DUAL MODE SI ENGINE WITH HOMOGENEOUS CHARGE

COMPRESSION IGNITION

SHANKER MOHANAN1, V.VIJAYARAGHAVAN2

1
Department of Mechanical Engineering, St.Josephs College of Engineering,Chennai
E-mail Id: [email protected]
ContactNo:9884758846

2
Department of Mechanical Engineering, St.Josephs College of Engineering,Chennai
E-mail ID: [email protected]
ContactNo:9790867686

ABSTRACT:

Homogeneous charge compression ignition (HCCI) engines have the potential to provide high, diesel-like efficiencies and
very low emissions. In an HCCI engine, a dilute, premixed fuel/air charge auto-ignites and burns volumetrically as a result
of piston compression. It can offer the benefits of low NOx emissions, significant fuel consumption benefits and
extremely low particulate emissions compared to diesels. But it must overcome some barriers like combustion phasing,
high peak pressures and low operation range. The aim of this presentation is to overcome these barriers by using a spark-
ignition (SI) automobile engine that can, under the appropriate driving conditions, move into a spark-free Homogeneous
Charge Compression Ignition (HCCI) operating mode that is more fuel-efficient than the SI mode. This is accomplished by
using a negative valve overlap, (i.e.) closing the exhaust valve before opening the intake valve, to trap hot exhaust gas
residuals. Other modifications to the engine includes: increasing the compression ratio from 9.7 to 11.1, adding
continuously variable cam phasing to the exhaust and intake valve train and using cams with reduced durations and lifts.

Using these modifications, it would be possible for the HCCI engine to lead the race for eco-friendly cars .

TECHNICAL FIELD:

This presentation relates generally to internal combustion engines and more specifically to engines
operating in spark ignition and homogeneous charge compressed ignition modes.
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INTRODUCTION:

The HCCI engine is a relatively new type of engine. It has the characteristics of two most popular
forms of combustion used in IC engines: homogeneous charge spark ignition (gasoline engines) and
stratified charge compression ignition (diesel engines). 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 concentration and temperature of the mixture are raised by compression
until the entire mixture reacts simultaneously. Stratified charge compression ignition also relies on
temperature increase and concentration resulting from compression, but combustion occurs at the
boundary of fuel-air mixing, caused by an injection event, to initiate combustion.
The defining characteristic of HCCI is that the ignition occurs at several places at a time which makes
the fuel/air mixture burn nearly simultaneously. There is no direct initiator of combustion. This makes
the process inherently challenging to control. However, with advances in microprocessors and a
physical understanding of the ignition process, HCCI can be controlled to achieve gasoline engine like
emissions along with diesel engine like efficiency. In fact, HCCI engines have been shown to achieve
extremely low levels of Nitrogen oxide emissions (NOx) without after-treatment catalytic converter.
The unburned hydrocarbon and carbon monoxide emissions are still high (due to lower peak
temperatures), as in gasoline engines, and must still be treated to meet automotive emission
regulations.
Fig 1: Comparison of SI, CI and HCCI engines

It has the benefits of very low NOx emissions due to the low combustion temperatures of the diluted
mixture, and zero soot emissions due to the premixed lean mixture. Also, thermal efficiency of the
HCCI engine is higher than SI engines and is comparable to conventional compression ignition engines
due to the high compression ratio, unthrottled operation, high air-fuel ratio, reduced radiation heat
transfer loss, and the low cycle-to-cycle variation of HCCI combustion. The limitations of HCCI
engines of known design relate to controlling the ignition timing and the combustion rate at different
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operating conditions. This is because combustion starts by auto-ignition when the mixture reaches a
certain temperature. Thus, the air-fuel mixture is formed earlier before top dead center (TDC), and
ignition can occur at any time during the compression process. Thus, as the engine load increases, the
ignition tends to advance, and the combustion rate tends to increase due to the richer mixture. The
thermal efficiency may also decrease due to the early heat release before TDC, and the engine becomes
rough due to fast and early combustion.
However, managing combustion in the HCCI process is difficult, especially given different operating
conditions and transients. Specifically, precisely controlling combustion phasing is difficult in the
HCCI combustion regime due to the lack of an inherent control strategy, such as spark- or injection-
timing, used in traditional engines. Not surprisingly, the range of conditions suitable for HCCI
operation is far smaller than the range for SI mode. Variations in temperature had a noticeable but not
overwhelming effect on when the HCCI mode worked. Fuel composition had a greater impact, but it
was not really a major factor in its working.

BENEFITS OF HCCI ENGINES:

The advantages of HCCI are numerous and depend on the combustion system to which it is compared.
Relative to SI gasoline engines, HCCI engines are more efficient, approaching the efficiency of a CI
engine. This improved efficiency results from three sources: the elimination of throttling losses, the use
of high compression ratios (similar to a CI engine), and a shorter combustion duration (since it is not
necessary for a flame to propagate across the cylinder). HCCI engines also have lower engine-out NOx
than SI engines. Although three-way catalysts are adequate for removing NOx from current-technology
SI engine exhaust, low NOx is an important advantage relative to spark-ignition, direct-injection
(SIDI) technology, which is being considered for future SI engines.

Fig 2: The fuel efficiency of HCCI and SI engine configurations. SI at =1, Rc=18.7, HCCI lean
burn, HCCI with EGR at =1 and Rc=9.5:1
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Relative to CI engines, HCCI engines have substantially lower emissions of PM and NOx. (Emissions
of PM and NOx are the major impediments to CI engines meeting future emissions standards and are
the focus of extensive current research.) The low emissions of PM and NOx in HCCI engines are a
result of the dilute homogeneous air and fuel mixture in addition to low combustion temperatures. The
charge in an HCCI engine may be made dilute by being very lean, by stratification, by using exhaust
gas recirculation (EGR), or some combination of these. Because flame propagation is not required,
dilution levels can be much higher than the levels tolerated by either SI or CI engines. Combustion is
induced throughout the charge volume by compression heating due to the piston motion, and it will
occur in almost any fuel/air/exhaust-gas mixture once the 800 to 1100 K ignition temperature
(depending on the type of fuel) is reached. In contrast, in typical CI engines, minimum flame
temperatures are 1900 to 2100 K, high enough to make unacceptable levels of NOx. Additionally, the
combustion duration in HCCI engines is much shorter than in CI engines since it is not limited by the
rate of fuel/air mixing. This shorter combustion duration gives the HCCI engine an efficiency
advantage. Finally, HCCI engines may be lower cost than CI engines since they would likely use
lower-pressure fuel-injection equipment.

Fig 3: Variation of NOx levels with change in temperature

As an alternative high-efficiency engine for light-duty vehicles, HCCI has the potential to be a low
emissions alternative to CI and SIDI engines. Intensive efforts are under way to develop CI and SIDI
engines for automotive applications to improve overall vehicle fuel efficiency; however, both CI and
SIDI engines face several hurdles. As discussed in the preceding paragraph, the emission control
devices to reduce NOx from CI engines have several problems. A similar situation exists for SIDI
engines because achieving more efficient operation requires them to operate lean. Consequently, NOx
emission control devices similar to those being developed for CI engines are required. In addition, the
sulphur content of gasoline will be 30 ppm average and 80 ppm maximum as specified by the EPA Tier
2 light-duty vehicle emission standards, a level that 11 may be too high for the long term durability of
lean NOx emission control systems. It remains to be seen whether SIDI engines will be developed that
can meet the Tier 2 emission standards.
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While HCCI engines have several inherent benefits as replacements for SI and CI engines in vehicles
with conventional powertrains, they are particularly well suited for use in internal combustion (IC)-
engine/electric series hybrid vehicles. In these hybrids, engines can be optimized for operation over a
fairly limited range of speeds and loads, thus eliminating many of the control issues normally
associated with HCCI, creating a highly fuel-efficient vehicle. In addition to the on-highway
applications discussed above, it should be noted that the benefits of HCCI engines could be realized in
most other internal combustion engine applications such as off-road vehicles, marine applications, and
stationary power applications. The resulting benefits would be similar to those discussed above.

THE NEED FOR CONTROL:

For better understanding of the combustion process, laser diagnostics is needed and this knowledge can
be used to optimize the system. However, the HCCI process is very sensitive to disturbances. It can be
sufficient to change the inlet temperature 2°C to move from a very good operating point to a total
misfire. This sensitivity makes the HCCI engine require closed loop combustion control, CLCC.
Closed loop control requires as always a sensor, control algorithm and control means. The main
parameter to control for HCCI is the combustion timing i.e. when in the cycle combustion takes place.
The following figure shows the rate of heat release for a range of timings. With early phasing the rate
of heat release is higher and as it is phased later the burn rate goes down. With combustion before top
dead center, TDC, the temperature will be increased both by the chemical reactions and the
compression due to piston motion. Thus for a given autoignition temperature, combustion onset before
TDC will result in faster reactions. With the conditions changed to give combustion onset close to
TDC, the temperature will not be increased by piston motion, the only temperature driver would be the
chemical reactions. This gives a more sensitive system and the later the combustion phasing the more
sensitive the system is. This is the underlying problem with HCCI combustion control. We want a late
combustion phasing to reduce burn rate and hence pressure rise rate and peak pressure but on the other
hand we can not accept too much variations in the combustion process. How late we can go depends
on the quality of the control system. With a fast and accurate control system we can go later and hence
reduce the noise and mechanical loads of the engine.
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Fig 4: Rate of heat release with change in crank angle

CHANGES ADOPTED:

It is decided that an optimal combination of the best among the given techniques would have to be
taken up so that the HCCI engine can be used in automobiles. Upon extensive research, the following
changes have been adopted for the basic HCCI model:

1. It would run in conjunction with a SI engine such that the engine normallly runs in spark-
assisted combustion mode. When the situations are ideal for HCCI combustion, the necessary
changes are made and the engine runs in HCCI mode.

2. In HCCI mode, the compression ratio is increased by using a plunger in the cylinder head for
each of the cylinders.

3. A continuously variable cam phasing system is used to retain a larger volume of the exhaust
gases to reduce the peak pressure in the engine. It is responsible for introducing the negative
valve overlap, i.e, opening the intake valve well after the exhaust valve is opened.

4. Variable valve lift is employed to vary the amount by which the valves open inside the cylinder.
This is used to control the amount of air entering the cylinder.

5. A specifically designed Engine Management System is used such that it decides on the time to
switch between the two modes as well as enable the proper and smooth transition between the
two modes.

6. Modification to the EGR (Exhaust Gas Recirculation) system so that more amount of exhaust
gases are sent back to the cylinder.
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7. A model is calculated such based on regular urban driving such that the engine runs on HCCI
mode 40% of the time and on SI mode the rest of the time.

ENGINE CONTROL STRATEGY:

The engine is divided into two control groups, each consisting of a fixed set of cylinders. They are
used to achieve a step-by-step and smooth transition from SI to HCCI mode and vice versa.
Following is a graph of the engine load versus engine speed and the various regions of performance for
an HCCI engine. The region of optimum HCCI performance is shown at 10. If the load on the engine is
increased beyond the region 10, the burn of the combustible mixture is started by auto ignition too
early to achieve efficient combustion. This operating region is identified by reference numeral 12 in
FIG. 2. On the other hand, if the load on the engine should decrease and the engine speed load
characteristic is shifted to region 14 in the figure, the engine is susceptible to misfire, and resulting
increase in HC and CO emissions.
Fig 6: Variation of engine speed with load

When the engine performance moves to either region 12 or 14, the engine controller will automatically
enter the spark ignition operating mode. The operating characteristics for region 12 can be improved,
however, while the engine continues to operate in HCCI mode by decreasing the air charge
temperature. This can be done by reducing the internal exhaust gas recirculation, by controlling the
coolant temperature, by retarding the intake valve closing time to reduce the effective compression
ratio, by using cooled external exhaust gas recirculation, or by supercharging with an intercooler.
Conversely, the performance of the engine in operating region 14 can be improved by increasing the
charge temperature by heating the intake air or using more exhaust gas recirculation or by using engine
coolant control.
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ENGINE LAYOUT:

The layout of the dual mode engine is explained as follows. The cylinders are split into two groups,
each group having a fixed number of cylinders. They are grouped so that the transition between the
two modes is smoother and there is no noticeable torque variation. In the following figure, there is
shown an engine 20 which is a dual mode HCCI and SI engine. The engine includes two groups of
cylinders, the first group comprises two cylinders 22, the second group comprises two cylinders 24.

Fig 7: Engine layout for a dual mode SI/HCCI engine model

Each cylinder 22, 24 include an intake valve 26 and exhaust valve 28 and a spark plug 30. The intake
valves 26 of the first cylinder group and second cylinder group are driven by camshafts 32 and 34,
respectively. Similarly, the exhaust valve 28 of the first cylinder group and second cylinder group are
driven by camshaft 36 and 38, respectively.
The engine 20 receives intake air via the intake manifold 40 and exhausts combustion gases via
exhaust manifold 42. Because HCCI engine operation is directly related to the intake air charge
temperature as shown in the figure, the engine system includes several systems for controlling the
intake air charge temperature. These systems include an EGR conduit 44 and associated EGR valves
46, 47 for recirculating the exhaust gases from the exhaust manifold 42 to the intake manifold 40. A
heat exchanger 48 is also preferably included to control the intake air temperature. The heat exchanger
can be heated by the engine coolant circulating through the engine block of the engine 20 and/or the
heated exhaust gases flowing through the exhaust manifold 42. Control valves 50, 51 meter the amount
of heated air inducted into the intake manifold 40. To further control the intake air temperature, a
compressor 52 such as that associated with a supercharger or turbocharger is included to aid in
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reducing the intake air charge temperature when desired. The compressor may also include an
intercooler to reduce the intake air temperature.

The heat exchanger conduit 45 can deliver heated air to either the first group of cylinders via valve 51
or the second group of cylinders via valve 50. Similarly, the EGR conduit 44 can provide EGR to the
first group of cylinders via valve 47 or the second group of cylinders via valve 46. Similarly, the
compressor can deliver a compressed air charge to either group of cylinders by way of valve 53. In this
way, the intake air charge characteristics can be independently controlled for both groups of cylinders.
Of course, a single valve could also be used in place of the two valves shown for the EGR and heat
exchanger conduits.
Although the engine is shown having an EGR system, heat exchanger 48 and compressor 52, it is to be
understood that the method of the present presentation can be used to advantage any HCCI-SI engine
of which this is but one example. Other hybrid HCCI-SI engine may include different combinations of
these systems for altering the intake air charge temperature and pressure, or use altogether different
means for controlling the intake air charge temperature and pressure.
Similarly, the engine is shown as having two groups of two cylinders wherein each cylinder includes a
single intake and exhaust port. The methods of the present topic, however, are equally applicable to
HCCI-SI engines having different valving and cylinder arrangements such as a V6 engine having two
banks of three cylinders each, or a V8 engine having two banks of four cylinders each, or inline
cylinder arrangements wherein the valve timing of individual cylinders or groups of cylinders can be
independently controlled. One aspect of the present strategy is that the camshaft 32, 34, 36 and 38 can
be individually controlled for better control of the engine.
The engine 20 is preferably a gasoline-fueled HCCI and SI engine capable of operating over a wide
load range including cold start conditions. In this way, at low load, the engine operates at HCCI
combustion mode with a large amount of internal EGR or a large amount of residual gases, and a high
compression ratio. This requires a large valve overlap or a large gap from the exhaust valve closing to
the intake valve opening, and uses conventional intake valve closing (IVC) timing. During high load,
high speed, or during engine cold start, the engine operates at SI combustion mode with a reduced
internal EGR and a reduced effective compression ratio. This requires conventional valve overlap and
late IVC timing. The IVC timing is adjusted with the change in load to control the intake air mass such
that the mixture can be controlled in a cyclometric proportion (air-fuel ratio of 14.6). As a result, a
conventional three-way catalyst can be used at the exhaust pipe to minimize NOx, CO and HC
emissions. During full load, the engine operates in SI combustion mode with reduced internal EGR.
This requires a conventional valve overlap. The effective compression ratio, however, may or may not
be reduced depending on whether a supercharger or turbocharger is applied.
Thus, it can be seen that the conditions for a HCCI operation and SI engine operation are quite
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different. For example, HCCI combustion requires a large amount of internal EGR by large valve
overlap, intake air heating, and high compression ratio. In contrast, SI combustion operation requires a
lower compression ratio by late intake valve closing, less internal EGR, and normal intake
temperature. To switch between combustion modes, these control parameters are preferably changed
precisely and quickly to avoid sudden changes in the engine output torque.
Engine 20 is controlled by an electronic engine controller 60. In general, controller 60 controls the
engine operating parameters such as compression ratio, intake air charge temperature, engine air-fuel
ratio, spark, EGR, etc. The controller 60 receives engine operating data from sensors 54 such as an
exhaust gas oxygen sensor, engine coolant temperature sensor, mass airflow sensor, manifold pressure
sensor, engine speed sensor, an ignition timing sensor and intake air charge temperature sensor. The
controller 60 is a conventional microcomputer including a microprocessor unit 62, input/output ports
64, read-only memory 66, random access memory 68 and a conventional data bus. In addition to the
outputs mentioned above, the engine controller 60 also controls the intake and exhaust valve timing by
manipulating the independently controlled camshaft 32, 34, 36 and 38.

BENEFITS OF DUAL MODE ENGINE TECHNOLOGY:

● HCCI is closer to the ideal Otto cycle than spark ignited combustion.

● Lean operation leads to higher efficiency than in spark ignited gasoline engines.

● Homogeneous mixing of fuel and air leads to cleaner combustion and much lower emissions. In
fact, due to the fact that peak temperatures are significantly lower than in typical spark ignited
engines, NOx levels are almost negligible.

● Since HCCI runs throttle-less, it eliminates throttling losses.

● The operation range of HCCI is widened with dual mode combustion.

● Peak pressures are reduced by increasing the percentage of residual gas in the engine.

● Completely controlled combustion, with help from the ECU.

● Improvement in real-world fuel efficiency of about 15-20%.

● Extremely lean air-fuel ratios and moderately high (about 11:1) compression ratios possible.

CONCLUSION:

Thus, Dual Mode HCCI/SI engine technology is a strong competitor with other technologies to power
the next eco-friendly car in our garage. Research is going on in this topic by major automotive
companies like Ford Motor Company, Volvo Cars and General Motors among others. The maximum
engine speed reached is 17000 rpm and the maximum load is 20.4 bar IMEP/ 16 bar BMEP, indicating
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its all-round ability. So, it will not be very far in the future that we will be seeing cars powered by this
technology on the road.