Review on Homogeneous Charge Compression

Ignition (HCCI)

ABSTRACT
The burning of HCCI was attracting much attention due to the high efficiency
and reduction of nitrogen oxide (NOx) and the release of particulate matter
(PM). However, there are still significant challenges to the efficient operation of
HCCI engines, such as controlling the combustion phases, extending the
operating range, and the higher emissions of hydrocarbon and unburned CO.
Currently, HCCI combustion is limited to operating conditions with air / fuel
balance or high EGR values. The performance of a heavy-duty HCCI may be
best achieved with improved fuel-lean performance. Alternatively, HCCI's
combustion power may be well suited to "dual-mode" engine systems, where
sparks or normal Diesel combustion are used to achieve full load. In the
following study, I presented a summary of the few current studies in the “HCCI
method”. HCCI engine performance, warnings for this HCCI method, oil
temperature required and suitable for pressure charging method, HCCI engine
oil control systems with various oils, and HCCI engine with Hydrogen as fuel
are discussed.
INTRODUCTION
HCCI engine was introduced to reduce the emissions of traditional IC engines.
In the SI engine during charging a suction stroke is provided with a carburetor
so it is the same mix and the problem facing the SI engine is knocking but if the
CI engine on time only absorbing air that enters the burning room. When
pressing fuel near the TDC the fuel is injected which is why a mixture of
heterogonous fuel. The problem with the CI engine is the formation of NOx due
to a burning fire .
To solve these problems researchers are introducing a new technology called
HCCI engine. With the help of HCCI combustion we can increasing efficiency
and reducing carbon emissions . CI engines have high efficiency and efficiency
HCCI engine is compared with CI engines. The HCCI engine operates with the
principle of a homogeneous mixed charge piston pressed until its temperature
reaches an automatic temperature. At HCCI temperatures no previous fire
caused the whole charger to start burning which is why the temperature is
reduced. The biggest problems associated with the HCCI engine are control
heat, temperature and charge structure. But for now all these problems are
solved by using an electric sensor.
HCCI COMBUSTION
HCCI (Homogeneous Charge Compression Ignition) is a powerful heat
exchanger. Using gasoline, diesel fuel, and many other fuels, HCCI can achieve
high performance, such as diesel while emitting very low NOx and particle
emissions. In a way, HCCI combines the most advanced features of both spark
ignition (SI) petrol engines and diesel engines running on diesel fuel. The
charger is well integrated, as in the SI engine, reduces particle emissions, and is
compressed flammable without heavy losses, such as on a diesel engine,
resulting in greater efficiency. Unlike any of these traditional engines, burning
occurs at the entire volume of the cylinder instead of the front flame.
Both car engines and large trucks can benefit from HCCI. In fact, it
can be measured on almost any level of a transport engine, from small
motorcycles to large vessels. HCCI also operates on piston engines used in non-
transportation industries, such as power pumps and piping. Because HCCI
engines are open to operating at a lower speed of o + f and loads than engines
used in conventional power trains, they are more suitable for mixed vehicle
applications. The use of HCCI engines in hybrid vehicles may utilize the
existing benefits of HCCI to improve fuel-efficient vehicles.

HCCI Principle:

"Homogeneous Charge Compression Ignition Engine" is a four-stroke engine

that uses equal charging congestion as a means of internal combustion. The
HCCI engine can be said to be a combination of both the ‘Petrol (SI) engine and
Diesel Engine (CI). The HCCI engine has no fuel or fuel injection plug. It is
very similar to a diesel engine for pressing in operation as with the HCCI engine
and the ignition of the air-fuel mixture occurs in engines due to compressed air
temperature (self-ignition) outside needs a spark plug or similar device.
The working of the HCCI engine i,e. the strokes are as follows,
1. Suction Stroke 2. Compression Stroke
3. Combustion Stroke 4. Exhaust Stroke.
Suction Stroke: -
During Suction Stroke, the piston is removed from the dead surface (TDC)in the
lower dead area (BDC). The entry valve remains open and the exhaustthe valve
is closed during the infection, the air-fuel mixture is absorbed into the cylinder.
Compression Stroke: -
During Compression Stroke, the piston is removed from the bottom dead center
(BDC) to the top dead surface (TDC) and the fuel starts to burn with constant
pressure. Both the inlet valves and the exhaust remain closed during this blow.
Combustion Stroke: -
Expansion of gases due to heat from the fire causes pressure piston. Under this
pressure, the piston moves from the top of the dead center to the bottom dead
center and thus activity is found in the disease. Both inlet and exhaust the valves
remain closed during this blow.
Exhaust Stroke: -
The piston moves from the lower center to the upper dead end and pushes
remove gases from the atmosphere. The entry valve remains closed and exhaust
the valve is open during this disease. A mixture of air-fuel lean, e.g. the gas
level in the fuel is high because when it is burned, the burning occurs very
quickly.
If spontaneous combustion occurs too early or has too much chemical energy,
the combustion it is very fast and high in-cylinder pressure can damage the
engine. For this reason HCCI is usually used for reduced fuel mixing. When we
compare standard heat engines in HCCI engine, fuel efficiency of more than
15% can be achieve in the HCCI engine due to the 'flame-free ignition' and the
complete combustion of the mixture is guaranteed. There will also be significant
reductions discharge due to non-flammable heat. NOx construction will also be
reduced.
Using an automatic fuel combustion, such as a diesel engine, HCCI is the
ultimate combustion system to achieve both CO2 emissions and clean air
emissions. As compared to conventional gasoline engines, low temperatures
produce approx and no NOx emissions. It has the highest possible thermal
efficiency in all internal combustion engine systems, which means a significant
reduction in CO2 emissions.
ADVANTAGES:
Benefits of using HCCI technology for IC engines
 1. With the help of the HCCI engine we can save up to 15% fuel as these
have a softer and cheaper mixture, high temperature leads to lower
emissions compared to the SI engine.
2. In the HCCI engine there is no rolling loss, high CR, and a short burning
time leading to high efficiency.
3. It can use a variety of fuels such as diesel, gasoline, and biofuels.
4. It can be used on any car engine stop engine, stationary engine, heavy
work engine, or small size engine
5. Small emissions of greenhouse gas detected by HCCI technology.
6. NOx and PM emissions are reduced while using HCCI technology.
DISADVANTAGES:
There are other barriers related to HCCI technology described below
1. The high level of emissions of UHC and CO is observed and the tendency to
knock under certain conditions is observed.
2. High cylinder peak pressure creates noise and damages the engine.
3. The new phase of the HCCI engine is difficult to control.
4. Low power range.
CHALLENGES WITH HCCI TECHNOLOGY
Before using the benefits of HCCI heating it must overcome certain obstacles.
These barriers are described below
Combustion phase control
In conventional engines, the combustion phase or ignition time is directly
controlled by the spark time in the SI engine or fuel. CI engine injection time. In
HCCI the timing engine controls automatic ignition which is a major challenge.
the main combustion is controlled by automatic ignition which is made up of a
few elements of pressure measurement, the degree of mixing homogeneity, feed
temperature, engine speed, EGR value, engine temperature, residual rate, wall
temperature - pressure, duration of combustion and chemistry of fuel auto
ignition and other factors. Engine efficiency and power output is highly
dependent on combustion control if the burn occurs early, power outages during
operation, and damage to the engine, it happens when the burn happens too late,
the chances of having the wrong fire increase.
High level of Noise, UHC, and CO emissions
During congestion, the rapid heat dissipation is caused by the automatic ignition
of the complete homogeneous charge. This rapid heat release is a major cause of
a sudden increase in pressure and a high level of noise that can cause great
engine damage. So controlling this sudden release of heat is very important. The
acceptable range for increasing pressure is 8 bar / CA with noise. The
underlying cause of UHC and CO is the incomplete oxidation of fuel. Jump
valve, crack volume present in the burning room and the absorption of deposits
on the wall are some of the reasons for UHC and CO.
Operation range
Another obstacle to the HCCI engine in successful trading in the market is the
limited range of performance. To get the full benefits of the HCCI engine it is
important to extend the scope of operation. Controlling stitching time overload
list and speed is a difficult task. At very low loads, due to a lack of automatic
ignition soft mixture, automatic ignition is difficult to load very high and is
limited by knocking an object. Therefore, the operating environment of the
HCCI engine is limited.
Cold start
In winter or a regionally cold region, cold start becomes a challenge for the
HCCI engine. Because the pressurized charge releases more heat to the wall
when the cold operation begins. This problem can be overcome by starting the
engine in normal mode for a short period of warming and then switching to
HCCI mode.
Homogenous charge preparation
Equal charging adjustments are a key factor in increasing fuel efficiency and
reducing carbon emissions such as HC and PM. The HCCI fire phase is also
controlled by the automatic ignition reaction and the homogeneity mixture
contributes to the automatic heating reaction. To get low diesel-like fuel it is
very difficult to prepare a homogeneous mixture. For IC engines, it is time for
the preparation of the homogeneous mixture to be very short due to the short
duration of the thermodynamic cycle. This level of oil homogeneity is greatly
improved by increasing the preparation time of the mixture only.
Proposed Solution To Challenges
Combustion phase control: A change in the temperature history of the mixture
is one of the solutions to control the burning time. VVT (variable valve timing)
method or to catch the remaining gas / exhaust gas, adjust the injection time for
injecting inside the cylinder, the flexible CR method, adjust the input
temperature, the variable value of the EGR method, by fluid injection or change
rate cooling temperature.
High level of noise Three main cylinder pressure-derived metrics have been
applied to solve this problem. For example the peak pressure rise rate (PPRR),
combustion noise level (CNL) and ringing intensity (RI).
Range of operation: Several methods are used to increase the HCCI engine
performance base. To increase the area of high load, boosting take a breath,
using the remaining gas-retaining method with cool EGR or using two double-
stroke operations the witchcraft engine may be the solution to these problems.
Cold start: One of the solutions is starting the engine in a conventional mode
and then switching to the HCCI mode after a short warm-up period. Other
solutions are using glow plugs, using different fuel or fuel additives, increasing
CR with variable CR or VVT or using spark-assisted compression ignition.
Homogenous charge preparation: Low temperatures (LTC) were employed in
many combustion engines such as the IC engine and gas turbine, in particular
reducing NOx emissions because they are responsible for the formation of
peroxyacetyl nitrate. Some steps are like fuel injection into the flow of the most
volatile port in the most volatile and flexible oil or first cylinder injectionm a
sophisticated diesel fuel injection can be taken to solve this problem.
Possible Future Research in the field:-
Over the last decade, significant improvement has been made in understanding
the in-cylinder processes in HCCI and its extensions, such as PCCI, SCCI, LTC,
and other combustion modes, considerably increasing our ability to function in
these modes. However, there are still obstacles to overcome, and further study is
needed in a number of areas. Any technology could be further evolved in order
to create a functional HCCI combustion method. The fleas are everywhere. For
both diesel and gasoline-fueled HCCI engines, modular injection technologies,
EGR control, and closed-loop feedback control would be critical. Any
technology could be further evolved in order to create a functional HCCI
combustion method. Flexible injection techniques, EGR power, and closed-loop
feedback control would be critical for both diesel and gasoline engines. In order
to achieve a fuel-efficient, low-emissions HCCI engine, a range of challenges
must be addressed. While a full-time HCCI engine seems attractive, its potential
to generate power equal to that of traditional Diesel or stoichiometric engines
remains in doubt. Even if stoichiometric air-fuel ratios were feasible with HCCI
combustion, computational and experimental findings indicate that there would
be no NOx gain over spark ignition. In stationary and marine applications,
highly boosted, fuel-lean HCCI engines tend to be a promising choice for
generating maximum power output. Future production of HCCI-specific fuels,
as well as advancements in combustion phasing control, can allow for Diesel-
like air/fuel ratios and power output. However, for near-term mobile
applications, HCCI combustion could be better suited to “dual-mode” engines,
which take advantage of HCCI benefits at low loads when running on either
spark ignition or traditional Diesel combustion at maximum load.
Conclusion
HCCI combustion has excellent efficiency and low productivity carbon
emissions. HCCI engines can function as well as pressure-combustion, direct-
injection engines CIDI (an improved version of diesel engine), while producing
ultra-low oxides of nitrogen (NOx) and emission of particle matter (PM). HCCI
engines can run on gasoline, diesel fuel, and more other fuel items. While HCCI
has been shown and known by sometime, only the recent arrival of electrical
sensors and controls has made HCCI search engines that are likely to be real
Acknowledgement:-
I would sincerely like to thank my professor Dr. M Sathish Kumar sir for giving
me a wonderful opportunity to work on this very interesting topic. I would also
like to thank him for his patience and for his huge support. I am also very
thankful to my university, Amrita Vishwa Vidyapeetham, Chennai.
References
1. Stanglmaier RH, Roberts CE. Homogeneous charge compression ignition
(HCCI) benefits, compromises and future engine applications. SAE Paper
1999-01- 3682; 1999.
2. Gray III AW, Ryan III TW. Homogeneous charge compression ignition
(HCCI) of diesel fuel. SAE paper 971676; 1997.
3. P.M. Diaz, Durga Prasad, S. Muthu Raman, “A CFD investigation of
emissions formation in HCCI engines, including detailed NOX
chemistry”.
4. Aceves SM, Flowers DL, Frias JM, Smith JR, Dibble R, Au M, Girard J.
HCCI combustion: analysis and experiments. SAE Paper, 2001–01–2077;
2001. [
5. Thring R. Homogeneous charge compression ignition (HCCI) engines.
SAE Paper 8902068; 1989.
6. Ryan TW, Callahan TJ. Homogeneous charge compression ignition of
diesel fuel. SAE Paper 961160; 1996
7. Jincai Zheng, David L. Miller and Nicholas P. Cernansky, “A Global
Reaction Model for HCCI Combustion Process”, Homogenous Charge
Compressed Ignition, 2004, Vol SP-1896, pp.63
8. S. Onishi, S. Hong Jo, K. Shoda, P Do Jo, S Kato: "Active Thermo-
Atmosphere Combustion (ATAC) – A New Combustion Process for
Internal Combustion Engines", SAE Paper 790501.
9. M. Noguchi, Y. Tanaka, T. Tanaka, Y. Takeuchi: ”Takeuchi Study on
Gasoline Engine Combustion by Observation of Intermediate Reactive
Products during Combustion”, SAE 790840.
10. P. Najt, D.E. Foster: ”Compression Ignited Homogeneous Charge
Combustion”, SAE 830264.
11.T.W. Ryan, T.J. Callahan: ”Homogeneous Charge compression Ignition
of Diesel Fuel”, SAE 961160.
12.N. Lida: „Combustion Analysis of Methanol-Fueled Active Thermo-
Atmosphere combustion (ATAC) Engine Using a Spectroscopic
Observation”, SAE 940684.
13.P. Duret: ”Automotive Calibration of the IAPAC Fluid Dynamically
Controlled Two-Stroke Combustion Process”, SAE 960363
14. J. Chauvin, A. Albrecht, G. Corde, N. Petit, “Modeling and control of a
diesel HCCI engine”,
15.“Modeling HCCI Engine with Exhaust Gas Recirculation”, Application
Note: CHEMKIN-PRO, PRO-APP-Auto-7 (v2.0) August 30, 2010.
[Link] R. Steeper and Shane De Zilwa, " Improving the NOx-Co2
Trade-Off of an HCCI Engine Using a Multi-Hole Injector,"
Homogenous Charge Compression Ignition Engines, vol. Sp-2100, no.
2007, pp. 71.
17.M. Hillion, J. Chauvin and O. Grondin,N. Petit,” Active Combustion
Control of Diesel HCCI Engine: Combustion Timing”.
18.M. Christensen: ”HCCI Combustion – Engine Operation and Emission
Characteristics” Lund 2002
[Link] JA. Characterization of pressure waves in HCCI combustion. SAE
paper 2002;01-2859; 2002.
20. Stanglmaier RH, Li J, Matthews RD. The effect of in-cylinder wall
wetting location on the HC emissions from SI engines. SAE paper
1999;01-0502; 1999.
21. Dec JE.A computational study of the effects of low fuel loading. SAE
paper 2002;01-1309; 2002.
22. Harada A, Shimazaki N, Sator, S, Miyamoto T, Akagawa H, Tsujimura
K. The effects of mixture formation on premixed lean diesel combustion.
SAE paper 980533; 1998.
23. Ranzi E, Faravelli T, Sogaro A, Gaffuri P, Pennati G. A wide range
modelling study of propane and n-butane oxidation. Combust Sci
Technol 1994;100(1):299–330.
[Link] GE, Boulouchos K. Analysis and reduction of the CH4 – air
mechanism at lean conditions. Combust Sci Technol 2000;159(1):281–
303.
[Link] P, Cathonnet M, Boettner JC. Ethylene pyrolysis and oxidation: a
kinetic modeling study. Int J Chemi Kinetics 1990;22(6):641–64.
[Link] HJ, Gaffuri P, Pitz WJ, Westbrook CK. A comprehensive
modelling study of n-heptane oxidation. Combust Flame 1998;114(1–
2):149–77.
27. Jun D, Ishii K, Iida N. Combustion analysis of natural gas in four stroke
HCCI engine using experiment and elementary reactions calculation.
SAE paper 2003-01-1089; 2003.
[Link] M, Zheng Z, Liu H. Progress and recent trends in homogenous
charge compression ignition (HCCI) engines. Prog energy combust sci
2009;35:398–437.
[Link] John E., Isolating the effects of fuel chemistry on combustion
phasing in an HCCI engine and the potential of fuel stratification for
ignition control. SAE2004-01-0557;2004.
30. US Department of Energy. Homogeneous charge compression ignition(HCCI) technology – a
report to the US congress. April 2001.
31. Flowers D, Aceves S, Westbrook CK, Smith JR, Dibble R. .Detailed chemical kinetic simulation
of natural gas HCCI combustion: gas composition effects and investigation of control
strategies. J Eng Gas Turbines Power 2001;23:433-9.
32. Amneus P, Nilsson D, Mauss F, Christensen M, Johansson B. Homogenous charge
compression ignition engine: experiments and detailed chemical kinetic calculations. In :
Proceedings of the fourth international symposium on diagnostics and modeling of
combustion in internal combustion engines; 1998 (Comodia).
33. Angelos JP, Puignou M, M Andreae M, Cheng WK, Green WH, Singer MA. Detailed chemical
kinetic simulations of homogeneous charge compression ignition engine transients.
EngineJRes2008;9:149–64.
34. Lu Xingcai, Hou Yuchun, Zu Lin lin, Huang Zhen. Experimental study on the auto -ignition and
combustion characteristics in the homogeneous charge compression ignition (HCCI)
combustion operation with ethanol/ n-heptane blend fuels by port
injection;2006:vol.5.p.2622–31.
35. Magnus Sjöberg, John E Dec. Comparing late-cycle auto ignition stability for single and two
stage ignition fuels in HCCI engines. Pro Combust Inst 2007;31:2895–902.
36. Markus Kraft, Peter Maigaard, Fabian Mauss, Magnus Christensen, Bengt Johansson.
Investigation of combustion emissions in a homogeneous charge compression injection
engine: measurements and a new computational model. Proc Combust Inst 2000;28:1195–
201.
37. Olsson JO, Tunestål P, Johansson B. Closed-loop control of an HCCI engine. SAE Technical
paper; 2001.
38. Olsson JO, Tunestål P, Haraldsson G, Johansson B. A turbo charged dual fuel HCCI engine.
SAE Technical paper; 2001.
39. Mack JH. Investigation of homogeneous charge compression ignition (HCCI) engines fuelled
with ethanol blends using experiments and numerical simulations (PhD Thesis). Berkeley,
USA: University of California; 2007.
40. Bendu H, Murugan S. Homogeneous charge compression ignition (HCCI) combustion:
mixture preparation and control strategies in diesel engines. Renew Sustain Energy Rev
2014;38:732–46
41. A method of defining ignition quality of fuels in HCCI engines by ‘Gautham Kalghatgi’
42. Homogeneous Charge Compression Ignition (HCCI): Benefits, Compromises, and Future
Engine Applications Rudolf H. Stanglmaier and Charles E. Roberts.
43. Fuel Requirements for HCCI Engine Operation Thomas W. Ryan III, Andrew C. Matheaus
44. Progress and recent trends in homogeneous charge compression ignition (HCCI) engines
Mingfa Yao*, Zhaolei Zheng, Haifeng Liu .
45. Auto-Ignition Quality of Practical Fuels and Implications for Fuel Requirements of Future SI
and HCCI Engines by Gautam T. Kalghatgi
46. The Potential of HCCI Combustion for High Efficiency and Low Emissions Kathi Epping;
Salvador Aceves; Richard Bechtold; John Dec
47. A comprehensive investigation on the emissions of ethanol HCCI engines Annarita Viggiano ,
Vinicio Magi
48. A review of hydrogen and natural gas addition in diesel HCCI engines [Link],
TalalYusaf, [Link]
49. An investigation of hydrogen-fuelled HCCI engine performance and operation J.M. Gomes
Antunes, R. Mikalsen, A.P. Roskilly
50. Homogeneous..Charge Compression.. Ignition (HCCI) Engines R. H. Thrlng.
51. Evaluation of heat transfer correlations for HCCI engine modelling H.S. Soyhan, H. Yasar, H.
Walmsley, B. Head, G.T. Kalghatgi, C. Sorusbay
52. A Mean-Value Model for Control of Homogeneous Charge Compression Ignition HCCI. . .
Engines by D. J. Rausen A. G. Stefanopoulou
53. . HCCI Engine Modeling and Control using Conservation Principles Daniel Blom, Maria
Karlsson, Kent Ekholm, Per Tunestal and Rolf Johansson
54. [Link] Control by Thermal Management J. Martinez-Frias, S.M. Aceves, D. Flowers, J.R.
Smith, R. Dibble