore, it is necessary to understand the flame characteristics of such simple fuels. Thus, section 2/4 describes the experimental and computational structure, and characteristics of premixed laminar flames for such simple fuels.

The more rigorous Chapman=Enskog theory of transport, however, yields reasonable accurate transport coefficients. It is based on the same hypothesis as the elementary theory, but it includes the effect of an assumed interaction potential during the molecular collision process. Thus, the more rigorous kinetic theory requires that an interaction potential be specified for each molecular encountered. A rigorous kinetic theory of mono=atomic gases at low density was developed before World War I by Chapman in England and independently by Enskog in Sweden . The Chapman= Enskog theory gives expressions for the transport coefficients in terms of the potential energy of Interaction between a pair of molecules in the gas. This potential energy r is related to the force of the interaction Ff by the relation Ff = -de0 / d r, in which r is the distance between the molecules. Now, if one know exactly how the forces between molecules vary as a function of the distance between them, then one could substitute this information into the Chapman-Enskog formulas and calculate the transport coefficients.

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Table 2/2: Parameters of expressions of forward rate coefficients, kf, and equilibrium constants, K used in kinetic mechanisms . Reproduced by permission of Elsevier Science.

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As described before, the mechanism of the H2-air flame and the rate constants of elementary steps involved are well established nowadays. Since carbon monoxide is an important intermediate in hydrocarbon flames, it becomes necessary to develop, as far as possible, kinetic mechanisms with its rate parameters which will satisfactory predict the experimental data. The CO is the primary product of hydrocarbon oxidation, and is converted to CO2 in a subsequent slow secondary reactions, and takes place over a more extended region on the hot, burnt gas side of the flame. The responsible reaction for the bulk of the slow oxidation to carbon dioxide is the forward reaction, RI4 (Table 2/2), and this reaction is important in flames and other systems. Because RI4, consumes nearly all of the CO with OH, the rate of CO oxidation depends very much on the availability of OH radicals. The presence of any hydrocarbon fuel will effectively inhibit the oxidation of CO until all of the fuel has disappeared, whereupon the OH concentration rises sharply the reaction, Rl4, and rapidly consumes the CO to produce CO2. Reaction Rl4 and its rate expression has been studied extensively by several workers and well established nowadays as given in Table 2/2 by Dixon-Lewis [65, 96, 97, 137], Baulch and Drysdale , Bradley et al , and EI-Sherif . In addition to reaction R~4, carbon monoxide may undergo two further reactions with the chain carriers of the hydrogen-air system. These are, R~5 and Rl6 in Table 2/2. These two reactions are much slower than reaction R~4 and they are important as a chaintermination step, which affects the overall concentration of chain carriers.

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Air pollutants in the atmosphere cause concern primarily because of their potential adverse effects on human health. Air pollutants are either gaseous or particulate in form. Common gaseous pollutants are carbon monoxide, sulfur dioxide, nitrogen oxides, and ozone. Particulate matter can be made up of many different compounds including mineral, metallic, and organic compounds, and can be further differentiated by size (particles, aerosols, and fine particles). Table 1/5 lists the primary industrial air pollutants, with their principal sources. Figures 1/15 and I. 16 show the classification of air pollutants and their effects on human and environment.

In fact, transport phenomena are only important when the solution to the conservation equations predicts that the fluid must support a large gradient in either concentration, velocity, or temperature. Under these conditions, mass transport, momentum transport, or energy transport will occur and the proportionality constants which relate the quantity transported to the gradient are called the diffusion coefficient, the viscosity coefficient, and the coefficient of thermal conductivity. These properties at low density are presented as follows. T h e o r y of Viscosity The viscosity of gases at low density has been extensively studied, both experimentally and theoretically.

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Typically, in the simple laminar flame theory the burning velocity, Ui oc 1/x. A photograph of CH4-air flat flame is shown in plate 2/1 for 0/1 atm.

The pre-exponential factor A in the Eq. 1/51 is termed the Arrhenuis constant or frequency factor. Both E and A are constant for any given reaction.

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The extensive comparison between the experimental and predicted results (in this chapter) using the reactions and rate parameters of, R~ to RI3 in Table 2/2, confirmed that all the important reactions, R~ to Rm3 and their rate parameter constants are now well known with good accuracy. The same reactions, R~ to RI3 with their rate parameters form an important group of reactions in CO-H2, hydrocarbon and alcohol-air flames. Reliable information about these reactions with their rate parameters therefore becomes important as an aid to the elucidation of the more complex hydrocarbon, alcohol and coal-air kinetic mechanism. One last feature is that Dixon-Lewis and his collaborators (Dixon- Lewis et al [ 170], Dixon-Lewis [97, 98, 136], Dixon-Lewis, and Williams , Dixon-Lewis et al , and EI-Sherif ) have devoted a great deal of attention to the problem of third body or Chaperon efficiencies.

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The electrons travel through the electrode and connecting conductors to an electric load, such as a motor, and to the fuel cell's cathode. At the cathode, the electrons react with the oxygen and the previously produced protons to form water. Platinum (Pt) catalysts increase the speed of reactions, producing practical amounts of current.

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