scholarly journals Blending Octane Number of Ethanol on a Volume and Molar Basis in SI and HCCI Combustion Modes

2017 ◽  
Author(s):  
Muhammad Umer Waqas ◽  
Kai Morganti ◽  
Jean-Baptiste Masurier ◽  
Bengt Johansson
Keyword(s):  
Octane Number ◽  
Hcci Combustion ◽  
Combustion Modes ◽  
Molar Basis

scholarly journals Blending Octane Number of Ethanol in HCCI, SI and CI Combustion Modes

2016 ◽  
Vol 9 (3) ◽  
pp. 659-682 ◽  
Author(s):  
Muhammad Waqas ◽  
Nimal Naser ◽  
Mani Sarathy ◽  
Kai Morganti ◽  
Khalid Al-Qurashi ◽  
...  
Keyword(s):  
Octane Number ◽  
Combustion Modes

scholarly journals Development and Validation of a Reduced DME Mechanism Applicable to Various Combustion Modes in Internal Combustion Engines

2011 ◽  
Vol 2011 ◽  
pp. 1-8 ◽  
Author(s):  
Gregory T. Chin ◽  
J.-Y. Chen ◽  
Vi H. Rapp ◽  
R. W. Dibble
Keyword(s):  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Combustion Engines ◽  
Detailed Mechanism ◽  
Reduced Mechanism ◽  
Hcci Combustion ◽  
Combustion Modes ◽  
Reduced Chemistry ◽  
Wide Range ◽  
Development And Validation

A 28-species reduced chemistry mechanism for Dimethyl Ether (DME) combustion is developed on the basis of a recent detailed mechanism by Zhao et al. (2008). The construction of reduced chemistry was carried out with automatic algorithms incorporating newly developed strategies. The performance of the reduced mechanism is assessed over a wide range of combustion conditions anticipated to occur in future advanced piston internal combustion engines, such as HCCI, SAHCCI, and PCCI. Overall, the reduced chemistry gives results in good agreement with those from the detailed mechanism for all the combustion modes tested. While the detailed mechanism by Zhao et al. (2008) shows reasonable agreement with the shock tube autoignition delay data, the detailed mechanism requires further improvement in order to better predict HCCI combustion under engine conditions.

Hybrid modeling for switching between SI and HCCI combustion modes

2007 ◽  
Author(s):  
Stelios Karagiorgis ◽  
Keith Glover ◽  
Nick Collings ◽  
Anthemios Petridis
Keyword(s):  
Hybrid Modeling ◽  
Hcci Combustion ◽  
Combustion Modes

4701 Influence of Octane Number and EGR on HCCI Combustion

2006 ◽  
Vol 2006.3 (0) ◽  
pp. 233-234
Author(s):  
Hiroki KASUYA ◽  
Seiji OKAMURA ◽  
Takashi WATANABE ◽  
Akira IIJIMA ◽  
Hideo SHOJI
Keyword(s):  
Octane Number ◽  
Hcci Combustion

Effects of Low Temperature Reforming (LTR) Products of Low Octane Number Fuels on HCCI Combustion

2018 ◽  
Author(s):  
Chao Geng ◽  
Hai Feng Liu ◽  
Xinghui Fang ◽  
Zhi Yang ◽  
Yanqing Cui ◽  
...  
Keyword(s):  
Low Temperature ◽  
Octane Number ◽  
Hcci Combustion

Knock In Various Combustion Modes in a Gasoline-Fueled Automotive Engine

2012 ◽  
Vol 134 (8) ◽  
Author(s):  
Jiri Vavra ◽  
Stanislav V. Bohac ◽  
Laura Manofsky ◽  
George Lavoie ◽  
Dennis Assanis
Keyword(s):  
Maximum Load ◽  
Simultaneous Occurrence ◽  
Compression Ignition ◽  
Automotive Engine ◽  
Hcci Combustion ◽  
Combustion Modes ◽  
Spark Plug ◽  
Load Increase ◽  
Research Grade ◽  
Stability Limits

Homogeneous charge compression ignition (HCCI) offers great potential for improved fuel economy and dramatically reduced NOx emissions, compared to typical spark ignition (SI) combustion. However, the benefits of HCCI are limited to low and medium loads by the simultaneous occurrence of combustion instability and knock at a maximum load that is too low for conventional SI combustion. To provide smooth operation in the intermediate range between HCCI and SI requires alternative combustion strategies. One such strategy is spark-assisted compression ignition (SACI), which uses a spark plug to initiate a flame that consumes a portion of the mixture, followed by autoignition of the remaining charge. This moderates the rapid heat release and allows higher loads to be achieved without exceeding knock and stability limits. In a recent study, we have explored this region and have found that spark assist at first dramatically reduces knock as load is raised above the HCCI limit; however, with further load increase, knock returns but in a form that resembles spark ignited knock rather than the HCCI knock. This study investigates in detail the knocking conditions observed in that work. The objectives of this study are twofold: first, to explore the differences between the two forms of knock and second, to apply and compare a number of commonly used metrics for knock and noise over the range of HCCI, SACI, and SI combustion. Experimental data were acquired on a single-cylinder DI research engine equipped with a fully flexible valve actuation (FFVA) system and fueled by research-grade gasoline. Cycle to cycle results based on filtered pressure traces are shown and compared with a number of knock measures including a widely used correlation for ringing intensity for HCCI combustion. Although based on a limited set of data, the results identify important qualitative features of the two forms of knock and point out significant differences among the knock metrics. The results suggest that further investigations are needed to fully understand both the knocking phenomenon and how best to quantify it.

The effect of fuel octane and dilutent on homogeneous charge compression ignition combustion

2005 ◽  
Vol 219 (5) ◽  
pp. 665-675 ◽  
Author(s):  
M J Atkins ◽  
C R Koch
Keyword(s):  
Fuel Consumption ◽  
Octane Number ◽  
Homogeneous Charge Compression Ignition ◽  
Specific Fuel Consumption ◽  
Compression Ignition ◽  
Hcci Combustion ◽  
Excess Air ◽  
Combustion Properties ◽  
Start Of Combustion ◽  
Homogeneous Charge

This paper presents some experimental operating and combustion properties of homogeneous charge compression ignition (HCCI) combustion. HCCI operating range, start of combustion, burn duration, indicated mean effective pressure, indicated specific emissions, and indicated specific fuel consumption are evaluated as charge dilution and octane number are varied. Primary reference fuels with octane numbers of 20, 40, and 60 are used in this study. The autoignition properties of the air-fuel mixture are varied by changing the fuel octane number, percentage of exhaust gas recirculation (EGR), and air-fuel ratio, while holding the intake temperature, engine speed, and compression ratio constant. Results show that both the start of combustion and the burn duration are sensitive to mixture dilution (excess air or EGR). The fuel octane number is not an effective method of controlling the start of combustion or the burn duration but can be used to increase the load range of the HCCI engine. Both the NO x emissions and the indicated specific fuel consumption increase as the octane number is increased due to lower dilution and higher peak temperatures. Correct amounts of dilution are critical in controlling HCCI combustion. Separating dilution into EGR and excess air, it is found that a given amount of EGR is more effective at controlling the start of combustion and the burn duration than the same amount of excess air.

Effects of Fuel Octane Number on Homogeneous Charge Compression Ignition (HCCI) Combustion with Rapid Compression Machine

2012 ◽  
Vol 455-456 ◽  
pp. 339-343
Author(s):  
You Kun Wang ◽  
Peng Cheng ◽  
Yun Kai Wang ◽  
Hua Li ◽  
Ying Nan Guo
Keyword(s):  
Octane Number ◽  
Homogeneous Charge Compression Ignition ◽  
Maximum Pressure ◽  
Compression Ignition ◽  
Rapid Compression Machine ◽  
Hcci Combustion ◽  
Combustion Duration ◽  
Rapid Compression ◽  
Start Of Combustion ◽  
Homogeneous Charge

The effects of fuel octane number (RON) on homogeneous charge compression ignition (HCCI) combustion were studied under different combustion boundary conditions on a rapid compression machine. The results show that the maximum pressure raise rate and maximum combustion temperature decreased as the RON increased while the start of combustion is delayed and the combustion duration is shortened at the same time.

Knock in Various Combustion Modes in a Gasoline-Fueled Automotive Engine

2011 ◽  
Author(s):  
Jiri Vavra ◽  
Stanislav V. Bohac ◽  
Laura Manofsky ◽  
George Lavoie ◽  
Dennis N. Assanis
Keyword(s):  
Maximum Load ◽  
Simultaneous Occurrence ◽  
Compression Ignition ◽  
Automotive Engine ◽  
Hcci Combustion ◽  
Combustion Modes ◽  
Spark Plug ◽  
Load Increase ◽  
Research Grade ◽  
Stability Limits

Homogeneous charge compression ignition (HCCI) offers great potential for improved fuel economy and dramatically reduced NOx emissions, compared to typical spark ignition (SI) combustion. However the benefits of HCCI are limited to low and medium loads by the simultaneous occurrence of combustion instability and knock at a maximum load that is too low for conventional SI combustion. To provide smooth operation in the intermediate range between HCCI and SI requires alternative combustion strategies. One such strategy is spark-assisted compression ignition (SACI) which uses a spark plug to initiate a flame which consumes a portion of the mixture, followed by autoignition of the remaining charge. This moderates the rapid heat release and allows higher loads to be achieved without exceeding knock and stability limits. In a recent study we have explored this region and have found that spark assist at first dramatically reduces knock as load is raised above the HCCI limit; however with further load increase, knock returns, but in a form which resembles spark ignited knock rather than the HCCI knock. This study investigates in detail the knocking conditions observed in that work. The objectives of this study are twofold: first, to explore the differences between the two forms of knock; and second, to apply and compare a number of commonly used metrics for knock and noise over the range of HCCI, SACI and SI combustion. Experimental data were acquired on a single-cylinder DI research engine equipped with a fully flexible valve actuation (FFVA) system and fueled by research-grade gasoline. Cycle to cycle results based on filtered pressure traces are shown and compared with a number of knock measures including a widely used correlation for ringing intensity for HCCI combustion. Although based on a limited set of data, the results identify important qualitative features of the two forms of knock and point out significant differences among the knock metrics. The results suggest that further investigations are needed to fully understand both the knocking phenomenon and how best to quantify it.

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