Compressio n Ignition

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06/05/2009 prof Sanjay Harip 2009 1

Homogeneous Charge CompressionIgnition (HCCI) Engine-Need for Society

ByProf. Sanjay Harip

Government Polytechnic,Nasik, India

June, 16th,2009


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Agenda- Necessity

Vehicle Pollution Norms What is new in HCCI Engine?

Methodology and Experiments

Results Main Challenges

Conclusion


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Carbon monoxide(CO)

Air Pollutants

Ozone( NOx)

Particles (PM)

(NOx, SOx, )

Toxics- Diesel particles

Greenhouse

Gases- CO2, methane

Diesel Engines Contribute to Multiple


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Annual Health Impacts of

Diesel Emissions in the world

2,900 premature deaths240,000 asthma attacks/

respiratory symptoms

600,000 lost work days

Source- WHO report 2007


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Diesels Account for Nearly

Half of NOx Emissions

Passenger vehicles - 26%

Diesel trucks - 24%

Diesel equipment - 16%

Industrial - 21%

Off roadequipment - 2%

Area wide - 2%

Trains- - 9%


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1970 1980 2000 2005 2010 2012

100

80

60

40

20

Emission %

Green houseEffect, Co2/NOX

Energy

Exhaust Emission HC, CO, NOx, PM

Diesel HDT

PM, NOx

Need for Emission Reduction

Emission reduction and legislation focus Energy resources andreduction of CO2will gain importance

DieselHC+NOx, CO


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To Meet Following Demands

of the Society

Reduction in exhaust emission

To achieve EURO5 norms by 2010 Higher Thermal efficiency

Energy Economy


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Emission Legislation

0.010.250.30.050.501-2010

Euro5

0.0250.250.3000.10.501-2007

Euro 4

0.050.50.560.10.6401-2005

Euro3

0,08-0.7-101-2000

Euro2

0.14-0.97-2.7307-1996

Euro1

Diesel

PMGm/Km

NOxGm/Km

HC+NOxGm/KM

HCGm/Km

COGm/KM

DateTier


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Exhaust Gas

Aftertreatment

POWER PLANT

MANAGEMENT

Demands Additional Needs

Engine,Transmissionand specify

Legislation

Emissions

CO2/NOX

Customer Demands

Driving Pleasure /

AgilityConsumption

Comfort ProcessImprovement

( HCCI)Recomanded by SAE


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so

HOMOGENOUS CHARGECOMPRESSION IGNITIONENGINE

IS

THE EFFECTIVE WAYTO MEET

THESE REQUIREMENTS


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Technologies to Make Diesel Cleaner

FuelInjection

Equipme

nt

Air & EGR Management

Exhaus t

Aftertreatm

ent

Control System

5

PM

4

NOx

3

AF

2

Tbr

1

n

Pex

ntc

Tex

VGTvane

Ttout

Trqt

mtdot

VGTurbine

Trqc

Trqt

ntc

Turbine Inertia

Scope4

Scope3

Scope2

Scope 1

Scop e

Product2

Prod uct1

Product

Bulk Temp.

Cyl. Press.

fair

eng ine speed

modot

mf

NOx

PM

NOxand Particulate

1

u

Math

Function

m cdot

Tcout

Ticout

Intercooler

n

m egrdot

m cdot

megrairdot

Ticout

Tegr

m odot

Pim

mim

mimair

fair

Tim

Intake Manifold

1/20

Gain

m odot

mtdot

m egrdot

av . ex . t em p

mfdot

n

fair

mem

Pex

Tex

Twall

mexdot

memair

ExhaustManifold

Ti

Tfr

Tload

n

Tbr

Engine Inertia

megrdot

EGRcoolin

EGRcoolout

EGRcooler

mem

EGRvalve

P egrd

P egru

Tegr

memair

megrairdot

megrdildot

megrdot

EGR

814.1

Display9

405 .2

Display8

0.5 45

Display7

405.2

Display6

9.213e+004

Display5

3.5 67e+0 05

Display4

3.426e+005

Display3

0.0 14

Display12

815

Displa y1 1

0

Display1018 80

Display

n

mf1

mf2

mf3

mf4

mf5

mf6

Pim

Pex

Tim

V1P1

Wcyc1T1Ti1V2P2

Wcyc2T2Ti2V3P3

Wcyc3T3Ti3V4P4

Wcyc4T4Ti4V5P5

Wcyc5T5Ti5V6P6

Wcyc6T6Ti6

instantaneou s tq.av. ind. tq.

av . ex .t em p.av. frictiontq.

Cyl-by-cylcom bustion

Pim

ntc

mcdot1

Trqc

Tcout

Compressor

4

Engine Lo ad

3

EGRvalve

2

VGTvane

1

mf

Advanced Combustion System

Courtesy of AVL


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Why HCCI Engine ? High efficiency and ultra low emission w.r.t

conventional Diesel engine.

To achieve near zero NOx and soot emissionto achieve latest Euro Norms ( E5)

To reduce fuel consumption, greenhouse gasemission.

(Law of Diesel HCCI Every one percent increase of diesel HCCI car saves90 million liters of fuel per year. This corresponds to emission saving ofsome 210000 metric tones of Co2 )


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What Is HCCI?

HCCI is a combustion process. HCCI is not an engine

concept. HCCI must be incorporated in an engine

concept.

HCCI is a low temperature chemically control led

(flameless) combustion process.

HCCI can be considered as a hybrid form between the

diesel and Otto combustion process.

However combustion process is different. So there is

neither Diffusion flame (as in a diesel engine) nor a

flame front traveling through a premixed charge ( as in

SI engine).


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HISTORY OF HCCI

1979 Onishi et al who discovered HCCIand adopted in ATAC (Active Thermo

Atmosphere Combustion) Engine. 1989- Experiments were made at Lund

University on 4- stroke diesel engine andEGR concept were discovered to reduceNOx.

After KYOTO Protocol (Dec-1997), it wasdecided that to pay attention towardsdiesel vehicles to reduce green house gasand NOx. ( Co2 up to 180 ppm)


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WORKING PRINCIPLE OF

HCCI Homogenous charge is drawn in to the cylinder during suction

and compress to high enough temperature to achieve

spontaneous ignition of the charge.

As shown in the images by the camera( 20 images per CAD) itcan be seen that.

1. Combustion starts in almost whole volume of C.C Two degree

before TDC (CAD- 02).

2. After Combustion ini tiation the temperature rapid ly increases

and whole fuel burn simultaneously ( CAD0 to CAD +03).

As whole mixture burns simultaneously and no flamepropagation , combustion temp. can be control led less than

700 deg Centigrade and thus NOx formation is avoided.


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PHOTO SEQUENCE OF HCCI

COMBUSTION, BASED ON

20 FP CAD CAMERA


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Control of Combustion

Variable Compression Ratio (VCR)

Exhaust Gas Recirculation ( EGR) Injection Strategy

Combination of all


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VCR Engine technology

Courtesy - MCE corporation, France


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Exhaust Gas Recirculation Three important factors can be

increases ignition delay

lowers combustion temperature Dilution of Intake charge

It has been proved to be an effective way toreduce NOx

30 to 35% reduction in Nox by using 5 to20% EGR


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Injection Strategy


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BSFC [ GM/(kWH) ]

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0

NOx[GM/(k

WH)]

0

2

4

6

8

10

12

14

16

18

DI-DIESEL

HCCI - 0% EGR

HCCI - 10% EGR

HCCI - 20% EGR

HCCI - 30% EGR

HCCI - 40% EGR

Experimental Result of HCCI Engine


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Experimental Setup At GovernmentPolytechnic Ahmednagar

by changing injection strategy


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80ccDisplacement

Direct Injection

DieselFuel

17CompressionRatio

92.3 mmStroke

81 mmBore

KirloskarMake

Four Cylinder Conventional DI Dieselengine converted in HCCI engine onTest Bed


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The main Challenges with Making

HCCI Practically

Effective Control System forignition timing .

To achieve practically VariableCompression ratio.

Injection strategy w.r.t load

condition .


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Future scenario

Conventional (MPI)

Market

Share(%)

100

80

60

40

20

IDI

Internal

Combustion Enginestarter / battery

Model Year 2000 2005 2010 2015 2020 Year 2020

Hybrid

Fuel Cell

Future Share of: Engines (Passenger Cars) Fuels

Oil based

fuels

Improved fuels

Clean fuels

Designed fuels

Gas based fuels

CNG

GTL fuels

Bio-fuels

Hydrogen

GASOLINE

DIESEL

Gasoline/DieselEngine

with Starter/Generator

+ supercharging

DI-Diesel Starter/generator

and VVA /

multiple

injection?

w/o HCCI

with CAI

+ supercharging

+ Starter/generator

DI-Gasoline and VVA ?

and/or VCR ?

and combinations

w/o CAI

With HCCI


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Conclusion HCCI engines are more efficient than SI and

CI engines.

Lower emission of PM and NOx to meetfuture norms (Euro 5 Norms ).

It has fuel flexibility.

HCCI engines will be cheaper than the

presently used engines because of simplicity.But

Control on Ignition timing is essential.


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References Andr RAULT, General Secretary, Mid and Long

Term Power trains Evolution, Presentation in

EUCAR, 2002 Physics-based Modeling and Control of

Homogeneous Charge Compression Ignition(HCCI) Engines, G.M.Shavar, DDL, Departmentof Mechanical Engineering, Stanford University

2005. Variable Compression Ratio( Technology

2008-2012, MCE5, France


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