Homogeneous Charge Compression Ignition Engines

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1 Homogeneous Charge Compression Ignition Engines Swapnil P. Awate 1, Shreya B. Bhangare 2, Dhairya S. Deore 3 awatesp123@rediffmail.com 1, shreya.bhangare@gmail.com 2, dhairya.deore24@gmail.com 3 1, 2, 3 Department of Mechanical Engineering Sandip Institute of Technology & Research Centre, Nasik 1, 2, 3 Abstract Reducing exhaust emissions and increasing the fuel economy of internal combustion engines are of global importance. To meet the demand of economy, energy conservation, less environmental harmful exhaust emissions, especially carcinogenic NOx and responsibility for a greenhouse effect CO2 and higher thermal efficiency present generation engines must be characterized by low fuel consumption, high thermal efficiency, reliability, low price and low cost of usage. Homogeneous charge compression ignition (HCCI) combustion is an alternative to current engine combustion systems; it has the potential nearly to eliminate engine-out NOx emissions while producing diesellike engine efficiencies, when a pre mixture of gas-phase fuel and air is burned spontaneously and entirely by an auto ignition process. However, due to the absence of an immediate means of stable operation over a wide range of conditions and transient control have proven challenging and have so far prevented commercialization. HCCI engines can operate on gasoline, diesel fuel and most alternative fuels. HCCI combustion is achieved by controlling the temperature, pressure and composition of the fuel and air mixture so that it can spontaneously ignite. This control system is fundamentally more challenging than using a spark plug or fuel injector to determine ignition timing as used in SI and DI engines respectively. Keywords Alternate Fuels, Commercialization, Fuel Efficiency HCCI, Lower Emission. control on exhaust such as HC and CO is the biggest challenge in front of us. In order to overcome the emission problem we can use the various alternative fuels with HCCI. This paper focuses on study of HCCI engine and use of alternative fuels in HCCI engine as a future scope. The HCCI concept, which is proposed as an ultimate method of lean burn, is completely different from other conventional combustion concepts like spark or compression ignition. But, HCCI has characteristics of these two most popular forms of combustion used in SI (spark ignition) engines- homogeneous charge spark ignition (gasoline engines) and CI engines: stratified charge compression ignition (diesel engines). HCCI combustion has the potential to be highly efficient and to produce low emissions [1]. The fundamental limitation in both the combustion processes is Heterogeneous temperature distribution resulting in local high temperatures compared to mean bulk temperature of mixture As in homogeneous charge spark ignition, the fuel and oxidizer are mixed together. However, rather than using an electric discharge to ignite a portion of the mixture, the density and temperature of the mixture are raised by compression until the entire mixture reacts spontaneously. I. INTRODUCTION HCCI engine offers thermal efficiencies comparable to those attained by high compression ratio throttle less diesel engines while maintaining the smoke free operation of spark ignited engines. Many researchers working on this technology performed numerical calculations of the HCCI process for natural gas as an alternative fuel. Results of their investigations confirmed those assumptions. Although the calculated parameters such as efficiency, fuel consumption and emissions agreed well with the experimental findings, the Fig. 1 No prominent flame front is observed in HCCI combustion [4]. The mode of combustion is premixed Stratified charge compression ignition also relies on temperature and density increase resulting from compression, but combustion occurs at the boundary of fuel-air mixing, caused by an injection event, to initiate combustion. IJETT ISSN: September 2014 Volume 1 Issue 1 129

2 Homogeneous Charge Compression Ignition (HCCI) combustion is an alternate combustion process in which a homogenous charge is achieved and it is ignited by compression. As the mixture is homogenous in nature there doesn t exist local rich or lean zone. The ignition starts at several sites in the body of mixture and there is no prominent flame front. This results in uniform temperature distribution. Thus, HCCI combustion can be characterized by very Low NOx and Soot Emissions. II. HISTORY HCCI combustion was discovered as an alternative way for two stroke engines. A first study was made by Onishi et al. [2] in This completely new type of combustion adapted to the piston engines has been called Active-Thermo Atmosphere Combustion as a promising alternative for existing spark and diesel engines. In 1983 the first four stroke engine in HCCI mode was tested. Experiments were performed with blends of paraffinic and aromatic fuels over a range of engine speed and dilution levels. Volkswagen have the GCI (gasoline controlled ignition) and CCS (combined combustion system), which are implementations of gasoline and diesel HCCI variants. CCI have been demonstrated in their Touran model, but are not ready for production. General Motors have developed a technology called Ecotec, which is currently tested in the US model Saturn Aura. The engine uses variable valve timing, direct injection and electric cam phasing to achieve proper timing of HCCI combustion with gasoline. Mercedes have demonstrated an HCCI engine and calls their technology DiesOtto, which is a gasoline engine with the ability to switch to auto ignition combustion mode. intake air heating arrangement, variable valve timing arrangement with independent control mated to a gasoline DI engine. Performance of OKP engine is compared with PFI and SC-DISI engines and found better by several orders. III. WORKING PRINCIPLE The HCCI concept, which is proposed as an ultimate method of lean burn, is completely different from other conventional combustion concepts like spark or compression ignition. In the HCCI engine homogeneous mixture is created and it depends on solution in the intake system or inside the cylinder. Homogeneous charge or air is drawn into the cylinder during suction stroke and compressed to high enough temperature and pressure. To achieve homogeneous spontaneous ignition of the charge preferable near TDC, high intake temperature and the high compression ratio are required. In contrast to SI and CI engines HCCI combustion lacks from the flame propagation [4]. Combustion initiation occurs simultaneously at whole volume of combustion chamber and burns at the same time. The principle of these engines consists of producing an airfuel mixture in the combustion chambers which is considerably diluted by a high concentration of exhaust gases re-injected or kept in the chamber. In addition, this mixture must be perfectly homogeneous. On compression, combustion occurs spontaneously by auto ignition. This phenomenon is facilitated by the high temperature of the gases re-injected or retained during the premix. This type of combustion remains difficult to control and stability is reduced. Fig. 2 Schematic representation of OKP engine used by Yang et al, Note the fast response hot intake air system [3]. The prototype engine, which was presented in 2008, is a very complex HCCI engine with features such as variable compression ratio, variable valve timing and variable geometry turbo charging. Yang et al [3] developed an OKP (Optimised Kinetic Process) engine. It includes fast response Fig. 3 Working of an HCCI Engine The engine ECU has to manage the quantity of fuel injected and the quantity of burned gas re-injected very accurately, in order to preserve this stability. However, Diesel engines work better in HCCI mode in a significant range of engine speeds. Such engines interesting candidates for equipping hybrid IJETT ISSN: September 2014 Volume 1 Issue 1 130

3 vehicles capable of using internal combustion are in a restricted range of engine speeds. a. Reduction of Harmful Emissions Homogeneous charge compression ignition, or HCCI, is generally regarded as a promising technology for future power train concepts, since it allows an engine to operate with high thermal efficiency and very low emissions of particulate matter and nitric oxides. There are however some being used in commercial engines. These include a limited load capability, excessive engine noise caused by knocking combustion drawbacks that still keep the principle from and the problem of controlling combustion phasing and heat release rate. These areas are the main focus points of the current research. IV. COMBUSTION PHASING PARAMETERS a. Compression Ratio The most important factor to combustion phasing is the compression ratio. Fuels vary greatly in their auto ignition characteristics. Their individual reaction chemistry gives large differences in ignition delays. Some fuels, such as gasoline and methanol which have high octane ratings, require a high compression ratio and hence temperature to obtain auto ignition [1]. Other fuels, typically those with high cetane rankings such as diesel and DME in particular, have low auto ignition temperatures and low ignition delays. Such fuels require only modest compression ratios to ignite. b. Equivalence Ratio Charge reacts even earlier due to increased heat addition. Both the instantaneous and the slower advance of the phasing pose a challenge in terms of maintaining the combustion at an optimum point in the cycle. c. Inlet temperature The timing of the combustion is sensitive to Equivalence ratio. The equivalence ratio is also important to combustion phasing. If the equivalence ratio is increased during operation of the engine, the rate of reaction is increased as well due to a higher fuel concentration and a higher temperature increment during combustion. This results in an instantaneous advancement of the combustion phasing. As the temperature of the cylinder liner and piston increase slowly hereafter, the inlet temperature, since the rate of formation of the radicals needed to initiate the combustion is a function of the temperature. The position of the initial part of the heat release may therefore be moved by controlling the inlet temperature. A common approach is to preheat the inlet air. By using a regulated mixture of hot and cold air, the temperature can be regulated on a cycle-to-cycle basis. This approach has been used in a number of studies. d. Exhaust gas recirculation (EGR) The use of exhaust gas recirculation (EGR) is a well-known method for reducing the nitric oxides in engines in part load operation. The exhaust gas return d to the inlet decreases the specific heat ratio, which means that combustion temperatures will be lowered as well. In diesel engines the usual limit is approx. 30 % EGR[1], as the oxygen concentration eventually decreases to a level which reduces the combustion efficiency. This is because the diffusion flame is incapable of consuming all the available oxygen in the cylinder. In HCCI combustion however, it is possible to use much higher quantities of EGR since there are no diffusion flames. It is only required that the equivalence ratio is kept below unity. The purpose of using EGR in HCCI engines is not to reduce the formation of nitric oxides, although it does have that effect as well on the already low level of nitric oxide formation. The primary purpose is to affect the combustion phasing. If hot EGR gases are used, either as an internal residual gas or an external un-cooled recycled gas, it advances combustion phasing. Cold EGR gas will usually retard the combustion phasing. The trapped residual gas within the cylinder is sometimes referred to as internal EGR. It has a promoting effect on combustion phasing, due both to its temperature as well as a certain level of radicals. e. Thermal Efficiency The HCCI concept is, for the time being, only considered practically applicable for part load operation, mainly due to the problems associated with combustion knock and engine noise. It is therefore not possible for an HCCI engine to obtain the same thermal efficiency as an SI or DI CI engine in full load operation. The indicated efficiency is however excellent with HCCI combustion, since it is close to being an ideal Otto process. Compared with an SI engine in part load operation, HCCI combustion at the same compression ratio is much more efficient. The main reason is that the inlet throttling losses greatly reduces the SI engine efficiency at part load [1]. HCCI combustion may obtain the same efficiency as a diesel engine at part load, provided that the engine compression ratio is equal to a diesel engine. The diesel engine does not have throttling losses other than that produced by the EGR system. Combustion duration is longer for diesel engines, but the combustion efficiency is very high and the heat loss is low. The HCCI engine combustion efficiency is not as high as the diesel, which offsets the advantage of a faster combustion. f. Emission Characteristics One major advantage of the HCCI concept is that the lean and premixed combustion reduces the formation of harmful pollutants, mainly particulate matter and nitric oxides. Particulate matter is not formed since the combustion is fully IJETT ISSN: September 2014 Volume 1 Issue 1 131

4 premixed with a large excess of oxygen. Formation of particulate matter from the lubricating oil is still taking place, but the amount of PM related to combustion of lubrication oil is hardly measurable. As for NO formation it is very low, typically in the order of ppm [1]. The combustion temperature is below the level where the rate of production for NO becomes significant. Elevated levels of hydrocarbons from crevice volumes and carbon monoxide are easily dealt with in a simple oxidation catalyst. After treatment systems for HCCI are therefore relatively inexpensive, compared to the cost of particulate filters and catalytic converters. g. Use of Alternative Fuels in HCCI The first inspirations for an engine that combined the best qualities of the diesel- and gasoline-powered engines-great fuel economy and low emissions, respectively-grew from observations by researchers over two decades ago that gaspowered engines often continued to run despite fouled spark plugs and engines. In a typical engine, fuel is burned to release energy for motion in an event called internal combustion. for which they were originally designed. Most alternative fuel conversions involve reconfiguring a gasoline or diesel vehicle or engine to operate on natural gas, propane, alcohols, or on a blend of conventional and alternative fuels. Use of clean alternative fuels opens new fuel supply choices and can help consumers address concerns about fuel costs, energy security, and emissions. An approach to making HCCI engines roadready is to build computer simulations of combustion under various conditions including the use of different fuels. There are no existing computer simulations models for the large molecules characteristic of biodiesel fuels, computational models can be used to predict HCCI ignition timings for any of these cases. V. CASE STUDY Department of Energy s Office of Energy Efficiency and Renewable Energy (EERE) submit a report on Homogeneous Charge Compression Ignition (HCCI) technology in year 2001[5]. The Conference report also urged the Department of Energy to work with the National Research Council (NRC) to address the potential of HCCI engines. In response to the Congressional request, this report provides a comprehensive overview of the current state-ofthe-art in HCCI technology HCCI combustion has the potential to be highly efficient and to produce low emissions. HCCI engines can have efficiencies as high as compressionignition, direct-injection (CIDI) engines (an advanced version of the commonly known diesel engine), while producing ultra-low oxides of nitrogen (NOx) and particulate matter (PM) emissions. HCCI engines can operate on gasoline, diesel fuel, and most alternative fuels. While HCCI has been demonstrated and known for quite some time, only the recent advent of electronic sensors and controls has made HCCI engines a potential practical reality. VI. CURRENT APPLICATIONS Fig. 4 Effect of Premixed Ratio on CO Emissions of HCCI The entire surface transport of India is based on petroleum fuel, but its availability is of growing concern. The production of domestic crude has been declining and the transport system has been increasingly dependent on imported crude oil to meet its needs. There is a growing concern that the world may run out of petroleum based fuel resources. All these make it imperative that the search for alternative fuels is taken in right earnest. Alternative fuels, particularly sustainable bio fuels, have been identified as one of the key elements in helping achieve this goal. Bio fuels derived from sustainable oil crops such as jatropha, camelina and algae or from wood and waste biomass can reduce the overall carbon footprint by around 80% over their full life cycle [1]. The information about alternative fuel vehicle and engine conversions where conversion systems modify vehicles and engines so that they can run on different fuels than the ones At present two engines run in HCCI mode are commercially available in the world. First of them is delivered by Nissan fitted with new technology combustion called MK Combustion System, second is developed by Honda called AR Combustion System. The MODULATED KINETICS MK system, developed by Nissan, incorporated in a regular CIDI engine using diesel fuel. At light load, the engine operates with high swirl ratio, high EGR quantity and retarded injection timing. Under this condition, the time required to achieve nearly complete mixing is shorter than the time required for fuel auto ignition. Therefore, near-homogeneous combustion occurs. At these low load conditions, the equivalence ratio is low and therefore the homogeneous combustion result in extremely low NO x and PM emissions. The MK 2.5 and 3.0 ccm engines are commercially available in Japan since 1998[1]. Very important is that in compare with original IJETT ISSN: September 2014 Volume 1 Issue 1 132

5 CIDI engine new technology is more efficiency and less pollutant. Honda has recently demonstrated a concept for HCCI combustion for a production two stroke engine and proved the reliability of this concept by competing in the Granada Dakar desert race with a pre-production motorcycle. A scooter, Honda Pantheon 125 ccm, two strokes, single cylinder equipped with HCCI engine is now commercially available on the market. VII. FUTURE SCOPE 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-stroke cycle gasoline engine using HCCI for motorcycles. It is announced that: Ford, Nissan, Toyota, Caterpillar, Volvo, VW, General Motors Daimler-Chrysler and Cummins Engine Company have been performing research on HCCI combustion[5].recent research has greatly expanded toward understanding of HCCI, but additional research will be required to resolve the technical barriers, including: control of combustion timing across the load speed map; controlling the heat release for high load operation; cold-start and control during rapid transient states; unburned hydrocarbon emissions. Table I Prototype HCCI Cars by Various Companies competitiveness, R&D efforts to develop practical HCCI engines cannot be ignored. VIII. ADVANTAGES Relative to SI gasoline engines, HCCI engines are more efficient. 1) Reason for improved efficiency. Elimination of throttling losses High compression ratio Shorter combustion duration (no flame front, so distance to travel) in HCCI engines than in CIDI engines since it is not limited by the rate of fuel/air mixing. Up to 15% Fuel Saving. 2) Fuel Flexibility. Fuel flexibility is the most desired advantage of HCCI as it can use both gasoline and diesel and even alternative fuels. 3) Emission. Have lower engine- out NOx Have substantially lower emission of PM. The low emission of PM and NOx in HCCI 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. 4) HCCI engines may be of lower cost since use of lowerpressure fuel- ignition equipment. 5) Since under HCCI combustion the fuel/air mixture does not rely on the use of a spark plug or direct injection near TDC to be ignited, overall lean mixtures can be used resulting to high fuel economy. 6) 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. IX. CHALLENGES While HCCI research is on-going in several public and private organizations in the U.S., a real possibility exists that the U.S. lags in the development and implementation of engines using HCCI combustion [5]. For the U.S. automotive and engine industries to maintain their international 1. Controlling Ignition Timing over a Range of Speeds and Loads. 2. HCCI engines have a small power range, constrained at low loads by lean flammability limits and high loads by incylinder pressure restrictions. 3. Cold-Start Capability. 4. Charge does not readily auto ignite cold engines. Early proposal was to start in SI mode and run in HCCI mode. It involves the risk of knocking and cylinder failure at high compression ratios. Now intake air pre-heating with HE and IJETT ISSN: September 2014 Volume 1 Issue 1 133

6 burner system allows startup in HCCI mode with conventional starter. 5. Hydrocarbon and Carbon Monoxide Emissions. 6. Higher cylinder peak pressures may damage the engine. X. CONCLUSION HCCI combustion process is highly different from the combustion processes in the SI and CI engines. The reason is that HCCI lacks flame propagation. Hence this new engine concept has a superior potential for achieving high thermal efficiency when compared to the diesel engine having the efficiency which exceeds 40%. Because of the need to reduce worldwide fuel consumption, greenhouse gas emissions, and criteria air emissions, there is strong interest in HCCI worldwide. This combustion process stands out as a strong candidate for future automotive and truck engines that consume less fuel while producing substantially lower levels of smog-forming emissions. HCCI engine is a hybrid of SI & CI engines which does not contains spark plug or fuel injector having fuel flexibility. HCCI is a promising technology for future internal combustion engine because it offers high fuel economy, low oxides of nitrogen and particulate emissions for automotive and stationary engines. It can substantially prove to be a very good alternative for SI and CI engine as it incorporates the basic features of SI engines (premixed charge preparation) and CI engines (auto ignition of the fuel at a certain temperature and pressure) but still it needs a lot of development. [13] Kontarakis G, Collings N, Ma T. Demonstration of HCCI using a single cylinder [14] four-stroke SI engine with modified valve timing. SAE paper ;2000. [15] Kaahaaina NB, Simon AJ, Caton PA, Edwards CF. Use of dynamic valving to achieve residual-affected combustion. SAE paper ; [16] Marriott CD, Reitz RD. Experimental investigation of direct injectiongasoline for premixed compression ignited combustion phasing control. SAE paper ; [17] Urata Y, Awasaka M, Takanashi J, Kakinuma T, Hakozaki T, Umemoto A. A study of gasoline-fuelled HCCI engine equipped with electromagnetic valvetrain. SAE paper ; [18] Santoso HG, Matthews J, Cheng WK. Managing Si/HCCI dual-mode engine operation. SAE paper ; [19] Furhapter AF, Piock W, Fraidl GK. CSI controlled auto ignition the best solution for the fuel consumption versus emission trade-off? SAE paper ; [20] Mehl M., W.J. Pitz, C.K. Westbrook, H.J. Curran, Kinetic modeling of gasoline surrogate components and mixtures under engine conditions, Proceedings of the Combustion Institute 33: (2011). REFERENCES [1] Krzysztof Motyl, Tadeusz J. Rychter: HCCI engine a preliminary analysis, Warsaw University of Technology, ITC, Nowiejska. [2] Shigeru Onishi, Souk Hong Jo, Katsuji Shoda, Pan Do Jo, Satoshi Kato: Active Thermo-Atmosphere Combustion (ATAC) A New Combustion Process for Internal Combustion Engines, SAE [3] Yang JL, Culp T, Kenny T., Development of a gasoline engine system using HCCI technology-the concept and the test results. SAE paper ; [4] Swapnil P. Awate, Efficiency Improvement and Reduction of Emissions through Homogeneous charge Compression Ignition in Automotive Engines First Annual Progress Seminar Report, Department of Mechanical Engineering, IIT Bombay, [5] A Report to the U.S Congress ''Homogeneous Charge Compression Ignition'(HCCI) Technology, April [6] Ryan III TW, Callahan TJ. Homogeneous charge compression ignition of diesel fuel. SAE paper ; 1996 [7] Potter M, Durrett R, Motors G. Design for compression ignition highefficiency clean combustion engines. 12th Annual diesel engine emissions reduction (DEER) conference; [8] Onishi S, Jo SH, Shoda K, Jo PD, Kato S. Active thermo-atmosphere combustion (ATAC) a new combustion process for internal combustion engines. SAE paper ; 1979 [9] Najt PM, Foster DE. Compression ignited homogeneous charge combustion. SAE paper ; [10] Thring RH. Homogeneous charge compression ignition (HCCI) engines. SAE paper ; [11] Christensen M, Hultqvist A, Johansson B. Demonstrating the multi fuel capability of a homogeneous charge compression ignition engine with variable compression ratio. SAE paper ; [12] Law D, Kemp D, Allen J, Kirkpatrick G, Copland T. Controlled combustion in an IC engine with a fully variable valve train. SAE paper ; IJETT ISSN: September 2014 Volume 1 Issue 1 134

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