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Homogeneous charge compression ignition

From Wikipedia, in a visual modern way

Homogeneous Charge Compression Ignition (HCCI) is a form of internal combustion in which well-mixed fuel and oxidizer (typically air) are compressed to the point of auto-ignition. As in other forms of combustion, this exothermic reaction releases energy that can be transformed in an engine into work and heat.

HCCI combines characteristics of conventional gasoline engine and diesel engines. Gasoline engines combine homogeneous charge (HC) with spark ignition (SI), abbreviated as HCSI. Modern direct injection diesel engines combine stratified charge (SC) with compression ignition (CI), abbreviated as SCCI.

As in HCSI, HCCI injects fuel during the intake stroke. However, rather than using an electric discharge (spark) to ignite a portion of the mixture, HCCI raises density and temperature by compression until the entire mixture reacts spontaneously.

Stratified charge compression ignition also relies on temperature and density increase resulting from compression. However, it injects fuel later, during the compression stroke. Combustion occurs at the boundary of the fuel and air, producing higher emissions, but allowing a leaner and higher compression burn, producing greater efficiency.

Controlling HCCI requires microprocessor control and physical understanding of the ignition process. HCCI designs achieve gasoline engine-like emissions with diesel engine-like efficiency.

HCCI engines achieve extremely low levels of oxides of nitrogen emissions (NO
x) without a catalytic converter. Hydrocarbons (unburnt fuels and oils) and carbon monoxide emissions still require treatment to meet automobile emissions control regulations.

Recent research has shown that the hybrid fuels combining different reactivities (such as gasoline and diesel) can help in controlling HCCI ignition and burn rates. RCCI, or reactivity controlled compression ignition, has been demonstrated to provide highly efficient, low emissions operation over wide load and speed ranges.[1]

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Internal combustion engine

Internal combustion engine

An internal combustion engine is a heat engine in which the combustion of a fuel occurs with an oxidizer in a combustion chamber that is an integral part of the working fluid flow circuit. In an internal combustion engine, the expansion of the high-temperature and high-pressure gases produced by combustion applies direct force to some component of the engine. The force is typically applied to pistons, turbine blades, a rotor, or a nozzle. This force moves the component over a distance, transforming chemical energy into kinetic energy which is used to propel, move or power whatever the engine is attached to. This replaced the external combustion engine for applications where the weight or size of an engine were more important.

Fuel

Fuel

A fuel is any material that can be made to react with other substances so that it releases energy as thermal energy or to be used for work. The concept was originally applied solely to those materials capable of releasing chemical energy but has since also been applied to other sources of heat energy, such as nuclear energy.

Combustion

Combustion

Combustion, or burning, is a high-temperature exothermic redox chemical reaction between a fuel and an oxidant, usually atmospheric oxygen, that produces oxidized, often gaseous products, in a mixture termed as smoke. Combustion does not always result in fire, because a flame is only visible when substances undergoing combustion vaporize, but when it does, a flame is a characteristic indicator of the reaction. While the activation energy must be overcome to initiate combustion, the heat from a flame may provide enough energy to make the reaction self-sustaining.

Exothermic reaction

Exothermic reaction

In thermochemistry, an exothermic reaction is a "reaction for which the overall standard enthalpy change ΔH⚬ is negative." Exothermic reactions usually release heat. The term is often confused with exergonic reaction, which IUPAC defines as "... a reaction for which the overall standard Gibbs energy change ΔG⚬ is negative." A strongly exothermic reaction will usually also be exergonic because ΔH⚬ makes a major contribution to ΔG⚬. Most of the spectacular chemical reactions that are demonstrated in classrooms are exothermic and exergonic. The opposite is an endothermic reaction, which usually takes up heat and is driven by an entropy increase in the system.

Work (thermodynamics)

Work (thermodynamics)

In thermodynamics, work is one of the principal processes by which a thermodynamic system can interact with its surroundings and exchange energy. An exchange of energy is facilitated by a mechanism through which the system can spontaneously exert macroscopic forces on its surroundings, or vice versa. In the surroundings, this mechanical work can lift a weight, for example.

Diesel engine

Diesel engine

The diesel engine, named after Rudolf Diesel, is an internal combustion engine in which ignition of the fuel is caused by the elevated temperature of the air in the cylinder due to mechanical compression; thus, the diesel engine is called a compression-ignition engine. This contrasts with engines using spark plug-ignition of the air-fuel mixture, such as a petrol engine or a gas engine.

Control theory

Control theory

Control theory is a field of control engineering and applied mathematics that deals with the control of dynamical systems in engineered processes and machines. The objective is to develop a model or algorithm governing the application of system inputs to drive the system to a desired state, while minimizing any delay, overshoot, or steady-state error and ensuring a level of control stability; often with the aim to achieve a degree of optimality.

Nitrogen oxide

Nitrogen oxide

Nitrogen oxide may refer to a binary compound of oxygen and nitrogen, or a mixture of such compounds:

Catalytic converter

Catalytic converter

A catalytic converter is an exhaust emission control device that converts toxic gases and pollutants in exhaust gas from an internal combustion engine into less-toxic pollutants by catalyzing a redox reaction. Catalytic converters are usually used with internal combustion engines fueled by gasoline or diesel, including lean-burn engines, and sometimes on kerosene heaters and stoves.

Reactivity controlled compression ignition

Reactivity controlled compression ignition

Reactivity controlled compression ignition (RCCI) is a form of internal combustion developed at the Engine Research Center, University of Wisconsin–Madison, by the research group of Wisconsin Distinguished Professor Rolf Reitz.

History

HCCI engines have a long history, even though HCCI has not been as widely implemented as spark ignition or diesel injection. It is essentially an Otto combustion cycle. HCCI was popular before electronic spark ignition was used. One example is the hot-bulb engine which used a hot vaporization chamber to help mix fuel with air. The extra heat combined with compression induced the conditions for combustion. Another example is the "diesel" model aircraft engine.

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Otto cycle

Otto cycle

An Otto cycle is an idealized thermodynamic cycle that describes the functioning of a typical spark ignition piston engine. It is the thermodynamic cycle most commonly found in automobile engines.

Ignition system

Ignition system

An ignition system generates a spark or heats an electrode to a high temperature to ignite a fuel-air mixture in spark ignition internal combustion engines, oil-fired and gas-fired boilers, rocket engines, etc. The widest application for spark ignition internal combustion engines is in petrol (gasoline) road vehicles such as cars and motorcycles.

Carbureted compression ignition model engine

Carbureted compression ignition model engine

A carbureted compression ignition model engine, popularly known as a model diesel engine, is a simple compression ignition engine made for model propulsion, usually model aircraft but also model boats. These are quite similar to the typical glow-plug engine that runs on a mixture of methanol-based fuels with a hot wire filament to provide ignition. Despite their name, their use of compression ignition, and the use of a kerosene fuel that is similar to diesel, model diesels share very little with full-size diesel engines.

Operation

Methods

A mixture of fuel and air ignites when the concentration and temperature of reactants is sufficiently high. The concentration and/or temperature can be increased in several different ways:

  • Increasing compression ratio
  • Pre-heating of induction gases
  • Forced induction
  • Retained or re-inducted exhaust gases

Once ignited, combustion occurs very quickly. When auto-ignition occurs too early or with too much chemical energy, combustion is too fast and high in-cylinder pressures can destroy an engine. For this reason, HCCI is typically operated at lean overall fuel mixtures.

Advantages

  • Since HCCI engines are fuel-lean, they can operate at diesel-like compression ratios (>15), thus achieving 30% higher efficiencies than conventional SI gasoline engines.[2]
  • Homogeneous mixing of fuel and air leads to cleaner combustion and lower emissions. Because peak temperatures are significantly lower than in typical SI engines, NOx levels are almost negligible. Additionally, the technique does not produce soot.[3]
  • HCCI engines can operate on gasoline, diesel fuel, and most alternative fuels.[4]
  • HCCI avoids throttle losses, which further improves efficiency.[5]

Disadvantages

  • Achieving cold start capability.
  • High heat release and pressure rise rates contribute to engine wear.
  • Autoignition is difficult to control, unlike the ignition event in SI and diesel engines, which are controlled by spark plugs and in-cylinder fuel injectors, respectively.[6]
  • HCCI engines have a small torque range, constrained at low loads by lean flammability limits and high loads by in-cylinder pressure restrictions.[7]
  • Carbon monoxide (CO) and hydrocarbon (HC) pre-catalyst emissions are higher than a typical spark ignition engine, caused by incomplete oxidation (due to the rapid combustion event and low in-cylinder temperatures) and trapped crevice gases, respectively.[8]

Control

HCCI is more difficult to control than other combustion engines, such as SI and diesel. In a typical gasoline engine, a spark is used to ignite the pre-mixed fuel and air. In Diesel engines, combustion begins when the fuel is injected into pre-compressed air. In both cases, combustion timing is explicitly controlled. In an HCCI engine, however, the homogeneous mixture of fuel and air is compressed and combustion begins whenever sufficient pressure and temperature are reached. This means that no well-defined combustion initiator provides direct control. Engines must be designed so that ignition conditions occur at the desired timing. To achieve dynamic operation, the control system must manage the conditions that induce combustion. Options include the compression ratio, inducted gas temperature, inducted gas pressure, fuel-air ratio, or quantity of retained or re-inducted exhaust. Several control approaches are discussed below.

Compression ratio

Two compression ratios are significant. The geometric compression ratio can be changed with a movable plunger at the top of the cylinder head. This system is used in diesel model aircraft engines. The effective compression ratio can be reduced from the geometric ratio by closing the intake valve either very late or very early with variable valve actuation (variable valve timing that enables the Miller cycle). Both approaches require energy to achieve fast response. Additionally, implementation is expensive, but is effective.[9] The effect of compression ratio on HCCI combustion has also been studied extensively.[10]

Induction temperature

HCCI's autoignition event is highly sensitive to temperature. The simplest temperature control method uses resistance heaters to vary the inlet temperature, but this approach is too slow to change on a cycle-to-cycle frequency.[11] Another technique is fast thermal management (FTM). It is accomplished by varying the intake charge temperature by mixing hot and cold air streams. It is fast enough to allow cycle-to-cycle control.[12] It is also expensive to implement and has limited bandwidth associated with actuator energy.

Exhaust gas percentage

Exhaust gas is very hot if retained or re-inducted from the previous combustion cycle or cool if recirculated through the intake as in conventional EGR systems. The exhaust has dual effects on HCCI combustion. It dilutes the fresh charge, delaying ignition and reducing the chemical energy and engine output. Hot combustion products conversely increase gas temperature in the cylinder and advance ignition. Control of combustion timing HCCI engines using EGR has been shown experimentally.[13]

Valve actuation

Variable valve actuation (VVA) extends the HCCI operating region by giving finer control over the temperature-pressure-time envelope within the combustion chamber. VVA can achieve this via either:

  • Controlling the effective compression ratio: VVA on intake can control the point at which the intake valve closes. Retarding past bottom dead center (BDC), changes the compression ratio, altering the in-cylinder pressure-time envelope.
  • Controlling the amount of hot exhaust gas retained in the combustion chamber: VVA can control the amount of hot EGR within the combustion chamber, either by valve re-opening or changes in valve overlap. Balancing the percentage of cooled external EGR with the hot internal EGR generated by a VVA system, makes it possible to control the in-cylinder temperature.

While electro-hydraulic and camless VVA systems offer control over the valve event, the componentry for such systems is currently complicated and expensive. Mechanical variable lift and duration systems, however, although more complex than a standard valvetrain, are cheaper and less complicated. It is relatively simple to configure such systems to achieve the necessary control over the valve lift curve.

Fuel mixture

Another means to extend the operating range is to control the onset of ignition and the heat release rate[14][15] by manipulating the fuel itself. This is usually carried out by blending multiple fuels "on the fly" for the same engine.[16] Examples include blending of commercial gasoline and diesel fuels,[17] adopting natural gas [18] or ethanol.[19] This can be achieved in a number of ways:

  • Upstream blending: Fuels are mixed in the liquid phase, one with low ignition resistance (such as diesel) and a second with greater resistance (gasoline). Ignition timing varies with the ratio of these fuels.
  • In-chamber blending: One fuel can be injected in the intake duct (port injection) and the other directly into the cylinder.

Direct Injection: PCCI or PPCI Combustion

Compression Ignition Direct Injection (CIDI) combustion is a well-established means of controlling ignition timing and heat release rate and is adopted in diesel engine combustion. Partially Pre-mixed Charge Compression Ignition (PPCI) also known as Premixed Charge Compression Ignition (PCCI) is a compromise offering the control of CIDI combustion with the reduced exhaust gas emissions of HCCI, specifically lower soot.[20] The heat release rate is controlled by preparing the combustible mixture in such a way that combustion occurs over a longer time duration making it less prone to knocking. This is done by timing the injection event such that a range of air/fuel ratios spread across the combustion cylinder when ignition begins. Ignition occurs in different regions of the combustion chamber at different times - slowing the heat release rate. This mixture is designed to minimize the number of fuel-rich pockets, reducing soot formation.[21] The adoption of high EGR and diesel fuels with a greater resistance to ignition (more "gasoline like") enable longer mixing times before ignition and thus fewer rich pockets that produce soot and NO
x[20][21]

Peak pressure and heat release rate

In a typical ICE, combustion occurs via a flame. Hence at any point in time, only a fraction of the total fuel is burning. This results in low peak pressures and low energy release rates. In HCCI however, the entire fuel/air mixture ignites and burns over a much smaller time interval, resulting in high peak pressures and high energy release rates. To withstand the higher pressures, the engine has to be structurally stronger. Several strategies have been proposed to lower the rate of combustion and peak pressure. Mixing fuels, with different autoignition properties, can lower the combustion speed.[22] However, this requires significant infrastructure to implement. Another approach uses dilution (i.e. with exhaust gases) to reduce the pressure and combustion rates (and output).[23]

In the divided combustion chamber approach [1], there are two cooperating combustion chambers: a small auxiliary and a big main.
A high compression ratio is used in the auxiliary combustion chamber.
A moderate compression ratio is used in the main combustion chamber wherein a homogeneous air-fuel mixture is compressed / heated near, yet below, the auto-ignition threshold.
The high compression ratio in the auxiliary combustion chamber causes the auto-ignition of the homogeneous lean air-fuel mixture therein (no spark plug required); the burnt gas bursts - through some "transfer ports", just before the TDC - into the main combustion chamber triggering its auto-ignition.
The engine needs not be structurally stronger.

Power

In ICEs, power can be increased by introducing more fuel into the combustion chamber. These engines can withstand a boost in power because the heat release rate in these engines is slow. However, in HCCI engines increasing the fuel/air ratio results in higher peak pressures and heat release rates. In addition, many viable HCCI control strategies require thermal preheating of the fuel, which reduces the density and hence the mass of the air/fuel charge in the combustion chamber, reducing power. These factors make increasing the power in HCCI engines challenging.

One technique is to use fuels with different autoignition properties. This lowers the heat release rate and peak pressures and makes it possible to increase the equivalence ratio. Another way is to thermally stratify the charge so that different points in the compressed charge have different temperatures and burn at different times, lowering the heat release rate and making it possible to increase power.[24] A third way is to run the engine in HCCI mode only at part load conditions and run it as a diesel or SI engine at higher load conditions.[25]

Emissions

Because HCCI operates on lean mixtures, the peak temperature is much lower than that encountered in SI and diesel engines. This low peak temperature reduces the formation of NO
x, but it also leads to incomplete burning of fuel, especially near combustion chamber walls. This produces relatively high carbon monoxide and hydrocarbon emissions. An oxidizing catalyst can remove the regulated species, because the exhaust is still oxygen-rich.

Difference from knock

Engine knock or pinging occurs when some of the unburnt gases ahead of the flame in an SI engine spontaneously ignite. This gas is compressed as the flame propagates and the pressure in the combustion chamber rises. The high pressure and corresponding high temperature of unburnt reactants can cause them to spontaneously ignite. This causes a shock wave to traverse from the end gas region and an expansion wave to traverse into the end gas region. The two waves reflect off the boundaries of the combustion chamber and interact to produce high amplitude standing waves, thus forming a primitive thermoacoustic device where the resonance is amplified by the increased heat release during the wave travel similar to a Rijke tube.

A similar ignition process occurs in HCCI. However, rather than part of the reactant mixture igniting by compression ahead of a flame front, ignition in HCCI engines occurs due to piston compression more or less simultaneously in the bulk of the compressed charge. Little or no pressure differences occur between the different regions of the gas, eliminating any shock wave and knocking, but the rapid pressure rise is still present and desirable from the point of seeking maximum efficiency from near-ideal isochoric heat addition.

Simulation of HCCI Engines

Computational models for simulating combustion and heat release rates of HCCI engines require detailed chemistry models.[17][26][27] This is largely because ignition is more sensitive to chemical kinetics than to turbulence/spray or spark processes as are typical in SI and diesel engines. Computational models have demonstrated the importance of accounting for the fact that the in-cylinder mixture is actually in-homogeneous, particularly in terms of temperature. This in-homogeneity is driven by turbulent mixing and heat transfer from the combustion chamber walls. The amount of temperature stratification dictates the rate of heat release and thus tendency to knock.[28] This limits the usefulness of considering the in-cylinder mixture as a single zone, resulting in the integration of 3D computational fluid dynamics codes such as Los Alamos National Laboratory's KIVA CFD code and faster solving probability density function modelling codes.[29][30]

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NOx

NOx

In atmospheric chemistry, NOx is shorthand for nitric oxide and nitrogen dioxide, the nitrogen oxides that are most relevant for air pollution. These gases contribute to the formation of smog and acid rain, as well as affecting tropospheric ozone.

Soot

Soot

Soot is a mass of impure carbon particles resulting from the incomplete combustion of hydrocarbons. It is more properly restricted to the product of the gas-phase combustion process but is commonly extended to include the residual pyrolysed fuel particles such as coal, cenospheres, charred wood, and petroleum coke that may become airborne during pyrolysis and that are more properly identified as cokes or char.

Diesel engine

Diesel engine

The diesel engine, named after Rudolf Diesel, is an internal combustion engine in which ignition of the fuel is caused by the elevated temperature of the air in the cylinder due to mechanical compression; thus, the diesel engine is called a compression-ignition engine. This contrasts with engines using spark plug-ignition of the air-fuel mixture, such as a petrol engine or a gas engine.

Carbon monoxide

Carbon monoxide

Carbon monoxide is a poisonous, flammable gas that is colorless, odorless, tasteless, and slightly less dense than air. Carbon monoxide consists of one carbon atom and one oxygen atom connected by a triple bond. It is the simplest carbon oxide. In coordination complexes the carbon monoxide ligand is called carbonyl. It is a key ingredient in many processes in industrial chemistry.

Hydrocarbon

Hydrocarbon

In organic chemistry, a hydrocarbon is an organic compound consisting entirely of hydrogen and carbon. Hydrocarbons are examples of group 14 hydrides. Hydrocarbons are generally colourless and hydrophobic; their odor is usually faint, and may be similar to that of gasoline or lighter fluid. They occur in a diverse range of molecular structures and phases: they can be gases, liquids, low melting solids or polymers.

Control system

Control system

A control system manages, commands, directs, or regulates the behavior of other devices or systems using control loops. It can range from a single home heating controller using a thermostat controlling a domestic boiler to large industrial control systems which are used for controlling processes or machines. The control systems are designed via control engineering process.

Cylinder head

Cylinder head

In an internal combustion engine, the cylinder head sits above the cylinders and forms the roof of the combustion chamber. In sidevalve engines, the head is a simple sheet of metal; whereas in more modern overhead valve and overhead camshaft engines, the cylinder head is a more complicated block often containing inlet and exhaust passages, coolant passages, valves, camshafts, spark plugs and fuel injectors. Most straight engines have a single cylinder head shared by all of the cylinders and most V engines have two cylinder heads.

Model engine

Model engine

A model engine is a small internal combustion engine typically used to power a radio-controlled aircraft, radio-controlled car, radio-controlled boat, free flight, control line aircraft, or ground-running tether car model.

Miller cycle

Miller cycle

In engineering, the Miller cycle is a thermodynamic cycle used in a type of internal combustion engine. The Miller cycle was patented by Ralph Miller, an American engineer, U.S. Patent 2,817,322 dated Dec 24, 1957. The engine may be two- or four-stroke and may be run on diesel fuel, gases, or dual fuel.

Exhaust gas recirculation

Exhaust gas recirculation

In internal combustion engines, exhaust gas recirculation (EGR) is a nitrogen oxide (NOx) emissions reduction technique used in petrol/gasoline, diesel engines and some hydrogen engines. EGR works by recirculating a portion of an engine's exhaust gas back to the engine cylinders. The exhaust gas displaces atmospheric air and reduces O2 in the combustion chamber. Reducing the amount of oxygen reduces the amount of fuel that can burn in the cylinder thereby reducing peak in-cylinder temperatures. The actual amount of recirculated exhaust gas varies with the engine operating parameters.

Partially premixed combustion

Partially premixed combustion

Partially premixed combustion (PPC), also known as PPCI or GDCI is a modern combustion process intended to be used in internal combustion engines of automobiles and other motorized vehicles in the future. Its high specific power, high fuel efficiency and low exhaust pollution have made it a promising technology. As a compression-ignition engine, the fuel mixture ignites due to the increase in temperature that occurs with compression rather than a spark from a spark plug. A PPC engine injects and premixes a charge during the compression stroke. This premixed charge is too lean to ignite during the compression stroke – the charge will ignite after the last fuel injection ends near TDC. The fuel efficiency and working principle of a PPC engine resemble those of Diesel engine, but the PPC engine can be run with a variety of fuels. Also, the partially premixed charge burns clean. Challenges with using gasoline in a PPC engine arise due to the low lubricity of gasoline and the low cetane value of gasoline. Use of fuel additives or gasoline-diesel or gasoline-biodiesel blends can mitigate the various problems with gasoline.

Engine knocking

Engine knocking

In spark ignition internal combustion engines, knocking occurs when combustion of some of the air/fuel mixture in the cylinder does not result from propagation of the flame front ignited by the spark plug, but one or more pockets of air/fuel mixture explode outside the envelope of the normal combustion front. The fuel-air charge is meant to be ignited by the spark plug only, and at a precise point in the piston's stroke. Knock occurs when the peak of the combustion process no longer occurs at the optimum moment for the four-stroke cycle. The shock wave creates the characteristic metallic "pinging" sound, and cylinder pressure increases dramatically. Effects of engine knocking range from inconsequential to completely destructive.

Prototypes

Several car manufacturers have functioning HCCI prototypes.

  • The 1994 Honda EXP-2 motorcycle used "ARC-combustion". This had a two stroke engine uses an exhaust valve to mimic a HCCI mode. Honda sold a CRM 250 AR.
  • In 2007–2009, General Motors demonstrated HCCI with a modified 2.2 L Ecotec engine installed in Opel Vectra and Saturn Aura.[31] The engine operates in HCCI mode at speeds below 60 miles per hour (97 km/h) or when cruising, switching to conventional SI when the throttle is opened and produces fuel economy of 43 miles per imperial gallon (6.6 L/100 km; 36 mpg‑US) and carbon dioxide emissions of about 150 grams per kilometre, improving on the 37 miles per imperial gallon (7.6 L/100 km; 31 mpg‑US) and 180 g/km of the conventional 2.2 L direct injection version.[32] GM is also researching smaller Family 0 engines for HCCI applications. GM has used KIVA in the development of direct-injection, stratified charge gasoline engines as well as the fast burn, homogeneous-charge gasoline engine.[30]
  • Mercedes-Benz developed a prototype engine called DiesOtto, with controlled auto ignition. It was displayed in its F 700 concept car at the 2007 Frankfurt Auto Show.[33]
  • 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 homogeneous intake charge. It requires 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 Touran prototypes.[34]
  • In November 2011 Hyundai announced the development of GDCI (Gasoline Direct Injection Compression Ignition) engine in association with Delphi Automotive.[35] The engine completely eliminated the ignition plugs, and instead utilizes both supercharger and turbocharger to maintain the pressure within the cylinder. The engine is scheduled for commercial production in near future.[36]
  • In October 2005, the Wall Street Journal reported that Honda was developing an HCCI engine as part of an effort to produce a next generation hybrid car.[37]
  • Oxy-Gen Combustion, a UK-based Clean Technology company, produced a full-load HCCI concept engine with the aid of Michelin and Shell.[38]
  • Mazda's Skyactiv-G Generation 2 has a compression ratio of 18:1 to allow the use of HCCI combustion.[39] An engine model called Skyactiv#Skyactiv-X has been announced by Mazda in August 2017 as a major breakthrough in engine technology.[40]
  • Mazda is undertaking research with HCCI with Wankel engines.[41]

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Honda EXP-2

Honda EXP-2

The Honda EXP-2 was an off-road experimental prototype motorcycle, designed in 1995, with a fuel injected 400 cc (24 cu in) two-stroke engine. It was intended to serve global markets that still relied heavily on two-stroke technology, but to comply with increasingly strict emissions laws.

General Motors

General Motors

The General Motors Company (GM) is an American multinational automotive manufacturing company headquartered in Detroit, Michigan, United States. It is the largest automaker in the United States and was the largest in the world for 77 years before losing the top spot to Toyota in 2008.

GM Ecotec engine

GM Ecotec engine

The GM Ecotec engine, also known by its codename L850, is a family of all-aluminium inline-four engines, displacing between 1.4 and 2.5 litres. While these engines were based on the GM Family II engine, the architecture was substantially re-engineered for the new Ecotec application produced since 2000. This engine family replaced the GM Family II engine, the GM 122 engine, the Saab H engine, and the Quad 4 engine. It is manufactured in multiple locations, to include Spring Hill Manufacturing, in Spring Hill, Tennessee while the engine block and cylinder heads are cast at Saginaw Metal Casting Operations in Saginaw, Michigan.

Opel Vectra

Opel Vectra

The Opel Vectra is a mid-size car that was engineered and produced by the German automaker Opel from 1988 until 2010. Available in saloon, hatchback and estate body styles, the Vectra was also sold by the Vauxhall marque in the United Kingdom as the Vauxhall Cavalier from 1988 to 1995 and then as the Vauxhall Vectra from 1995 to 2008, and it was also sold by Holden in Australia as the Holden Vectra, by Chevrolet in Latin America as the Chevrolet Vectra.

Saturn Aura

Saturn Aura

The Saturn Aura is a four-door, five-passenger front engine/front-wheel drive mid-sized sedan manufactured and marketed by GM's Saturn subsidiary over a single generation from 2006–2009. The car launched one year before the seventh generation Chevrolet Malibu, its most closely related platform companion.

KIVA (software)

KIVA (software)

KIVA is a family of Fortran-based Computational Fluid Dynamics software developed by Los Alamos National Laboratory (LANL). The software predicts complex fuel and air flows as well as ignition, combustion, and pollutant-formation processes in engines. The KIVA models have been used to understand combustion chemistry processes, such as auto-ignition of fuels, and to optimize diesel engines for high efficiency and low emissions. General Motors has used KIVA in the development of direct-injection, stratified charge gasoline engines as well as the fast burn, homogeneous-charge gasoline engine. Cummins reduced development time and cost by 10%–15% using KIVA to develop its high-efficiency 2007 ISB 6.7-L diesel engine that was able to meet 2010 emission standards in 2007. At the same time, the company realized a more robust design and improved fuel economy while meeting all environmental and customer constraints.

Mercedes-Benz

Mercedes-Benz

Mercedes-Benz, commonly referred to as Mercedes and sometimes as Benz, is a German luxury and commercial vehicle automotive brand established in 1926. Mercedes-Benz AG is headquartered in Stuttgart, Baden-Württemberg, Germany. Mercedes-Benz AG produces consumer luxury vehicles and commercial vehicles badged as Mercedes-Benz. From November 2019 onwards, Mercedes-Benz-badged heavy commercial vehicles are managed by Daimler Truck, a former part of the Mercedes-Benz Group turned into an independent company in late 2021. In 2018, Mercedes-Benz was the largest brand of premium vehicles in the world, having sold 2.31 million passenger cars.

DiesOtto

DiesOtto

The DiesOtto motor is an experimental automobile engine that "is said to incorporate the benefits of a diesel engine, but runs on gasoline instead."

Mercedes-Benz F700

Mercedes-Benz F700

The Mercedes-Benz F700 is a concept car produced by Mercedes-Benz in 2007. It was first revealed to the public at the 2007 Frankfurt Motor Show.

Hyundai Motor Company

Hyundai Motor Company

Hyundai Motor Company, often abbreviated to Hyundai Motors and commonly known as Hyundai, is a South Korean multinational automotive manufacturer headquartered in Seoul, South Korea, and founded in 1967. Currently, the company owns 33.88 percent of Kia Corporation, and also fully owns two marques including its luxury cars subsidiary, Genesis Motor, and an electric vehicle sub-brand, Ioniq. Those three brands altogether comprise the Hyundai Motor Group.

Partially premixed combustion

Partially premixed combustion

Partially premixed combustion (PPC), also known as PPCI or GDCI is a modern combustion process intended to be used in internal combustion engines of automobiles and other motorized vehicles in the future. Its high specific power, high fuel efficiency and low exhaust pollution have made it a promising technology. As a compression-ignition engine, the fuel mixture ignites due to the increase in temperature that occurs with compression rather than a spark from a spark plug. A PPC engine injects and premixes a charge during the compression stroke. This premixed charge is too lean to ignite during the compression stroke – the charge will ignite after the last fuel injection ends near TDC. The fuel efficiency and working principle of a PPC engine resemble those of Diesel engine, but the PPC engine can be run with a variety of fuels. Also, the partially premixed charge burns clean. Challenges with using gasoline in a PPC engine arise due to the low lubricity of gasoline and the low cetane value of gasoline. Use of fuel additives or gasoline-diesel or gasoline-biodiesel blends can mitigate the various problems with gasoline.

Honda

Honda

Honda Motor Co., Ltd. is a Japanese public multinational conglomerate manufacturer of automobiles, motorcycles, and power equipment, headquartered in Minato, Tokyo, Japan.

Production

  • In March 2021, Mazda announced two 2021 model year vehicles with a 2.0 L HCCI capable combustion engine with a variable compression ratio of 16.3:1 to 15.0:1 called the e-Skyactiv X.[42]

Other applications

To date, few prototype engines run in HCCI mode, but HCCI research has resulted in advancements in fuel and engine development. Examples include:

  • PCCI/PPCI combustion—A hybrid of HCCI and conventional diesel combustion offering more control over ignition and heat release rates with lower soot and NO
    x     emissions.[20][21]
  • Advancements in fuel modelling—HCCI combustion is driven mainly by chemical kinetics rather than turbulent mixing or injection, reducing the complexity of simulating the chemistry, which results in fuel oxidation and emissions formation. This has led to increasing interest and development of chemical kinetics that describe hydrocarbon oxidation.
  • Fuel blending applications—Due to the advancements in fuel modelling, it is now possible to carry out detailed simulations of hydrocarbon fuel oxidation, enabling simulations of practical fuels such as gasoline/diesel[17] and ethanol.[19] Engineers can now blend fuels virtually and determine how they will perform in an engine context.

Source: "Homogeneous charge compression ignition", Wikipedia, Wikimedia Foundation, (2023, January 8th), https://en.wikipedia.org/wiki/Homogeneous_charge_compression_ignition.

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Further Reading

Compression ratio

Diesel engine

Miller cycle

Two-stroke engine

Exhaust gas recirculation

Four-stroke engine

Gasoline direct injection

Hot-bulb engine

Model engine

Free-piston engine

Internal combustion engine
See also
References
  1. ^ "College of Engineering @ The University of Wisconsin-Madison, initiatives in energy, health, nanotechnology, security, and information technology". Engr.wisc.edu. Archived from the original on 2010-02-25. Retrieved 2014-03-31.
  2. ^ Zhao, Fuquan; Asmus, Thomas W.; Assanis, Dennis N.; Dec, John E.; Eng, James A.; Najt, Paul M. (2003). Homogeneous Charge Compression Ignition (HCCI) Engines: Key Research and Development Issues. Warrendale, PA, USA: Society of Automotive Engineers. pp. 11–12. ISBN 0-7680-1123-X.
  3. ^ Warnatz, Jürgen; Maas, Ulrich; Dibble, Robert W. (2006). Combustion: Physical and Chemical Fundamentals, Modeling and Simulation, Experiments, Pollutant Formation (4th ed.). Berlin, Germany: Springer. pp. 175–176. ISBN 3-540-25992-9.
  4. ^ Dec, John E.; Epping, Kathy; Aceves, Salvador M.; Bechtold, Richard L. (2002). "The Potential of HCCI Combustion for High Efficiency and Low Emissions". Society of Automotive Engineers. 2002-01-1923.
  5. ^ Baumgarten, Carsten (2006). Mixture Formation in Internal Combustion Engines: Mixture Formation in Internal Combustion Engines. Birkhäuser. pp. 263–264. ISBN 3-540-30835-0.
  6. ^ Blom, Daniel; Karlsson, Maria; Ekholm, Kent; Tunestål, Per; Johansson, Rolf (2008). "HCCI Engine Modeling and Control using Conservation Principles". SAE Technical Paper 2008-01-0789. SAE Technical Paper Series. Vol. 1. doi:10.4271/2008-01-0789.
  7. ^ Stanglmaier, Rudolf H.; Roberts, Charles E. (1999). "Homogeneous Charge Compression Ignition (HCCI): Benefits, Compromises, and Future Engine Applications". SAE Technical Paper 1999-01-3682. SAE Technical Paper Series. Vol. 1. doi:10.4271/1999-01-3682.
  8. ^ Aceves, Salvador M.; Flowers, Daniel L.; Espinosa-Loza, Francisco; Martinez-Frias, Joel; Dec, John E.; Sjöberg, Magnus; Dibble, Robert W.; Hessel, Randy P. (2004). "Spatial Analysis of Emissions Sources for HCCI Combustion at Low Loads Using a Multi-Zone Model". SAE Technical Paper 2004-01-1910. SAE Technical Paper Series. Vol. 1. doi:10.4271/2004-01-1910.
  9. ^ Haraldsson, Goran; Hyvonen, Jari; Tunestal, Per; Johansson, Bengt (2002). "HCCI Combustion Phasing in a Multi Cylinder Engine Using Variable Compression Ratio". SAE Technical Paper 2002-01-2858. SAE Technical Paper Series. Vol. 1. doi:10.4271/2002-01-2858.
  10. ^ Aceves, S. M.; Smith, J. R.; Westbrook, C. K.; Pitz, W. J. (1999). "Compression ratio effect on methane HCCI combustion". Journal of Engineering for Gas Turbines and Power. 212 (3): 569–574. doi:10.1115/1.2818510.
  11. ^ Flowers, Daniel L.; S. M. Aceves; J. Martinez-Frias; J. R. Smith; M. Y. Au; J. W. Girard; R. W. Dibble (2001). "Operation of a four-cylinder 1.9 L propane-fueled homogeneous charge compression ignition engine: Basic operating characteristics and cylinder-to-cylinder effects". Society of Automotive Engineers. 2001-01-1895.
  12. ^ Haraldsson, Goran; Jari Hyvonen; Per Tunestal; Bengt Johansson (2004). "HCCI Closed-Loop Combustion Control Using Fast Thermal Management". Society of Automotive Engineers. 2004-01-0943.
  13. ^ Au, Michael; Girard, J. W.; Dibble, R.; Aceves, D. F. S. M.; Martinez-Frias, J.; Smith, R.; Seibel, C.; Maas, U. (2001). "1.9-liter four-cylinder HCCI engine operation with exhaust gas recirculation". Society of Automotive Engineers. 2001-01-1894.
  14. ^ Controlling Heat Release Using Advanced Fuels Archived 2011-04-05 at the Wayback Machine
  15. ^ Smallbone, Andrew; Amit Bhave; Neal M. Morgan; Markus Kraft; Roger Cracknell; Gautam Kalghatgi (2010). "Simulating combustion of practical fuels and blends for modern engine applications using detailed chemical kinetics". Society of Automotive Engineers. 2010-01-0572.
  16. ^ Sebastian, Mosbach; Ali M. Aldawood; Markus Kraft (2008). "Real-Time Evaluation of a Detailed Chemistry HCCI Engine Model Using a Tabulation Technique". Combustion Science and Technology. 180 (7): 1263–1277. doi:10.1080/00102200802049414. S2CID 97895596.
  17. ^ a b c Blending practical fuels Archived 2011-04-05 at the Wayback Machine
  18. ^ Natural gas combustion Archived 2011-04-05 at the Wayback Machine
  19. ^ a b ethanol/gasoline blending Archived 2011-04-05 at the Wayback Machine
  20. ^ a b c Kalghatgi, Gautam; Hildingsson, Leif; Johansson, Bengt (2010). "Low NOx and Low Smoke Operation of a Diesel Engine Using Gasolinelike Fuels". Journal of Engineering for Gas Turbines and Power. 132 (9). doi:10.1115/1.4000602.
  21. ^ a b c "Partially-Premixed Compression Ignition (PPCI) and Low-Temperature Combustion (LTC) modes". Cmcl. Archived from the original on 2012-03-09. Retrieved 2016-04-06. One promising approach is that of Partially-Premixed Compression Ignition (PPCI) or Low Temperature Combustion (LTC) mode. Using this approach, smoke can be reduced in compression ignition engines by promoting the mixing of fuel and air prior to combustion. NOx levels can be reduced by reducing combustion temperatures by burning leaner, pre-mixed or using EGR, exhaust gas recirculation.
  22. ^ Mack, J. Hunter; Daniel L. Flowers; Bruce A. Buchholz; Robert W. Dibble (2005). "Investigation of HCCI combustion of diethyl ether and ethanol mixtures using carbon 14 tracing and numerical simulations". Proceedings of the Combustion Institute. 30 (2): 2693–2700. doi:10.1016/j.proci.2004.08.136.
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