scholarly journals Thermodynamic model for homogeneous charge compression ignition combustion with recompression valve events and direct injection: Part II—Combustion model and evaluation against transient experiments

2016 ◽  
Vol 18 (7) ◽  
pp. 677-700
Author(s):  
Prasad S Shingne ◽  
Jeff Sterniak ◽  
Dennis N Assanis ◽  
Claus Borgnakke ◽  
Jason B Martz
Keyword(s):  
Homogeneous Charge Compression Ignition ◽  
Direct Injection ◽  
Combustion Process ◽  
Operating Conditions ◽  
Combustion Model ◽  
Compression Ignition ◽  
Ignition Timing ◽  
Ignition And Combustion ◽  
Compression Ignition Combustion ◽  
Homogeneous Charge

This two-part article presents a combustion model for boosted and moderately stratified homogeneous charge compression ignition combustion for use in thermodynamic engine cycle simulations. The model consists of two parts: one an ignition model for the prediction of auto-ignition onset and the other an empirical combustion rate model. This article focuses on the development of the combustion model which is algebraic in form and is based on the key physical variables affecting the combustion process. The model is fit with experimental data collected from 290 discrete automotive homogeneous charge compression ignition operating conditions with moderate stratification resulting from both the direct injection and negative valve overlap valve events. Both the ignition model from part 1 and the combustion model from this article are implemented in GT-Power and validated against experimental homogeneous charge compression ignition data under steady-state and transient conditions. The ignition and combustion model are then exercised to identify the dominant variables affecting the homogeneous charge compression ignition and combustion processes. Sensitivity analysis reveals that ignition timing is primarily a function of the charge temperature, and that combustion duration is largely a function of ignition timing.

scholarly journals A thermodynamic model for homogeneous charge compression ignition combustion with recompression valve events and direct injection: Part I — Adiabatic core ignition model

2016 ◽  
Vol 18 (7) ◽  
pp. 657-676 ◽  
Author(s):  
Prasad S Shingne ◽  
Robert J Middleton ◽  
Dennis N Assanis ◽  
Claus Borgnakke ◽  
Jason B Martz
Keyword(s):  
Fluid Dynamics ◽  
Computational Fluid Dynamics ◽  
Homogeneous Charge Compression Ignition ◽  
Direct Injection ◽  
Operating Conditions ◽  
Compression Ignition ◽  
Auto Ignition ◽  
Dynamics Simulations ◽  
Compression Ignition Combustion ◽  
Homogeneous Charge

This two-part article presents a model for boosted and moderately stratified homogeneous charge compression ignition combustion for use in thermodynamic engine cycle simulations. The model consists of two components: one an ignition model for the prediction of auto-ignition onset and the other an empirical combustion rate model. This article focuses on the development and validation of the homogeneous charge compression ignition model for use under a broad range of operating conditions. Using computational fluid dynamics simulations of the negative valve overlap valve events typical of homogeneous charge compression ignition operation, it is shown that there is no noticeable reaction progress from low-temperature heat release, and that ignition is within the high-temperature regime ( T > 1000 K), starting within the highest temperature cells of the computational fluid dynamics domain. Additional parametric sweeps from the computational fluid dynamics simulations, including sweeps of speed, load, intake manifold pressures and temperature, dilution level and valve and direct injection timings, showed that the assumption of a homogeneous charge (equivalence ratio and residuals) is appropriate for ignition modelling under the conditions studied, considering the strong sensitivity of ignition timing to temperature and its weak compositional dependence. Use of the adiabatic core temperature predicted from the adiabatic core model resulted in temperatures within ±1% of the peak temperatures of the computational fluid dynamics domain near the time of ignition. Thus, the adiabatic core temperature can be used within an auto-ignition integral as a simple and effective method for estimating the onset of homogeneous charge compression ignition auto-ignition. The ignition model is then validated with an experimental 92.6 anti-knock index gasoline-fuelled homogeneous charge compression ignition dataset consisting of 290 data points covering a wide range of operating conditions. The tuned ignition model predictions of [Formula: see text] have a root mean square error of 1.7° crank angle and R2 = 0.63 compared to the experiments.

A control-oriented hybrid combustion model of a homogeneous charge compression ignition capable spark ignition engine

2012 ◽  
Vol 226 (10) ◽  
pp. 1380-1395 ◽  
Author(s):  
Xiaojian Yang ◽  
Guoming G Zhu
Keyword(s):  
Homogeneous Charge Compression Ignition ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Combustion Model ◽  
Mode Transition ◽  
Compression Ignition ◽  
Combustion Mode ◽  
Combustion Phase ◽  
Compression Ignition Combustion ◽  
Homogeneous Charge

To implement the homogeneous charge compression ignition combustion mode in a spark ignition engine, it is necessary to have smooth mode transition between the spark ignition and homogeneous charge compression ignition combustions. The spark ignition–homogeneous charge compression ignition hybrid combustion mode modeled in this paper describes the combustion mode that starts with the spark ignition combustion and ends with the homogeneous charge compression ignition combustion. The main motivation of studying the hybrid combustion mode is that the percentage of the homogeneous charge compression ignition combustion is a good parameter for combustion mode transition control when the hybrid combustion mode is used during the transition. This paper presents a control oriented model of the spark ignition–homogeneous charge compression ignition hybrid combustion mode, where the spark ignition combustion phase is modeled under the two-zone assumption and the homogeneous charge compression ignition combustion phase under the one-zone assumption. Note that the spark ignition and homogeneous charge compression ignition combustions are special cases in this combustion model. The developed model is capable of simulating engine combustion over the entire operating range, and it was implemented in a real-time hardware-in-the-loop simulation environment. The simulation results were compared with those of the corresponding GT-Power model, and good correlations were found for both spark ignition and homogeneous charge compression ignition combustions.

scholarly journals Homogeneous Charge Compression Ignition Combustion: Challenges and Proposed Solutions

2013 ◽  
Vol 2013 ◽  
pp. 1-14 ◽  
Author(s):  
Mohammad Izadi Najafabadi ◽  
Nuraini Abdul Aziz
Keyword(s):  
Homogeneous Charge Compression Ignition ◽  
Fuel Efficiency ◽  
Operating Conditions ◽  
Future Research ◽  
Compression Ignition ◽  
Ignition Timing ◽  
Ic Engine ◽  
Hcci Engine ◽  
Wide Range ◽  
Homogeneous Charge

Engine and car manufacturers are experiencing the demand concerning fuel efficiency and low emissions from both consumers and governments. Homogeneous charge compression ignition (HCCI) is an alternative combustion technology that is cleaner and more efficient than the other types of combustion. Although the thermal efficiency andNOxemission of HCCI engine are greater in comparison with traditional engines, HCCI combustion has several main difficulties such as controlling of ignition timing, limited power output, and weak cold-start capability. In this study a literature review on HCCI engine has been performed and HCCI challenges and proposed solutions have been investigated from the point view ofIgnition Timingthat is the main problem of this engine. HCCI challenges are investigated by many IC engine researchers during the last decade, but practical solutions have not been presented for a fully HCCI engine. Some of the solutions are slow response time and some of them are technically difficult to implement. So it seems that fully HCCI engine needs more investigation to meet its mass-production and the future research and application should be considered as part of an effort to achieve low-temperature combustion in a wide range of operating conditions in an IC engine.

Experimental optimization of a direct injection homogeneous charge compression ignition gasoline engine using split injections with fully automated microgenetic algorithms

2003 ◽  
Vol 4 (1) ◽  
pp. 47-60 ◽  
Author(s):  
M Canakci ◽  
R D Reitz
Keyword(s):  
Homogeneous Charge Compression Ignition ◽  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Operating Conditions ◽  
Spray Angle ◽  
Injection Timing ◽  
Compression Ignition ◽  
Engine Operation ◽  
Homogeneous Charge

Homogeneous charge compression ignition (HCCI) is receiving attention as a new low-emission engine concept. Little is known about the optimal operating conditions for this engine operation mode. Combustion under homogeneous, low equivalence ratio conditions results in modest temperature combustion products, containing very low concentrations of NOx and particulate matter (PM) as well as providing high thermal efficiency. However, this combustion mode can produce higher HC and CO emissions than those of conventional engines. An electronically controlled Caterpillar single-cylinder oil test engine (SCOTE), originally designed for heavy-duty diesel applications, was converted to an HCCI direct injection (DI) gasoline engine. The engine features an electronically controlled low-pressure direct injection gasoline (DI-G) injector with a 60° spray angle that is capable of multiple injections. The use of double injection was explored for emission control and the engine was optimized using fully automated experiments and a microgenetic algorithm optimization code. The variables changed during the optimization include the intake air temperature, start of injection timing and the split injection parameters (per cent mass of fuel in each injection, dwell between the pulses). The engine performance and emissions were determined at 700 r/min with a constant fuel flowrate at 10 MPa fuel injection pressure. The results show that significant emissions reductions are possible with the use of optimal injection strategies.

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