Review on Research and Development of HCCI Technology

Transcription

1 5 Review on Research and Development of HCCI Technology P. V. Ramana, Research Scholar, Mechanical Dept., JNTU Anantapur, Anantapur, India D. Maheswar, Professor, Mechanical Dept, KMIT, Hyderabad B. Umameheswer Gowd, Professor, Mechanical Dept., JNTU Anantapur, Anantapur ABSTRACT To protect the environment and to minimize the effect of pollutants on human health, restrictions to follow, toward development of engines become more and more stringent. Now a days the challenges facing are mainly emissions (NO X and soot) and Fuel economy.one is design of most fuel efficient engines by improving the technology and other is developing environmental friendly internal combustion engine so as to meet the future emission standards this the main goals of engine researchers to develop engines such as Hybrid vehicles, Fuel cells GDI engines HCCI engines with advanced design simulations by using efficient electronic and electrical devices. Homogeneous Charge Compression Ignition (HCCI) technology engine combustion has potentially highly efficient and to produce low emissions. HCCI engines, it also can have high efficiency as compression-ignition direct-injection (CIDI) engines (an advancement of existing diesel engine), and producing ultra-low oxides of nitrogen (NOx) and particulate matter (PM) emissions. HCCI engines can operate on gasoline, diesel fuel, and most alternative fuels. HCCI represents the next major step beyond high efficiency CIDI and spark-ignition, direct-injection (SIDI) engines for use in transportation vehicles. In some regards, HCCI engines incorporate the best features of both spark ignition (SI) gasoline engines and CIDI engines. Like an SI engine, the charge is well mixed which minimizes particulate emissions, and like a CIDI engine it is compression has no throttling losses, which leads to high efficiency. However, unlike either of these conventional engines, combustion occurs simultaneously throughout the cylinder volume rather than in a flame front. This paper reviews the technology involved in HCCI engine development, and its merits and demerits. The challenges encountered and recent developments in HCCI engine are also discussed in this paper. Keywords: NO X, HCCI, CIDI, PM, SIDI, VCR, VVT 1. INTRODUCTION The charge introducing in SI engine is mixing of fuel and air in the carburetor and introducing in the combustion chamber so it is a homogeneous mixture and the problems associated with SI engine is Heterogeneous combustion and knocking (end gas combustion) but in case of CI engine the fine atomized spray of fuel is mixing with compressed air in the engine cylinder so introducing fuel in the combustion chamber is heterogeneous mixture and taking combustion by auto ignition at higher pressure is heterogeneous combustion and the problems associated with CI engine is Heterogeneous combustion,early stage combustion knocking and releasing High NO X and particulates. Because of increasingly stringent fuel Consumption and emissions standards, engine manufacturers are facing the challenges to deliver conventional vehicles that abide by the regulations of emission norms. To overcome the problems in the present combustion of SI and CI engines alternate searches have been started by the researchers by taking in consideration of both homogeneous combustion of SI engine and Heterogeneous combustion of CI engine. HCCI combustion is the combined mix of these two and has the potential to be high efficient and to produce low emissions [19] and also HCCI engines can have efficiencies as high as compression-ignition, directinjection (CIDI) engines (an advanced diesel engine), HCCI engines producing ultra-low oxides of nitrogen (NOx) with exhaust gas recirculation(egr) and low particulate matter (PM) emissions. And also HCCI engines can operate on many fuels like gasoline, diesel fuel, and most alternative fuels. HCCI has been demonstrated and known for quite some time, as it has a potential practical reality, and made as recent advent of electronic sensors and controls HCCI engine. 2.0 H CCI COMBUSTION What is HCCI? HCCI is an alternative technology to the present existing combustion process by reciprocating CI engines and can produce efficiencies as high as compared to compressionignition, direct-injection (CIDI) engines (we known commonly as diesel engine), unlike CIDI engines, producing ultra-low oxides of nitrogen (NOx) [7] and particulate matter (PM) emissions while using HCCI combustion technology with EGR. HCCI engines can operate on the principle of using a dilute, premixed charge that reacts and burns volumetrically throughout the cylinder as it is compressed by the piston [8]. In some cases, HCCI technology incorporates the best features of both spark ignition (SI) and compression ignition (CI). As

2 6 in an SI engine, before combustion starts fuel and air will mix in correct proportions so it is a homogenous combustion. In the similar way in HCCI engine also fuel and air mixes before combustion starts so it is like SI engine.in another way as CI engine fuel is injected at high pressure at the end of compression so air fuel mixture is not homogeneous but it burns due to high pressure and temperature at the end of compression stroke by auto ignition.in that way HCCI combustion also similar like CI engine because of auto ignition. As shown in figure te charge is well traditional combustion (left) uses a spark to ignite the mixture. HCCI (right) uses piston compression for a more complete ignition. HCCI engine eliminates throttling losses working with high compression ratios and having shorter combustion duration (No Flame front, so distance to travel)and also it is having Fuel-flexibility and economy SI engine HCCI engine Homogeneous Charge Compression Ignition (HCCI) Engines is a form of internal combustion in which the fuel and air are compressed to the point of auto ignition. That means no spark is required to ignite the fuel/air mixture creates the same amount of power as a traditional engine, but uses less fuel. HCCI incorporates the best features of both spark ignition (SI) and compression ignition (CI).It an SI engine, the charge is well mixed, which minimizes particulate emissions and it is an CI engine, the charge is compression ignited and has no throttling losses, which leads to high efficiency. The combustion with HCCI is a given concentration of fuel and air will spontaneously ignite when it reaches its auto-ignition temperature [16] so it with Homogeneous mixture, homogeneous combustion and absence of flame propagation, simultaneous oxidation of the entire charge, unlike conventional engines, the combustion occurs simultaneously throughout the volume rather than in a flame front. This important attribute of HCCI allows combustion to occur at much lower temperatures; dramatically reducing engine-out emissions of NOx. 3.0 EARLIER WORK OUT AN OUT LINE OF HCCI There are majorly three stages of Research development in HCCI Engine First stage is from 1973 to 1983, second stage is from 1983 to 1998 and third stage is from 1998 to till date Following are the details of Researchers and development of HCCI engine. Onishi et al. [1979]was first discovered HCCI combustion as an alternative combustion mode for two-stroke IC engines and successfully utilized a perceived drawback of run-on combustion with high level of residuals and high initial temperature at light load condition to achieve a stable lean combustion with lower exhaust emissions, specifically unburned hydrocarbons, and fuel consumption. This new combustion technology was named Active Thermo-Atmosphere Combustion (ATAC) [23]. Onishi et al. observed that the critical parameter to obtain ATAC was the initial temperature of the well-mixed charge consisting of fuel, air and residuals by observing the combustion process in an optical engine. They found that during this combustion mode there was no discernable flame propagating through the chamber, indicating combustion occurred as a multi-center auto ignition process. Noguchi et al.in the same year [1979] conducted a spectroscopic analysis on two stroke opposed piston engine of HCCI combustion. They measured high levels of CHO, HO2, and O radicals within the cylinder prior to auto ignition, which demonstrated that pre-ignition chemical reactions had occurred and these reactions contributed to the autoigniton. After autoigintion took place, H, CH, and OH radicals were detected, which were indicative of high-temperature chemical reactions. In a traditional SI engine, these radical species are only associated with end-gas auto ignition, namely knock, which confirmed the similarities between the reactions of HCCI and knock in an SI engine based on previous HCCI works in two-stroke engines. In 1983 Najt and Foster conducted HCCI experiments successfully on a four-stroke engine with blends of paraffinic and aromatic fuels (used Iso-octane and Heptane as the fuel.) over a range of different engine speeds and different dilution levels. The intake air has to be heated to a high level to achieve HCCI operation due to the low level of internal residuals inherent in four-stroke engines. As compared to IC engines, compression ratio is a more critical parameter for HCCI engines, because of using high octane fuels, going for higher compression ratio for the betterment, in order to ignite the mixture at idle or near-idle conditions. However, compression ratios beyond 12 are likely to produce severe knock problems for the richer mixtures used at high load conditions. It seems that the best compromise is to select the highest possible CR to obtain satisfactory full load performance from SI fuels [Najt and Foster, 1983].R.H Thring [1989] using gasoline blends extended the work in a four-stroke engine (gasoline and diesel fuels) and suggested hybrid HCCI-SI engine, operating regime are mapped as a function of equivalence ratio and rate of external EGR. Load range limitations of

3 7 HCCI were noted and an engine operating strategy was put forward and suggested the use of HCCI mode at part load and transitioning into SI flame mode at high load condition. Thomas, Ryan et al. (1996) HCCI in four stroke engine using diesel for a wide range of C/R from 7.5:1 to 17:1.Ryan and Callahan performed a more comprehensive study of HCCI with diesel fuel looking at operation at different compression ratios [13].diesel appears poorly suited to HCCI because of the difficulty of evaporating.diesel fuel coupled with it propensity for auto ignition. The intake charge must be preheated to nearly C to evaporate fuel in the intake manifold, but the compression ratio will have to be held to 6 or 8:1 in order to avoid severely advanced combustion. Aoyama et al. (1996) compared HCCI with DDI and GDI same setup and investigated the effect of supercharging. Christensen et al. (from 1998) super charging in HCCI with three different fuels (iso octane,ethanol and CNG) Fuel stratification can extend to the low and high load limit of HCCI. The fuel injected into exhaust prior to the intake process by a direct injection accompanied with exhaust recompression strategy [Willand et al. 1998], will undergo pre-ignition reactions and thus promote whole chemical reaction system. As a consequence, the operational range can be extended toward low load conditions. However, the stratified mixture resulting from late injection leads to more NOx and even PM formation. At high load conditions using diesel type like fuels Stratification of fuel is absolutely necessary for HCCI. Although the HCCI combustion of diesel type fuels can be more easily achieved than with gasoline type fuels because of the diesel fuels lower autoignition temperature, overly advanced combustion timing can cause low thermal efficiency and serious knock at high load conditions. In addition, mixture preparation is a critical issue. There is a problem getting diesel fuel to vaporize and premix with the air due to the low volatility of the diesel fuel [Christensen et al., 1999; Peng et al., 2003]. Many of investigators [Ryan and Callahan, 1996; Christensen et al., 1999; Helmantel and Denbratt, 2004; Ra and Reitz, 2005] have indicated the potential for HCCI to reduce NOx and PM emissions. However, premixed HCCI is not likely to be developed into a practical technique for production diesel engines due to fuel delivery and mixing problems. This has led to the consideration of alternative diesel-like fuel delivery and mixing techniques, such as early directinjection HCCI and late direct-injection HCCI, which produce a stratification of equivalence ratio. Early directinjection has been perhaps the most commonly investigated approach to diesel-fueled HCCI. By appropriate configuration of the cylinder, fuel mixing with air and EGR can be promoted. However, the injector must be carefully designed to avoid fuel wall wetting, which can result in increased UHC emissions and reduced thermal efficiency [Akagawa et al., 1999]. If mixing is not achieved, NOx and PM formation will be enhanced. Combustion phasing remains a critical issue in this kind of HCCI. The UNIBUS (UNIform BUIky combustion System) using early direct-injection, which was introduced into production in 2000 on selected vehicles for the Japanese market, chose a dual injection strategy [Yanagihara, 2001]. Su et al. [2005] used multi-injection modes. The injection rate pattern, the mass ratios between pulses and the pulse number have been proved to be very important parameters in achieving acceptable results. Spark ignition has also been used for affecting the HCCI combustion initiation. For the same combustion phasing, compression ratio and inlet air temperature can be decreased with spark assistance. The effect from spark assistance decreases with decreasing equivalence ratio (φ) and can be used low to about φ = [Kontarakis et al., 2000; Hyvonen et al., 2005]. Recent advances in extending the operational range have utilized stratification at all three parameters: fuel, temperature and EGR. Fuel injection system determines mixing effect of fuel, air and EGR. For gasoline a conventional PFI injection system can form a good homogeneous mixture [Kontarakis et al., 2000]. An alternative solution to extending operating the range is to operate the engine in a hybrid mode, where the engine operates in HCCI mode at low, medium and cruising loads and switches to spark ignition (SI) mode (or diesel mode- CI) at cold start, idle and higher loads [Milovanovic et al., 2005].Urushihara et al. [2005] used SI in a stratified charge to initiate autoignition in the main homogeneous lean mixture eliminating the need to raise the temperature of the entire charge. A higher maximum IMEP was achieved with SI-CI combustion than with conventional HCCI combustion. However, nitrogen oxide (NOx) emissions increased due to the SI portion of the combustion process. The effectiveness of combustion retardation to reduce pressure-rise rates increases rapidly with increasing temperature stratification. With appropriate stratification, even a local stoichiometric charge can be combusted with low pressure-rise rates. Sjoberg et al. [2005] suggested that a combination of enhanced temperature stratification and moderate combustion retardation can allow higher loads to be reached, while maintaining a robust combustion system. The effect of EGR stratification also takes a role in enhancing stability through fuel and temperature stratifications. Controlling the coolant temperature also extends the operational range for a HCCI combustion mode [Milovanovic et al., 2005]. Additionally, Since MTBE and ethanol have low cetane numbers, two additives mixing in diesel fuel could delay overly advanced combustion phasing [Akagawa et al., 1999]. Moreover, water injection also improved

4 8 combustion phasing and increased the duration of the HCCI, which can be used to extend the high load limit [Nishijima et al., 2002]. However, UHC and CO emissions increased for all of the cases with water injection, over a broad range of water loading and injection. To investigate the fuel suitability and broaden the stable operation range for HCCI in two-stroke engines, Lida [1994, 1997] and Kojima and Norimasa [2004] performed a series of experiments using fuels such as methanol, dimethyl ether, ethanol, propane and n-butane to investigate fuel adaptation and the composition and the exhaust mechanism of the exhaust gas. In addition, Honda demonstrated the reliability of HCCI engines in a preproduction two-stroke motorcycle engine [Yamaguchi, 1997]. From simplified chemical kinetically controlled modeling and heat release analysis, they concluded that HCCI combustion is a chemical kinetic combustion process, in which HCCI auto ignition is controlled by the same low temperature (below 1000 K) chemistry as that occurring during SI engine knock and in which most of the energy release is controlled by the high temperature (above 1000 K) chemistry. They realized that HCCI suffers from uncontrolled ignition timing and limited operating range. HCCI research has continued over the past 20 years. Experiments have been conducted in four-stroke engines operating on fuels as diverse as gasoline, diesel, methanol, ethanol, LPG, natural gas, etc. with and without fuel additives, such as isopropyl nitrate, dimethyl ether (DME), di-tertiary butyl peroxide (DTBT) etc.. A variety of physical control methods (e.g., EGR) have been examined in an effort to obtain wider stable operation [Odaka et al., 1999; Ryan and Callahan, 1996; Christensen et al., 1997, 1998, 2000; Aceves et al., 1999; Allen and Law, 2002; Nordgren et al., 2004; Caton et al., 2005]. From these investigations and many others in the past five years it appears that the key to implementing HCCI is to control the charge autoignition behavior which is driven by the combustion chemistry. The choice of optimum compression ratio is not clear; and it may have to be tailored to the fuel and other techniques used for HCCI control. For early direct-injection dieselfueled HCCI engines compression ratios must also be limited to mitigate the problem of over advanced auto ignition resulting from pre-ignition chemical reactions [Gray and Ryan, 1997; Ryan et al., 2004; Helmantel et al., 2005]. For these applications other measures should be explored for control of HCCI operation at idle or near idle conditions. Another critical factor to obtain appropriate combustion phasing in HCCI is EGR [Cairns and Blaxill, 2005]. At lower load conditions for HCCI, especially, using high octane number fuels, the effect of internal EGR is to provide sufficient thermal energy to trigger autoignition of the mixture late in the compression stroke. At higher load conditions for HCCI, especially, using high cetane number fuels cold external EGR is required to retard overadvanced combustion phasing. Effects of external EGR on autoignition of the mixture are different from that of internal EGR even when both the EGR mixtures are at the same temperature [Law et al., 2002]. Intake air temperature can be used to modify HCCI combustion phasing, but the controllable range has severe limits. Outside this range the engine volumetric and thermal efficiency are largely reduced due to too advanced autoignition timing. Also variation of intake temperature is generally a slow process, so this method is not really practical, especially under a transient condition [Sjöberg et. al. 2005]. Increasing cylinder pressure through supercharging or turbo charging is an effective means to increase the engine s IMEP and extend the operational range of equivalence ratio for a HCCI combustion mode. Unfortunately, the higher cylinder pressures make autoignition control at high loads even more critical, which limits its potential application. Christensen et al. [1998] achieved high loads up to bar and ultra low NOx emissions; and by preheating the intake air CO emission was negligible. However, the typical low exhaust temperatures of HCCI require special care in turbocharger design in order to achieve high load/high efficiency operation. Hyvönen et al. [2003] investigated that the HCCI operation ranges with both mechanical supercharging and simulated turbocharging and compared with a natural aspirated SI with gasoline as fuel[2-3]. The operating range can be more than doubled with supercharging and higher brake efficiency than with a natural aspirated SI is achieved at the same loads. George et al (2000) HCCI in four stroke S.I Engine with modifies valve timings studied.in 2002 a study introduces a modeling approach for investigating the effects of valve events In a model based control strategy, to adapt the injection settings according to the air path dynamics on a Diesel HCCI engine, researcher complements existing air path and fuel path controllers, and aims at accurately controlling the start of combustion [16]. For that purpose, start of injection is adjusted based on a Knock Integral Model and intake manifold conditions Experimental results were presented, which stress the relevance of the approach. One of the most successful systems to date for achieving diesel-fueled HCCI is late-injection DI-HCCI technique known as MK (modulated kinetics) incorporated into their products of the Nissan Motor Company. In the MK system, fuel was injected into the cylinder at about 3 CAD ATDC under the condition of a high swirl in the special combustion chamber. The ignition delay is extended by

5 9 using high levels of EGR [Mase et al. 1998; Kimura et al., 2001]. In four-stroke engines with flexible valve actuation, there are several strategies for internal EGR. One is the rebreathing strategy of Law et al., [2001] where the exhaust valve remains open throughout the intake stroke; another is the exhaust recompression strategy [Zhao et al., 2002]. Milovanovic et al. [2004] demonstrated that the variable valve timing strategy has a strong influence on the gas exchange process, which in turn influences the engine parameters and the cylinder charge properties, hence the control of the HCCI process. The EVC timing has the strongest effect followed by the IVO timing, while the EVO and IVC timing have the minor effects. Caton [2005] showed that the best combination of load range, efficiency, and emissions may be achieved using a reinduction strategy with variable intake lift instead of variable valve timing. However, no strategy is able to obtain satisfactory HCCI combustion at near-idle loads. Also, under high levels of internal EGR the emissions are re-ingested in the engine and have an extra chance to be burned in the next cycle. A study introduced in 2002 which introduced a modeling approach for investigating the effects of valve events HCCI engine simulation and gas exchange processes in the framework of a full-cycle HCCI engine simulation [17]. A multi-dimensional fluid mechanics code, KIVA- 3V, was used to simulate exhaust, intake and compression up to a transition point, before which chemical reactions become important. The results are then used to initialize the zones of a multi-zone, thermo-kinetic code, which computes the combustion event and part of the expansion. After the description and the validation of the model against experimental data, the application of the method was illustrated in the context of variable valve actuation. It has been shown that early exhaust valve closing, accompanied by late intake valve opening, has the potential to provide effective control of HCCI combustion. With appropriate extensions, that modeling approach can account for mixture in homogeneities in both temperature and composition, resulting from gas exchange, heat transfer and insufficient mixing. Simulations of combustion of direct injection gasoline sprays in a conventional diesel engine were presented and emissions of gasoline fueled engine operation were compared with those of diesel fuel [18]. A multidimensional CFD code, KIVA-ERC-Chemkin that is coupled with Engine Research Center (ERC)-developed sub-models and the Chemkin library, was employed[14-19]. The oxidation chemistry of the fuels was calculated using a reduced mechanism for primary reference fuel, which was developed at the ERC. The results show that the combustion behavior of DI gasoline sprays and their emission characteristics are successfully predicted and are in good agreement with available experimental measurements for a range of operating conditions. It is seen that gasoline has much longer ignition delay than diesel for the same combustion phasing, thus NOx and particulate emissions are significantly reduced compared to the corresponding diesel cases. The results of parametric study indicate that expansion of the operating conditions of DI compression ignition combustion is possible. Further investigation of gasoline application to compression ignition engines is recommended. A multi-pulse injection strategy for premixed charge compression ignition (PCCI) combustion was investigated in a four-valve, direct-injection diesel engine by a computational fluid dynamics (CFD) simulation using KIVA-3V code coupled with detailed chemistry[14]. The effects of fuel splitting proportion, injection timing, spray angles, and injection velocity were examined. The mixing process and formation of soot and nitrogen oxide (NOx) emissions were investigated as the focus of the research. The results showed that the fuel splitting proportion and the injection timing impacted the combustion and emissions significantly due to the considerable changes of the mixing process and fuel distribution in the cylinder. While the spray, inclusion angle and injection velocity at the injector exit, can be adjusted to improve mixing, combustion and emissions, appropriate injection timing and fuel splitting proportion must be jointly considered for optimum combustion performance. Many Numerical and experimental investigations were presented with regard to homogeneous- charge compression- ignition for different fuels. In one of the dual fuel approach, N-heptane and n-butane were considered for covering an appropriate range of ignition behaviour typical for higher hydrocarbons[15].starting from detailed chemical mechanisms for both fuels, reaction path analysis was used to derive reduced mechanisms, which were validated in homogeneous reactors and showed a good agreement with the detailed mechanism. The reduced chemistry was coupled with multi zone models (reactors network) and 3D-CFD through the Conditional Moment Closure (CMC) approach. Three-dimensional time-dependent CFD simulations of auto ignition and emissions were reported for an idealized engine configuration under HCCI-like operating conditions [19]. The emphasis is on NOx emissions. Detailed NOx chemistry is integrated with skeletal auto ignition mechanisms for n-heptane and iso-octane fuels. A storage/retrieval scheme is used to accelerate the computation of chemical source terms, and turbulence/chemistry interactions were treated using a transported probability density function (PDF) method. Simulations include direct in-cylinder fuel injection, and feature direct coupling between the stochastic Lagrangian fuel-spray model and the gas-phase stochastic Lagrangian

6 10 PDF method. For the conditions simulated, consideration of turbulence/chemistry interactions is essential. Simulations that ignore these interactions fail to capture global heat release and ignition timing, in addition to emissions. For these lean, low-temperature operating conditions, engine-out NOx levels are low and NOx pathways other than thermal NO are dominant. Engine-out NO 2 levels exceed engine-out NO levels in some cases. Incylinder in homogeneity and unmixedness must be considered for accurate emissions predictions. These findings are consistent with results that have been reported recently in the HCCI engine literature. Determining the effects of EGR on HCCI engine operation is just one of many automotive applications that can be modeled with CHEMKIN-PRO s HCCI Combustion Model. For the user needing more accurate emission results, the Multi-zone model allows specifying nonuniform initial conditions and heat transfer for regions within the cylinder [20]. In 2007 research [21] demonstrated the relevance of motion planning in the control of the coupled air path dynamics of turbocharged Diesel engines using Exhaust Gas Recirculation [20]. For the HCCI combustion mode, very large rates of burned gas need to be considered and proven on realistic test-bench cases that the proposed approach can handle such situations. Despite strong coupling, the air path dynamics has nice properties that make it easy to steer through control strategy. Its triangular form yields exponential convergence over a wide range of set points. It can also be shown, through a simple analysis, to satisfy operational constraints, provided transient are chosen sufficiently smooth. A storage/retrieval technique for a Stochastic Reactor Model (SRM) for HCCI engines was suggested [22]. This technique enables fast evaluation in transient multi-cycle simulations. The SRM uses detailed chemical kinetics, accounts for turbulent mixing and convective heat transfer, and predicts ignition timing, cumulative heat release, maximum pressure rise rates, and emissions of CO, CO2, unburnt hydrocarbons, and NOx. As an example, research shown that, when coupled to a commercial 1D CFD engine modeling package, the tabulation scheme enables convenient simulation of transient control, using a simple table on a two-dimensional parameter space spanned by equivalence ratio and octane number. It was believed that the developed computational tool will be useful in identifying parameters for achieving stable operation and control of HCCI engines over a wide range of conditions. Furthermore, a tabulation tool enables multi-cycle and multi-cylinder simulations, and thereby allows studying conveniently phenomena like cycle-to-cycle and cylinderto-cylinder variations. In particular, simulations of transient operation and control, design of experiments, and optimization of engine operating parameters become feasible. 3.1 Research on Development of HCCI Japan and European countries have aggressive research and development (R&D) programs in HCCI, including both public- and private-sector components. Many of the leading HCCI developments to date have come from these countries. In fact, two engines are already in production in Japan that use HCCI during a portion of their operating range: Nissan is producing a light truck engine that uses intermittent HCCI operation and diesel fuel, and Honda is producing a 2-strokecycle gasoline engine using HCCI for motor cycles. HCCI engines cannot be ignored. HCCI combustion is achieved by controlling the temperature, pressure, and composition of the fuel and air mixture so that it spontaneously ignites in the engine. This control system is fundamentally more challenging than using a spark plug or fuel injector to determine ignition timing as used in SI and CIDI engines, respectively. The recent advent of electronic engine controls has enabled consideration of HCCI combustion for application to commercial engines. Even so, several technical barriers must be overcome to make HCCI engines applicable to a wide range of vehicles and viable for high volume production. 3.2 Recent Developments in HCCI 1. Turbo charging initially proposed to increase power but the challenges for turbo charging is Exhaust gas temperatures low (300 to 350 c) because of high compression ratio. Post turbine exhaust gas temperature must be high enough to preheat intake fuel-air mixture in HE.The solution for turbo charging is use VGT (Variable Geometry Turbine) which allows for a greater range of turbine nozzle area, better chance to achieve high boost. Combining turbo charging and super charging may be beneficial. 2. EGR (Exhaust Gas Re-circulation) can be adopted for higher efficiencies and lower HC and CO emissions. The exhaust has dual effects on HCCI combustion and also it dilutes the fresh charge, delaying ignition and reducing the chemical energy and engine work also reduce the CO and HC emissions [20]. There has been an exhaustive literature search of worldwide R&D on HCCI. Ford, General Motors (GM), and Cummins Engine Company have been performing research on HCCI combustion. Ford motor company has an active research program in HCCI combustion. Researchers are using optical diagnostics in single-cylinder engines to explore viable HCCI operating regimes and to investigate methods of combustion control. In addition, chemical kinetic and cycle simulation models are being applied to better understand the

7 11 fundamentals of the HCCI process and to explore methods of implementing HCCI technology. General motors at a research level, is evaluating the potential for incorporating HCCI combustion into engine systems. This work includes assessing the strengths and weaknesses of HCCI operation relative to other advanced concepts, assessing how best to integrate HCCI combustion into a viable power train, and the development of appropriate modeling tools. Work is focused on fuels, combustion control, combustion modeling, and mode transitioning between HCCI and traditional SI or CI combustion.gm is also supporting HCCI work at the university level. Cummins has been researching HCCI for almost 15years. Industrial engines run in-house using HCCI combustion of natural gas have achieved remarkable emission and efficiency results. However, Cummins has found that it is quite challenging to control the combustion phasing over real-world operating envelope including variations in ambient conditions, fuel quality variation, speed and load. Because the new diesel emissions targets are beyond the capability of conventional diesel engines, Cummins is investigating all options, including HCCI, as part of their design palette and future engine strategy 3.3 Future of HCCI The future of HCCI looks promising Major companies such as GM, Mercedes-Benz, Honda, and Volkswagen have invested in HCCI research. Preliminary prototype figures show that HCCI cars can achieve in the area of 43 mpg.general Motors has demonstrated Opel Vectra and Saturn Aura with modified HCCI engines. Mercedes-Benz has developed a prototype engine called Dies Otto, with controlled auto ignition. It was displayed in its F- 700 concept car at the 2007 Frankfurt Auto Show Volkswagen are developing two types of engine for HCCI operation. The first, called Combined Combustion System or CCS, is based on the VW Group 2.0-litre diesel engine but uses homogenous intake charge rather than traditional diesel injection. It requires the use of synthetic fuel to achieve maximum benefit. The second is called Gasoline Compression Ignition or GCI; it uses HCCI when cruising and spark ignition when accelerating. Both engines have been demonstrated in Tourna prototypes, and the company expects them to be ready for production in about In May 2008, General Motors gave Auto Express access to a Vauxhall Insignia prototype fitted with a 2.2-litre HCCI engine, which will be offered alongside their ecoflex range of small-capacity, turbocharged petrol and diesel engines when the car goes into production. Official figures are not yet available, but fuel economy is expected to be in the region of 43mpg with carbon dioxide emissions of about 150 grams per kilometer, improving on the 37mpg (miles per gallon) and 180g/km produced by the current 2.2-litre petrol engine. The new engine operates in HCCI mode at low speeds or when cruising, switching to conventional spark-ignition when the throttle is opened Figure: Prototype HCCI car from Saturn 3.4 Challenges for HCCI Significant challenges include the control of temperature /composition of charge by providing High compression ratio, preheating of induction gases, Forced induction and Retaining or reintroducing exhaust gases. HCCI combustion is achieved by controlling the temperature, pressure and composition of the air/fuel mixture so that it auto ignites near top dead centre (TDC) as it is compressed by the piston [21]. This mode of ignition is fundamentally more challenging than using a direct control mechanism such as a spark plug or fuel injector to dictate ignition timing as in SI and CIDI engines, respectively. While HCCI has been known for some twenty years, it is only with the recent advent of electronic engine controls that HCCI combustion can be considered for application to commercial engines. Even so, several technical barriers must be overcome before HCCI engines will be viable for production and application to a wide range of vehicles. The following describes the more significant challenges for developing practical HCCI engines for transportation. Greater detail regarding these technical barriers, potential solutions, and the R&D needed to overcome them are provided in this section. Some of these issues could be mitigated or eliminated if the HCCI engine was used in a series hybrid-electric application, as discussed above Controlling Ignition Timing over a Range of Speeds and load. Controlling Ignition Timing and Burn Rate over a Range of Engine Speeds and Loads includes Controlling the operation of an HCCI engine over a wide range of speeds and loads is probably the most difficult hurdle facing HCCI engines [14]. HCCI ignition is determined by the charge mixture composition, its time-temperature history, and to a lesser extent pressure. Several potential control methods have been proposed to control HCCI combustion:

8 12 a. Varying the amount of exhaust gas recirculation (EGR), [20] b. Using a variable compression ratio (VCR), and c. Using variable valve timing (VVT) to change the effective compression ratio d. And the amount of hot exhaust gases retained in the cylinder. VCR and VVT technologies are particularly attractive because their time response could be made sufficiently fast to handle rapid transients (i.e., accelerations/ decelerations).although these technologies have shown strong potential, performance is not yet fully proven, and cost and reliability issues must be addressed. Although HCCI engines have been demonstrated to operate well at low to medium loads, difficulties have been encountered at high-load conditions. The combustion process can become very rapid and intense causing unacceptable noise, potential engine damage, and eventually, unacceptable levels of NOx[7] emissions. Preliminary research indicates the operating range can be extended significantly by partially stratifying the fuel/air/residual charge at high loads (mixture and/or temperature stratification). Several potential mechanisms exist for achieving partial charge stratification, including: in-cylinder fuel injection, water injection, varying the intake and in-cylinder mixing processes, and altering in-cylinder flows to vary heat transfer. The extent, to which these techniques can extend the operating range, while preserving HCCI benefits, is currently unknown. Because of the difficulty of high-load operation, most initial concepts involve switching to traditional SI or CIDI combustion for operating conditions where HCCI operation is more difficult. This configuration allows the benefits of HCCI to be realized over a significant portion of the driving cycle but adds the complexity of switching the engine between operating modes. The fundamental processes of HCCI combustion make cold starts difficult without some compensating mechanism. Various mechanisms for cold-starting in HCCI mode have been proposed such as using glow plugs, using a different fuel or fuel additive, and increasing the compression ratio using VCR or VVT. [17]Spark-ignition may be the most viable approach to cold-start, though it adds cost and complexity. HCCI engines have inherently low emissions of NOx and PM but relatively high emissions of hydrocarbons (HC) and carbon monoxide (CO).Some potential exists to mitigate these emissions [19] at light load by using direct in-cylinder fuel injection. However, regardless of the ability to minimize engine-out HC and CO emissions, controlling HC and CO emissions from HCCI engines will likely require use of an exhaust emission control device. Catalyst technology for HC and CO removal is well understood and has been standard equipment on gasoline-fueled automobiles for 25 years. In addition, reducing HC and CO emissions from HCCI engines is much easier than reducing NOx and PM emissions from CIDI engines. However, the cooler exhaust temperatures of HCCI engines may increase catalyst light-off time and decrease average effectiveness. Consequently, achieving stringent future emission standards for HC and CO will likely require some further development of oxidation catalysts for use with HCCI engines. Expanding the controlled operation of an HCCI engine over a wide range of speeds and loads is probably the most difficult hurdle facing HCCI engines. HCCI ignition is determined by the charge mixture composition and its temperature history (and to a lesser extent, its pressure history).changing the power output of an HCCI engine requires a change in the fueling rate and, hence, the charge mixture. As a result, the temperature history must be adjusted to maintain proper combustion timing. Similarly, changing the engine speed changes the amount of time for the auto ignition chemistry to occur relative to the piston motion. Again, the temperature history of the mixture must be adjusted to compensate. These control issues become particularly challenging during rapid transients. Several potential control methods have been proposed to provide the compensation required for changes in speed and load. Some of the most promising include varying the amount of hot EGR introduced into the incoming charge, using a VCR mechanism to alter TDC temperatures, and using VVT [17]to change the effective compression ratio and/or the amount of hot residual retained in the cylinder. VCR and VVT are particularly attractive because their time response could be made sufficiently fast to handle rapid transients. Although these techniques have shown strong potential, they are not yet fully proven, and cost and reliability issues must be addressed Extending the operating range to high load This can be done by Dual Mode Operation: Extending the Operating Range to High Loads Although HCCI engines have been demonstrated to operate well at low-to-medium loads, difficulties have been encountered at high-loads. Combustion can become very rapid and intense, causing unacceptable noise, potential engine damage, and eventually unacceptable levels of NOx emissions. Preliminary research indicates the operating range can be extended significantly by partially stratifying the charge (temperature and mixture stratification) at high loads to stretch out the heat-release event. Several potential mechanisms exist for achieving partial charge stratification, including varying in-cylinder fuel injection, injecting water, varying the intake and in-cylinder mixing processes to obtain non-uniform fuel/air/residual mixtures, and altering cylinder flows to vary heat transfer. The extent to which these techniques can extend the operating

9 13 range is currently unknown and R&D will be required. Because of the difficulty of high-load operation, most initial concepts involve switching to traditional SI or CI combustion for operating conditions where HCCI operation is more difficult. This dual mode operation provides the benefits of HCCI over significant portion of the driving cycle but adds to the complexity by switching the engine between operating modes Cold-start capability This can be achieved by using glow plugs and Start the engine in spark-ignition mode. At cold start, the compressed-gas temperature in an HCCI engine will be reduced because the charge receives no preheating from the intake manifold and the compressed charge is rapidly cooled by heat transferred to the cold combustion chamber walls. Without some compensating mechanism, the low compressed-charge temperatures could prevent an HCCI engine from firing. Various mechanisms for cold-starting in HCCI mode have been proposed, such as using glow plugs, using different fuel or fuel additive, and increasing the compression ratio using VCR or VVT. Perhaps the most practical approach would be to start the engine in spark-ignition mode and transition to HCCI mode after warm-up. For engines equipped with VVT, it may be possible to make this warm-up period as short as a few fired cycles, since high levels of hot residual gases could be retained from previous spark-ignited cycles to induce HCCI combustion. Although solutions appear feasible, significant R&D will be required to advance these concepts and prepare them for production engines. In Partial HCCI mode the engine is cold-started as an SI or CI engine, and then switched to HCCI mode for idle and low- to mid-load operation to obtain the benefits of HCCI in this regime. For high-load operation, the engine would again be switched to SI or CI operation Hydrocarbon and Carbon Monoxide Emissions HCCI engines have inherently low emissions of NOx and PM, but relatively high emissions of hydrocarbons (HC) and carbon monoxide (CO).Some potential exists to mitigate these emissions [19] at light load by using direct in-cylinder fuel injection to achieve appropriate partialcharge stratification. However, in most cases, controlling HC and CO emissions from HCCI engines will require exhaust emission control devices. Catalyst technology for HC and CO removal is well understood and has been standard equipment on automobiles for many years. However, the cooler exhaust temperatures of HCCI engines may increase catalyst light-off time and decrease average effectiveness. As a result, meeting future emission standards for HC and CO will likely require further development of oxidation catalysts for lowtemperature exhaust streams. However, HC and CO emission control devices are simpler, more durable, and less dependent on scarce, expensive precious metals than are NOx and PM emission control devices. Thus, simultaneous chemical oxidation of HC and CO (in an HCCI engine) is much easier than simultaneous chemical reduction of NOx and oxidation of PM (in a CIDI engine). In addition, HC and CO emission control devices are simpler, more durable, and less dependent on scarce, expensive precious metals. 4.0 REDUCTION OF EMISSIONS HCCI engines also have lower engine-out NOx. And have substantially lower emissions of PM. The low emissions of PM and NOx in HCCI engines are a result of the dilute homogeneous air and fuel mixture. The charge in an HCCI engine may be made dilute by being very lean by EGR.[20] To reduce the emission,[10] Technology changes, such as engine modifications, exhaust gas recirculation, and catalytic after treatment, take longer to fully implement, due to slow fleet turnover. However, they eventually result in significant emission reductions and will be continued on an ever-widening basis in the United States and worldwide. New technologies, such as hybrids and fuel cells, show significant promise in reducing emissions from sources currently dominated by diesel use. Lastly, the turnover of trucks and especially off-road equipment is slow; pollution control agencies need to address existing emissions with in-use programs, such as exhaust trap retrofits and smoke inspections such a program is underway in California. These and other steps that can be continued and improved will allow the use of the diesel engine, with its superior fuel consumption, to continue to benefit society while greatly reducing its negative environmental and health impacts. The further development of combustion engines continues to be driven by the following legal, social and economic factors: legislation on exhaust gas is becoming more and more restrictive; fuel consumption needs to be reduced in view of global CO 2 emission and the limited fossil resources. In the commercial vehicle segment, the diesel engine has always been prevalent due to its robustness and unequalled efficiency. In the years to come, however, future emission limits will require the simultaneous reduction of nitrogen oxides (NOx) and particulate emissions [7] to extremely low values throughout most of the world. 4.1 Advantages of HCCI In order to achieve particularly favorable soot and NOX emissions, The combustion always occurs with excess air, just as with the diesel engine, which also has a positive effect on the specific fuel consumption this Can achieve up to 15% fuel savings and also Lower peak temperature leads to cleaner combustion/lower emissions Relative to SI gasoline engines, HCCI engines are more efficient, approaching the efficiency of a CIDI engine. HCCI can

10 14 use gasoline, diesel, or most alternative fuels.hcci automobiles could reduce greenhouse gas emissions the advantages of HCCI are numerous and depend on the combustion system to which it is compared. Relative to SI gasoline engines, HCCI engines are more efficient, approaching the efficiency of acidi engine. This improved efficiency results from three sources: the elimination of throttling losses, the use of high compression ratios (similar to acidi engine), and a shorter combustion duration (since it is not necessary for a flame to propagate across the cylinder). HCCI engines also have lower engine-out NOx than SI engines. Although threeway catalysts are adequate for removing NOx from current-technology SI engine exhaust, low NOx is an important advantage relative to spark-ignition, directinjection (SIDI) technology, which is being considered for future SI engines. Relative to CIDI engines, HCCI engines have substantially lower emissions of PM and NOx.(Emissions of PM and NOx are the major impediments to CIDI engines meeting future emissions standards and are the focus of extensive current research.) The low emissions of PM and NOx in HCCI engines are a result of the dilute homogeneous air and fuel mixture in addition to low combustion temperatures. The charge in an HCCI engine may be made dilute by being very lean, by stratification, by using exhaust gas recirculation (EGR), or some combination of these. Because flame propagation is not required, dilution levels can be much higher than the levels tolerated by either SI or CIDI engines. Combustion is induced throughout the charge volume by compression heating due to the piston motion, and it will occur in almost any fuel/air/exhaust-gas mixture once the 800 to 1100 K ignition temperature (depending on the type of fuel) is reached. In contrast, in typical CI engines, minimum flame temperatures are 1900 to 2100 K, high enough to make unacceptable levels of NOx. Additionally, the combustion duration in HCCI engines is much shorter than in CIDI engines since it is not limited by the rate of fuel/air mixing. This shorter combustion duration gives the HCCI engine an efficiency advantage. Finally, HCCI engines maybe lower cost than CIDI engines since they would likely use lower-pressure fuel-injection equipment Tests have also shown that under optimized conditions HCCI combustion can be very repeatable, resulting in smooth engine operation. The emission control systems for HCCI engines have the potential to be less costly and less dependent on scarce precious metals than either SI or CIDI engines. HCCI is potentially applicable to both automobile and heavy truck engines. In fact, it could be scaled to virtually every size-class of transportation engines from small motorcycle to large ship engines. HCCI is also applicable to piston engines used outside the transportation sector such as those used for electrical power generation and pipeline pumping. 4.2 Disadvantages However the following disadvantages may also be taken for the study of HCCI a) Higher cylinder peak pressures may damage the engine b) Auto-ignition is difficult to control c) HCCI Engines have a smaller power range 4.3 Limitations of HCCI 1. Inability to control the combustion initiation 2. Problems in controlling the rate of combustion over the whole speed and load range 3. Requirements of some external setups to preheat the air 4. It can be operated only for a selected range of 5. Depending on the method used to facilitate HCCI combustion, strong cycle-to-cycle variations can occur. This poses a control problem, but is also a threat for the HCCI combustion 5. The HCCI engine has relatively high friction losses due to the low power density. 6. if misfire occurs, the gas mixture during the next cycle will be too cold for auto-ignition to occur (unless intake air heating is used) and the engine will stop 5.0 SCOPE FOR FURTHER STUDY ON HCCI To overcome the constraints of combustion control, disadvantages and limitations still further scope is wide open to go through the following for the further study a) Ignition Timing Control b) Engine Cold-Start c) Heat release rate d) Multi-Cylinder Engine Effects e) Fuel System f) Engine Control Strategies and Systems g) Engine Transient Operation 6.0 CONCLUSIONS A high-efficiency, gasoline-fueled HCCI engine represents a major step beyond SIDI engines for light-duty vehicles. HCCI engines have the potential to match or exceed the efficiency of diesel-fueled CIDI engines without the major challenge of NOx and PM emission control or major impact on fuel-refining capability. Also, HCCI engines would probably cost less than CIDI engines because HCCI engines would likely use lower-pressure fuel-injection equipment and the combustion characteristics of HCCI would potentially enable the use of emission control devices that depend less on scarce and expensive precious metals. In addition, for heavy-duty vehicles, successful development of the diesel-fueled HCCI engine is an important alternative strategy in the event that CIDI