HCCI Combustion Control by Injection Strategy with Negative Valve Overlap in a GDI Engine

2006 ◽  
Author(s):  
Tian Guohong ◽  
Wang Zhi ◽  
Wang Jianxin ◽  
Shuai Shijin ◽  
An Xinliang
Keyword(s):  
Combustion Control ◽  
Injection Strategy ◽  
Hcci Combustion ◽  
Gdi Engine ◽  
Negative Valve Overlap ◽  
Valve Overlap

Analysis of ion current signal during negative valve overlap of HCCI combustion with high compression ratio

2020 ◽  
pp. 146808742097289
Author(s):  
Maximilian Wick ◽  
Denghao Zhu ◽  
Jun Deng ◽  
Liguang Li ◽  
Jakob Andert
Keyword(s):  
Combustion Process ◽  
Pressure Sensors ◽  
Ion Current ◽  
Cylinder Pressure ◽  
Combustion Control ◽  
Current Signal ◽  
Hcci Combustion ◽  
High Compression ◽  
Negative Valve Overlap ◽  
Valve Overlap

Homogenous charge compression ignition (HCCI) combustion is a low temperature combustion process which combines high combustion efficiency with ultra-low [Formula: see text] raw emissions. Steep increases of the in-cylinder pressure and unstable combustion sequences at the limits of the operating range can damage the engine and limit the use of HCCI to part load operation. This can be done using closed loop combustion control based on combustion parameters like the indicated mean effective pressure and the combustion phasing. Since in-cylinder pressure sensors are expensive components and therefore not suitable for series application, ion current sensors can be used as an additional source of information about the combustion. Combustion analysis using methods similar to those used in pressure based measurements can be implemented using an online analysis of the ion current signal. In this study, the ion current sensor will be examined for its suitability for combustion control under HCCI conditions with lean air/fuel ratios and high compression ratios. Research has found that the ion current signal is strongly depended on the boundary conditions. Especially the air/fuel ratio which plays an important role for signal strength during the combustion process. When using valve timings with negative valve overlap in combination with a fuel pre-injection, a further peak of the ion current signal close to the gas exchange top dead center can be found in addition to the one during combustion. At the same time, it is hard to extract information from the cylinder pressure signal during NVO. Under lean conditions this peak even exceeds the signal during combustion. This study analyzes the ion current signal during NVO and its potential to be used for future combustion control concepts. The ion current signal shows potential to stabilize HCCI combustion at high loads. However, the prediction of late combustion cycles is still challenging.

Effect of Fuel Injection Timing During Negative Valve Overlap Period on a GDI-HCCI Engine

2018 ◽  
Author(s):  
Sok Ratnak ◽  
Jin Kusaka ◽  
Yasuhiro Daisho ◽  
Kei Yoshimura ◽  
Kenjiro Nakama
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Single Pulse ◽  
Injection Timing ◽  
Pulse Injection ◽  
Hcci Combustion ◽  
Fuel Injection Timing ◽  
Intake Stroke ◽  
Negative Valve Overlap ◽  
Valve Overlap

Gasoline Direct Injection Homogeneous Charge Compression (GDI-HCCI) combustion is achieved by closing early the exhaust valves for trapping hot residual gases combined with direct fuel injection. The combustion is chemically controlled by multi-point auto-ignition which its main combustion phase can be controlled by direct injection timing of fuel. This work investigates the effect of single pulse injection timing on a supercharged GDI-HCCI combustion engine by using a four-stroke single cylinder engine with a side-mounted direct fuel injector. Injection of primary reference fuel PRF90 under the near-stoichiometric-boosted condition is studied. The fuel is injected during negative valve overlap (NVO) or recompression period for fuel reformation under low oxygen concentration and the injection is retarded to intake stroke for the homogeneous mixture. It is found that the early fuel injection in NVO period advances the combustion phasing compared with the retarded injection in the intake stroke. Noticeable slower combustion rate from intake stroke fuel injection is obtained compared with the NVO injection due to charge cooling effect. Zero-dimensional combustion simulations with multiple chemical reaction mechanisms are simulated to provide chemical understanding from the effect of fuel injection timing on intermediate species generations. The species such as C2H4, C3H6, CH4, and H2 are found to be formed during the NVO injection period from the calculations. The effects of single pulse injection timings on combustion characteristics such pressure rise rate, combustion stability, and emissions are also discussed in this study.

An integrated model for negative valve overlap early injection HCCI combustion

2014 ◽  
Vol 87 (4) ◽  
pp. 341-353 ◽  
Author(s):  
Yong Gui ◽  
Kangyao Deng ◽  
Min Xu ◽  
Lei Shi ◽  
Youcheng Sun
Keyword(s):  
Integrated Model ◽  
Hcci Combustion ◽  
Negative Valve Overlap ◽  
Valve Overlap ◽  
Early Injection

Internal Residual vs. Elevated Intake Temperature: How the Method of Charge Preheating Affects the Phasing Limitations of HCCI Combustion

2012 ◽  
Author(s):  
Laura Manofsky Olesky ◽  
Jiri Vavra ◽  
Dennis Assanis ◽  
Aristotelis Babajimopoulos
Keyword(s):  
Constant Load ◽  
Combustion Stability ◽  
Residual Fraction ◽  
Compression Ignition ◽  
Hcci Combustion ◽  
Final Study ◽  
Temperature Constant ◽  
Negative Valve Overlap ◽  
Burn Rate ◽  
Valve Overlap

Homogeneous charge compression ignition (HCCI) has the potential to reduce both fuel consumption and NOx emissons compared to normal spark-ignited (SI) combustion. For a relatively low compression ratio engine, high unburned temperatures are needed to initiate HCCI combustion, which is achieved with large amounts of internal residual or by heating the intake charge. The amount of residual in the combustion chamber is controlled by a recompression valve strategy, which relies on negative valve overlap (NVO) to trap residual gases in the cylinder. A single-cylinder research engine with fully-flexible valve actuation is used to explore the limits of HCCI combustion phasing at a constant load of ∼3 bar IMEPg. This is done by performing two individual sweeps of a) internal residual fraction (via NVO) and b) intake air temperature to control combustion phasing. It is found that increasing both variables advances the phasing of HCCI combustion, which leads to increased NOx emissions and a higher ringing intensity. On the other hand, a reduction in these variables leads to greater emissions of CO and HC, as well as a decrease in combustion stability. A direct comparison of the two sweeps suggests that the points with elevated intake temperatures are more prone to ringing as combustion is advanced and less prone to instability and misfire as combustion is retarded. This behavior can be explained by compositional differences (air vs. EGR dilution) which lead to variations in burn rate and peak temperature. As a final study, two additional NVO sweeps are performed while holding intake temperature constant at 30°C and 90°C. Again, it is seen that at higher intake temperatures, combustion is more susceptible to ringing at advanced timings and more resistant to instability/misfire at retarded timings.

Effects of a Low Octane Gasoline Blended Fuel on Negative Valve Overlap Enabled HCCI Load Limit, Combustion Phasing and Burn Duration

2013 ◽  
Vol 135 (7) ◽  
Author(s):  
Luke M. Hagen ◽  
Laura Manofsky Olesky ◽  
Stanislav V. Bohac ◽  
George Lavoie ◽  
Dennis Assanis
Keyword(s):  
Maximum Load ◽  
Heating Value ◽  
Hcci Combustion ◽  
Fuel Flow ◽  
Load Limit ◽  
Lower Heating Value ◽  
O2 Concentration ◽  
Negative Valve Overlap ◽  
Valve Overlap ◽  
Lower Heating

Homogeneous charge compression iginition (HCCI) combustion allows for the use of fuels with octane requirements below that of spark-ignited engines. A reference gasoline was compared with iso-octane and a low octane blend of gasoline and 40% n-heptane, NH40. Experiments were conducted on a single cylinder engine operating with negative valve overlap (NVO). The fuel flow rate per cycle was compensated based on the lower heating value to maintain a constant energy addition across fuels. Iso-octane and gasoline demonstrated similar maximum load, achieving a gross IMEPg of ~430 kPa, whereas the NH40 demonstrated an increased IMEPg of ~460 kPa. The NH40 could be operated at a later phasing compared with the higher octane fuels, and exhibited a shorter burn duration at a given fueling rate and phasing. These results could be due to compositional differences, as NH40 required less NVO compared to iso-octane and gasoline, leading to less thermal and compositional stratification, as well as a higher O2 concentration and less residual gas. Additionally, the NH40 fuel demonstrated a higher intermediate temperature heat release than the higher octane fuels, potentially contributing to the shorter burn duration. Overall, these results demonstrate clear benefits to NVO enabled HCCI combustion with low octane fuels.

A Cycle-to-Cycle Method to Predict HCCI Combustion Phasing

2013 ◽  
Author(s):  
Adam Vaughan ◽  
Stanislav V. Bohac
Keyword(s):  
Fuel Efficiency ◽  
Stability Limit ◽  
Low Temperature Combustion ◽  
Combustion Instabilities ◽  
Hcci Combustion ◽  
Crank Angle ◽  
Temperature Combustion ◽  
The Stability ◽  
Negative Valve Overlap ◽  
Valve Overlap

Homogeneous Charge Compression Ignition (HCCI) is a low temperature combustion strategy that simultaneously improves fuel efficiency and lowers engine-out NOx emissions. Unfortunately, broad usage of HCCI is hampered by combustion instabilities and a limited operation envelope. To help understand these limitations, this paper treats individual cylinders in a production four-cylinder engine as dynamical systems that iterate CA90 (the crank angle where 90% of net heat release is achieved) cycle-to-cycle as the engine operates in an unboosted, negative valve overlap HCCI combustion mode. This approach is shown to provide qualitative understanding of the stability limit bifurcation behavior, while also enabling quantitative cycle-to-cycle predictions of combustion phasing across a wide variety of transient and steady-state conditions, right up to complete misfire.

An Experimental Research on the Effects of Negative Valve Overlap on Performance and Operating Range in a Homogeneous Charge Compression Ignition Engine With RON40 and RON60 Fuels

2020 ◽  
Vol 142 (5) ◽  
Author(s):  
Seyfi Polat ◽  
Hamit Solmaz ◽  
Ahmet Uyumaz ◽  
Alper Calam ◽  
Emre Yılmaz ◽  
...  
Keyword(s):  
Pressure Rise ◽  
Engine Performance ◽  
Maximum Pressure ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Operating Range ◽  
Hcci Combustion ◽  
Residual Gas ◽  
Negative Valve Overlap ◽  
Valve Overlap

Abstract In this study, the effects of negative valve overlap (NVO) on homogenous charge compression ignition (HCCI) combustion and engine performance were experimentally investigated. A four stroke, single cylinder, port injection HCCI engine was operated at −16 deg crank angle (CA), −8 deg CA, and +8 deg CA valve overlap values and different lambda values and engine speeds at wide open throttle. RON40 and RON60 were used as test fuels in view of combustion and performance characteristics in HCCI mode. The variations of indicated mean effective pressure (IMEP), residual gas, CA50, indicated thermal efficiency (ITE), indicated specific fuel consumption (ISFC), maximum pressure rise rate (MPRR) and ringing intensity (RI) were observed on HCCI combustion. The results showed that NVO caused to trap residual gases in the combustion chamber. Hot residual gases showed heating and dilution effect on HCCI combustion. Combustion was retarded with the presence of residual gas at −16 deg CA NVO. Test results showed that higher imep and maximum in-cylinder pressure were obtained with RON60 according to RON40. As expected, CA50 was obtained later with RON60 compared to RON40 due to more resistance of auto-ignition. RON60 residual gas prevented the rapid and sudden combustion due to higher heat capacity of charge mixture. RI decreased with the usage of RON60 compared to RON40. Significant decrease was seen on RI with RON60 especially at lower lambda values. It was seen that HCCI combustion can be controlled with NVO and operating range of HCCI engines can be extended.

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