Combustion Characteristics of HCCI in Motorcycle Engine

Homogeneous charge compression ignition (HCCI) is recognized as an advanced combustion system for internal combustion engines that reduces fuel consumption and exhaust emissions. This work studied a 150 cc air-cooled, four-stroke motorcycle engine employing HCCI combustion. The compression ratio was increased from 10.5 to 12.4 by modifying the cylinder head. Kerosene fuel was used without intake air heating and operated at various excess air ratios (λ), engine speeds, and exhaust gas recirculation (EGR) rates. Combustion characteristics and emissions on the target engine were measured. It was found that keeping the cylinder head temperature at around 120–130°C is important for conducting a stable experiment. Two-stage ignition was observed from the heat release rate curve, which was calculated from cylinder pressure. Higher λ or EGR causes lower peak pressure, lower maximum rate of pressure rise (MRPR), and higher emission of CO. However, EGR is better than λ for decreasing the peak pressure and MRPR without deteriorating the engine output. Advancing the timing of peak pressure causes high peak pressure, and hence increases MRPR. The timing of peak pressure around 10–15 degree of crank angle after top dead center indicates a good appearance for low MRPR.

Combustion Characteristics of HCCI in Motorcycle Engine

Homogeneous charge compression ignition (HCCI) is recognized as an advanced combustion system of internal combustion engine for reducing fuel consumption and exhaust emissions. This paper studied a 150 cc air-cooled four-stroke motorcycle engine operating HCCI combustion. The compression ratio was increased from 10.5 to 12.4 by modifying the cylinder head. The kerosene fuel was used without intake air heating and operated at various excess air ratios (λ), engine speeds, and EGR rates. The combustion characteristics and emissions on the target engine were measured. It was found that keeping the cylinder head temperature at around 120–130°C is important for stable experiment. Two-stage ignition was observed from the heat release rate curve, which was calculated from the cylinder pressure. Higher first stage ignition temperature causes higher peak cylinder gas temperature. Higher λ or EGR causes lower peak pressure, lower maximum rate of pressure rise (MRPR), and higher emission CO. However, EGR is better than excess air for decreasing the peak pressure and MRPR without deteriorating the engine output.