Homogeneous Charge

Compression Ignition (HCCI)

Engines
 Contents
HCCI Engine
Importance
Working principle
Starting of HCCI engines
Control methods of HCCI
Dual mode transitions
Performance & Emission Characteristics
Recent developments
HCCI prototypes
Advantages
Disadvantages
 What is an HCCI Engine?
HCCI is a form of internal combustion in
which the fuel and air are compressed to
the point of auto ignition.
That means no spark is required to ignite
the fuel/air mixture.
Creates the same amount of power as a
Traditional combustion
traditional engine, but uses less fuel. (left) uses a spark to
The exothermic reaction releases chemical ignite the mixture.
HCCI (right) uses piston
energy into a sensible form that can be compression for a more
transformed into work and heat. complete ignition.
 IMPORTANCE
SI engines have very low NOx and PM emissions
CI engines have high efficiency.
Homogeneous Charge Compression Ignition
(HCCI) is a promising alternative combustion
technology with high efficiency and lower NOx
and particulate matter emissions.
HCCI engines can achieve gasoline engine-like
emissions along with diesel engine-like efficiency.
Ignition occurs at several places in case of HCCI
engines. This makes the A/F mixture burn nearly
simultaneously.
 PRINCIPLE
HCCI is characterized by the fact that the fuel and
air are mixed before combustion starts and the
mixture auto-ignites as a result of the temperature
increase in the compression stroke.

Optical diagnostics research shows that HCCI

combustion initiates simultaneously at multiple
sites within the combustion chamber and that there
is no discernable flame propagation.
Comparison of SI and HCCI
combustion
Spark Ignition HCCI
HCCI Concept
 Starting HCCI engines
Charge does not readily auto ignite cold engines.
Early proposal was to start in SI mode and run in
HCCI mode.
It involves the risk of knocking and cylinder
failure at high compression ratios.
Now intake air pre-heating with HE and burner
system allows startup in HCCI mode with
conventional starter.
Starting HCCI engines
 Control methods of HCCI
combustion
The spontaneous and simultaneous combustion of
fuel-air mixture need to be controlled.
No direct control methods possible as in SI or CI
engines.
Various control methods are:

Variable compression ratio.

Variable induction temperature.
Variable valve actuation.
Variable exhaust gas percentage.
Variable fuel ignition quality.
 Variable compression ratio method:

The geometric compression ratio can be

changed with a movable plunger at the top of
the cylinder head. This concept used in diesel
model aircraft engine.

Variable induction temperature:

The simplest method uses resistance heater to

vary inlet temperature. But this method is slow.
Now FTM (Fast Thermal Management) is used.
It is accomplished by rapidly varying the cycle
to cycle intake charge temperature by rapid
mixing.
 FTM system

Rapid mixing of cool and hot intake air takes place

achieving optimal temperature as demanded and
hence better control.
 FTM Control method

Combustion timing can be controlled by

adjusting balance of hot and cold flow
 Variable exhaust gas percentage:

1. Combustion timing can be controlled by using EGR in HCCI

engines.
2. Both Hot EGR and Cool EGR can be used.
3. Hot EGR will increase the temperature of the gases in the
cylinder and will advance ignition.
4. Cool EGR dilutes the fresh charge, delay in ignition and reduces
the chemical energy and engine work.
5. Reduce HC and CO emissions.
 Variable valve actuation (VVA):

This method gives finer control within

combustion chamber.
Involves controlling the effective pressure ratio.
It controls the point at which the intake valve
closes. If the closure is after BDC, the effective
volume and hence compression ratio changes.

Variable Fuel ignition quality:

By adopting dual fuel concept and blending we

can control the onset of ignition and the heat
release rate in the HCCI engines.
Control methods of HCCI
combustion
 Dual mode transitions
Need:

When auto-ignition occurs too early or with too

much chemical energy, combustion is too fast and
high in-cylinder pressures can destroy an engine.
For this reason, HCCI is typically operated at lean
overall fuel mixtures

This restricts engine operation at high loads.

 Dual mode transitions
Practical HCCI engines will need to switch to a
conventional SI or diesel mode at very low and
high load conditions due to dilution limits

Two modes:
HCCI-DI dual mode (Stratified charge
compression ignition)

HCCI-SI dual mode (Homogenous charge

spark ignition)
 SI mode transitions
It equips VVA and spark ignition system.

Operates in HCCI mode at low to medium loads

and switches into SI mode at higher loads.

Transition is not very stable and smooth.

 DI-HCCI
Long ignition delay and rapid mixing are required
to achieve diluted homogeneous mixture.
Combustion noise and NOx emissions were
reduced substantially without an increase in PM.
Combustion phasing is controlled by injection
timing.
Thus DI-HCCI proves to be promising alternative
for conventional HCCI with good range of
operation.
Engine performance
 Indicated Mean effective pressure
The IMEP increases with the increase of
premixed ratio at low to medium loads.

The indicated thermal efficiency shows

deterioration at high load with large premixed
ratios.
Emission characteristics
 Nox emission
NOx emissions decrease firstly at low premixed
ratios and exhibit a trend of increasing at higher
premixed ratios.

Pre-mixed ratio has no significant effect on soot

emission and the soot emission could remain at the
same level but then have a peak value with a
certain higher premixed ratio relating to the
equivalence ratio.
Emission characteristics
Emission characteristics
 CO & HC Emission
The change of CO with premixed ratio is
mainly depending on whether the premixed
equivalence ratio exceeds the critical value.
UHC increases almost linearly with the
premixed ratio mainly due to the incomplete
oxidation in the boundary layer and the
crevices.
 Recent developments in HCCI
Turbo charging initially proposed to increase
power. But there are certain challenges also. They
are:

1. Exhaust gas temperatures low (300 to 350 c)

because of high compression ratio.
2. Post turbine exhaust gas temperature must be
high enough to preheat intake fuel-air mixture
in HE.
3. Low available compressor pressure ratio.
 Solutions to turbo charging
1. Use VGT (Variable Geometry Turbine) which
allows for a greater range of turbine nozzle area,
better chance to achieve high boost.
2. Combining turbo charging and super charging may
be beneficial.

EGR (Exhaust Gas Re-circulation) Can be adopted

for higher efficiencies and lower NOx emissions.
 HCCI prototypes
General Motors has demonstrated Opel Vectra and Saturn
Aura with modified HCCI engines.

Prototype HCCI car Saturn from GM

Mercedes-Benz has developed a prototype engine called

Dies Otto, with controlled auto ignition. It was displayed
in its F 700 concept car at the 2007 Frankfurt Auto Show
 HCCI Prototypes

Volkswagen are developing two types of engine for HCCI

operation. The first, called Combined Combustion System or
CCS, is based on the VW Group 2.0-litre diesel engine but
uses homogenous intake charge rather than traditional diesel
injection. It requires the use of synthetic fuel to achieve
maximum benefit. The second is called Gasoline Compression
Ignition or GCI; it uses HCCI when cruising and spark
ignition when accelerating. Both engines have been
demonstrated in Touran prototypes, and the company expects
them to be ready for production in about 2015.
 HCCI prototypes

In May 2008, General Motors gave Auto Express access to

a Vauxhall Insignia prototype fitted with a 2.2-litre HCCI
engine, which will be offered alongside their ecoFLEX
range of small-capacity, turbocharged petrol and diesel
engines when the car goes into production. Official figures
are not yet available, but fuel economy is expected to be in
the region of 43mpg with carbon dioxide emissions of
about 150 grams per kilometre, improving on the 37mpg
and 180g/km produced by the current 2.2-litre petrol
engine. The new engine operates in HCCI mode at low
speeds or when cruising, switching to conventional spark-
ignition when the throttle is opened
 Advantages
1. High efficiency, no knock limit on
compression ratio.
2. Low NOx and no NOx after
treatment systems required.
3. Low PM emissions, no need for PM
filter.
4. HCCI provides up to a 15% fuel
savings, while meeting current
emissions standards.
5. HCCI engines can operate on HCCI automobiles could
gasoline, diesel fuel, and most reduce greenhouse gas
alternative fuels. emissions
6. In regards to CI engines, the omission
of throttle losses improves HCCI
efficiency.
 Disadvantages

1. The auto-ignition event is difficult to control, unlike

the ignition event in spark -ignition(SI) and diesel
engines which are controlled by spark plugs and in-
cylinder fuel injectors, respectively.

2. HCCI engines have a small power range,

constrained at low loads by lean flammability limits
and high loads by in-cylinder pressure restrictions.

3. High HC and CO emissions.

 References
Homogeneous Charge Compression Ignition

http://en.wikipedia.org/wiki/Homogeneous_Charge_Compression_Ignition
November, 2008.

New HCCI Engine

http://videos.howstuffworks.com/multivu/3284-new-hcci-engine-video.htm
November, 2008.

GM Takes New Combustion Technology Out of the Lab and Onto the Road

http://www.gm.com/experience/fuel_economy/news/2007/adv_engines/ne
w-combustion-technology-082707.jsp