Proceedings of the 17 International Conference on Automation & Computing, University of Huddersfield, Huddersfield, UK, 10 September 2010

th

Homogeneous Charge Compression Ignition engine: A Technical Review

Hammad Iqbal Sherazi* and Yun Li**
School of Engineering University of Glasgow Rankine Building, Glasgow 12 8LT *h.sherazi.1@research.gla.ac.uk and ** Yun.Li@glasgow.ac.uk

Abstract the Homogeneous Charge Compression Ignition (HCCI) engine is the combination of both Spark Ignition (SI-Engine or Otto-Engine) and Compression Ignition (Diesel Engine). It uses homogeneous fuel-air mixtures as the SI-engine does and uses typically high compression ratio that allowed mixture to auto-ignite as the diesel engine does. The lean homogenous mixture in HCCI reduces particulate emissions and lean fuel-air mixture helps auto-ignite which is reducing the emission of oxide of nitrogen NOx about 9098%. It is reported that the HCCI engine offer an increase in fuel efficiency of up to 15-30%, compared with the SI engine. However, HCCI works well only over a relatively narrow operating range, unless engine geometry or operational parameters are adjusted. In HCCI engines combustion is initiated via homogenous charge, and there is no direct in-cylinder mechanism to control auto-ignition. This review paper is focused on HCCI engines performance, challenges, methods to induce combustions, controller design and future direction and trends. Keyword HCCI engine;Control autoignition; internal combustion engine;Fuel efficient; Emission

I.

INTRODUCTION

With increasing concerns of finite resources and global warming, researchers in internal combustion (IC) engines are making a tremendous effort to reduce the emission levels and to improve fuel efficiency. While some emissions, such as nitrogen oxides (NOx) and soot are immediately harmful to humans and the local environment, carbon dioxide (CO2) emissions are receiving more attention due to its increasing effect on climate change. Spark ignition engines operate at well below to their optimum efficiency due to low compression ratios around 8-10 [1] and throttle plate losses used to control air intake. Currently, to improve these losses a new approach is being used called downsizing, in which smaller engines have used to maintain efficiency at high load and consume less fuel [2]. On the other hand Compression ignition engines operate at high efficiency as they use high compression rations which is around 17-23 [3] but producing soot and NOx for which burnout and/or removal can prove problematic. To improve engine efficiency new technologies such as, direct injection gasoline engine, Variable geometry turbocharger (VGTs), cylinder deactivation, variable valve control (VVA), and variable compression (VCR) systems being used. However, after treatment systems, such as particulate filters and selective catalytic reduction (SCR) are typically expensive and do

not solve reduce CO2 emissions [4]. In order to reduce the CO2 emissions, engine efficiency must be improved so that per mile CO2 emissions can be reduced. By altering the combustion mode both issues of improving fuel efficiency and reducing emissions can be addressed simultaneously. One of the latest strategies is Homogeneous Charge Compression Ignition (HCCI), which seems to be promising solution of all legislative problems. The HCCI engine is the combination of both Spark Ignition Engine and Compression Ignition Engine. It uses homogeneous fuel-air mixtures as the SI-engine does and uses typically high compression ratio that allowed mixture to auto-ignite as the diesel engine does. The combination of these technologies allows HCCI engine to offer several advantages over traditional (IC) engines. In SI engines during combustion, the amount of work (i.e., the load or torque) produced is controlled via throttling process which greatly reduces the engine efficiency. However, HCCI engines generally operate unthrottled and thus do not suffer the efficiency losses observed in SI engines at light loads. As a result, HCCI engine offer an increase in fuel efficiency of up to 30% compared with the SI engine [5]. In addition to fuel economy benefits, HCCI engines also have emission advantages over SI or Diesel engines. In CI engines, the fuel injected into a hot air mass and the fuel starts to auto-ignite shortly after (~1 ms) injection [6]. Therefore, the fuel does not comprehensively mix with the air and there are regions in the cylinder that are extensively fuel rich. These fuel rich regions lead to soot formation [7]. In HCCI engines, the fuel and air are premixed prior to combustion, and thus there are no local fuel rich regions within the cylinder, auto-ignition process occurs throughout the entire combustion chamber with no flame front present. As a result, the combustion temperatures are in the range of 1500K to 2000K temperatures, which is about 500K below conventional diesel and spark-ignition engine technologies [8]. Leads to near zero levels of soot or particulate matter (PM) emission and also produce significantly less nitrogen oxides (NOx) than SI or Diesel engines It is reported in [9] that, about 90-98% of NOx raw emission reduction can be achieved in HCCI combustion in comparison to conventional combustion. The most distinctive attribute of HCCI engines, however, is that they have been shown to operate efficiently using natural gas [10], gasoline [11] or diesel [12] fuel, unlike

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either SI or diesel engines, both of which require specialized fuels. The fuel tolerance of the HCCI engine is a direct result of the fact that no flame propagation is required, and the only requirement for HCCI combustion is that the fuel ignites at a time close to maximum compression (Top Dead Centre, or TDC) of the piston stroke [13]. II. CLASSIFICATION OF HCCI ENGINES Research into HCCI engine began in 1979, when [14] investigated the characteristic of HCCI engines on twostroke gasoline engines for improved fuel consumption and exhaust emission at part throttle operation. They termed this combustion process as Active ThermoAtmosphere Combustion (ATAC). In 1983, [15] were able to achieve compression ignition homogeneous charge (CIHC) combustion in a four-stroke gasoline engine. They controlled HCCI with chemical kinetics with negligible influence from physical effects (turbulence and mixing). The literature however becomes dormant until 1989 when Thring [16] revisited the four-stroke engine and explores the effects of exhaust gas recirculation (EGR), intake temperature, and compression ratio; he was the first person to use the acronym HCCI. Throughout the years HCCI has encountered many terminologies in the literature: As, ATAC (Active Thermo-Atmosphere Combustion) [17], LHC (Lean Homogeneous Combustion) [18], CIHC (Compression Ignited Homogeneous Charge Combustion) [19], AR (Active Radical Combustion) [20], HCDC (Homogeneous Charge Compression Ignition Diesel Combustion) [21], HIMICS (Homogeneous Charge Intelligent Multiple Injection Combustion System) [22], PREDIC (Premixed DirectInjection Combustion)[23], PCIC (Premixed Compression Ignited Combustion)[24], and CAI ( Controlled Auto-Ignition) [25]. III. HCCI ENGINE CHALLENGES Before HCCI engine implementation into production some challenges need to overcome. This section describes the main challenges, which is been reported so far. A. Combustion PhasingCcontrol One of the principal challenges is controlling the combustion timing in HCCI engines. SI and CI engines have direct in-cylinder mechanism to control combustion timing but HCCI engine lacks in such kind of mechanism. SI engine is controlling combustion event by spark plug and CI engine by fuel injector. In HCCI engine the mixture of fuel and air is premixed and injected in a cylinder at intake stroke cycle same as in SI engine, this is very important that mixture must been premixed before combustion start. In compression stroke when mixture reaches high temperature, which has made cause of combustion same as in CI engine. However, the charges of following combustion are not same as SI and CI engines. This phenomenon actually leads to the main combustion that is dependable on temperature, pressure, concentrations of the participating species and time along

the compression event. The speed of combustion is dependable on chemical kinetics and hereby strongly influenced by concentration of the species, to control this combustion speed and rapid increasing pressure lean mixture possibly used but it is difficult task to control the combustion in HCCI. Combustion timing control is strongly desirable because, if combustion is occurs too early, efficiency suffers and engine damage occurs and if combustion is occurs too late, the chance of misfire increases. Exhaust emission also depends on ignition timing. B. HC and CO Emissions The makeup of HC emission will be different for each hydrocarbon fuel. HC emission also influence by combustion chamber geometry and engine operating condition. When there is not enough oxygen to convert all carbon to CO2, some fuel has not burned and some carbon ends up as CO [26]. When the vaporized and compressed air fuel mixture ignited in HCCI engine, and combustion occurs very fast due to fuel vapour close to the wall of the combustion chamber does not burnt completely, this process called wall quenching. This unburned fuel passes out with exhaust gases. This problem increases with engines that misfire [1]. In HCCI engines where peak combustion temperatures in the 1500K to 2000K temperature range, about 500K below conventional diesel and spark-ignition engine technologies [27]. At these low in cylinder temperature of HCCI engine, even the auto-igniting mixture in the centre of the combustion chamber fails to complete the carbon oxide (CO) to carbon dioxide (CO2) and the combustion efficiency deteriorates precipitously at lower loads were the lowest temperatures occur. In HCCI this post combustion CO oxidation becomes inefficient due to the low temperatures. Fuel and intermediate species cannot react into ultimate products and some hydrocarbons emitted from combustion chamber only partially oxidize to CO [28]. C. Operation Range One of the greatest challenges facing HCCI combustion is its limited operating range as compare with SI or Diesel combustion. Operating domain influenced by several factors, including the engine geometry, fuel properties, and auto-ignition initiation process as well. Current research is emphasises on to a light load operation, which is also limited. There are a lot of room for HCCI operation to expand to a higher load but, there is insufficient thermal energy prevents to go beyond the light load operation. IV. HCCI IMPLEMENTATION

HCCI execution is totally depended onto an auto-ignition phenomenon. As discussed above, the HCCI engine has no direct in-cylinder mechanism to control combustion. Many indirect mechanisms have been used to control combustion timing in HCCI engine. In [29], the author

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arranged a list of all patents which were used to control or made influence in the HCCI for combustion timings, which include: Cooling and heating the intake air, varying mixture temperature, pressure, and equivalence ratio, Using two fuels to vary mixture auto-ignition properties, injecting ozone, pilot igniting with a second fuel, affecting intake temperature with EGR, Controlling intake temperature with residual mass fraction, varying compression ratio (geometric or effective), varying valve timing to affect residual mass fraction or compression ratio, exhaust throttling to control residual mass fraction, controlling combustion chamber wall temperature, controlling mixture temperature via glow plugs, injecting water to control air temperature, and ion current. In present time, the methods used to induce auto-ignition can be divided in two main categories, chemical control, and thermal control. Chemical control involves the uses of dual fuel, while thermal control involves the change of parameters such as temperature, pressure, and composition at induction phase to control auto-ignition during engine cycle. Currently, the most popular mechanism among researchers and manufactures are; thermal control through exhaust gas recirculation (EGR), variable valve timing (VVA), variable compression ratio (VCR), and chemical control through dual fuel. V. MODELLING Mathematical engine models are precious tools for predicting and analyzing in-cylinder processes and allow investigation of many engine design alternatives in an inexpensive trend. The engine numerical model can be classified from simple zero-dimensional (Zero-D) or single zone thermodynamic models to complex multidimensional (Multi-D) models [34]. However, in most cases (Multi-D) model combine with chemical kinetic model to investigate detail characterise of a HCCI engine, while Zero-D model predominantly used to identify optimum operating points for best performance. Using of the models and engine experiments, researchers can map predictable and actual performance under a variety of operating conditions. In cylinder gas first law of thermodynamics, which implemented into a simple MATLAB or SIMULINK environment, models process. A. Chemical Kinetic Model A chemical kinetic model is very useful for scheming the ignition timing, the rate of burning of fuel and the amount of emissions in HCCI engines when combined with computational fluid dynamic (CFD) codes. There are five categories of chemical kinetic models: detailed, reduced, lumped, skeletal, and global. These have the general characteristics shown in Table 1 [35]. When possibly one of five chemical kinetic models for HCCI engine couple with CFD codes, require tremendous computational resources and large number of configurations need to be consider. To keep computer utilization within practical limits, researchers need to

select Multi-D or Zero-D model with chemical kinetic model in CFD environment. Several modelling studies simulating HCCI conditions using detailed [36], reduced [37], lumped [38], skeletal [39], and global [40] chemical model have been reported for investigating the peak cylinder pressure, predicting ignition time, ignition temperature, combustion duration, indicated efficiency and NOx emissions.
TABLE I. . CATEGORIES OF CHEMICAL KINETIC MODELS

Category Detailed Reduced Lumped Skeletal Global

Description The latest comprehensive reaction set A subset of the detailed model A lumped description for larger species Employing class chemistry and lumping concepts Utilizing global reactions to minimize reaction set

Species 100s 10s 100s 10s <10

Reactions 1000s 10s100s 1000s 10s <10

B. Predicting Start of Combustion Model This model is very important in HCCI analysis that predicts starting of combustion or detecting auto-ignition; in the recent year, researchers have investigated few methods to predict combustion in HCCI and these methods includes knock integral method, temperature threshold method, two-step method, integrated global Arrhenius rate threshold, and shell autoignition method. Knock integral method has been used in SI engine and that basic idea implemented in HCCI engine to detect combustion, but in HCCI, combustion is dependable on concentration of species and in knock integral method species concentration is not included so, this method is not good to use in HCCI. In [41], author has been used knock integral method and reported that, over the range of different value this method is not able to predict accurately. In [42] modified knock integral model has been used, which is much improved as compare to previous model. Temperature threshold method is the simplest among all methods, it consider that combustion has started once the in-cylinder temperature reaches some threshold temperature, which is, calculated on Wiebe function. The authors in [41and 43] have shown that temperature threshold fail to capture combustion timing over different operating condition. This is also due to the reaction of combustion in HCCI depends on concentration of species not only the in-cylinder temperature. Integrated global Arrhenius rate threshold, it was cleared that the combustion timing is depend on concentration of species as well as temperature of reactant, the researcher consider that combustion initiation point can be modelled with single global reaction rate. Mathematically, this involves integrating

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the single Arrhenius reaction rate expression, which is, similar to the each reaction in the model with detail chemistry. Currently, most of the HCCI simulation studies used integrated global Arrhenius rate threshold method that showed great promise in prediction combustion phasing. Two-step method also belongs to integrated global Arrhenius rate equation. Shell autoignition model for hydrocarbon fuels, is based on a general eight-step chain-branching reaction scheme with lumped chemical kinetics model using only five representative species in eight generic reactions. This model is aim at prediction of autoignition rather than describing the complete combustion process [44]. VI. CONTROL STRATEGIES

As illustrated in the previous section, in the real engine operation the parameters, which are used to control the HCCI combustion process, are interacting robustly, finding appropriate parameters that can be used for combustion timing control has been a main control concern for research within the HCCI field. However, to accomplish steady state conditions in the HCCI combustion we have some hurdles in the boundary conditions that have a significant negative impact on the engine performance [30]. While mode transition between HCCI and conventional combustion at different load conditions, especially at lean mixture situation is most challenging task for control engineers. A number of researchers and institutes have established some control strategies, which is, summarize in table number 3. VII. CONCLUSION After reviewing HCCI engines, we obtained an analysis that, HCCI engines has strong potential to improve fuel efficiency than patrol engine, reduce NOx, and soot emission than diesel engine. HCCI engine implementation requires three main hurdles; combustion phasing control, HC and CO emission, and operating range, which needs to be overcome for successful HCCI operation. HCCI combustion enormously depended on chemical kinetic.
TABLE II.

Computer simulation has become a dominant tool in realizing HCCI and in quest of control strategies for HCCI and has higher flexibility and lower cost compared with real engine experiments. HCCI can be applied to a variety of fuel types and the choice of fuel will have a significant impact on both engine design and control strategies. Single zone model and all parameters that used to study HCCI combustion behaviour, emission, and performance have discussed. Five main control strategies also highlighted, which could be used to maintain, stabilize HCCI operation. Finally, the control of ignition timing, which determines the main combustion phasing and thus has a strong influence on efficiency and operating range of HCCI engine, because early and late combustion can result in heavy knock-like combustion that damages the engine. Therefore, a need of good combustion phasing control is essential to achieve successful HCCI operation. VIII. FUTURE DIRECTIONS The understanding of in-cylinder process in HCCI engine is creditable due to the research, which has carried out during last decade, but some challenges remain. Considering the combustion phasing control; still some research need to be done. HCCI engine complete operating ranges with full load and high speed have to be realized, injection strategies, EGR control, valve timing control and feedback control technologies should developed further. Further, multimode combustion process can be organized and optimized by the control of EGR, VVA, VCR, and dual fuel methods. Therefore, optimization of all control parameters much are needed for improve efficiency and broader operating range. Finally, closed loop control system will construct a bridge between combustion modes and optimize parameter to make HCCI successful. ACKNOWLEDGMENT The first author would like to express his sincere thanks to National University of Science and Technology (NUST), Pakistan, for sponsoring this project.

SUMMARY OF HCCI ENGINE MODELLING AND METHODS USED IN SIMULATION.

Methods

Model

Fuel

Focal point

Model validation
Experimental data with fixed operating point[40],[46]

Autoignition model
ASS[40],[4 6]

Comments

VVT

SZM[40],[ 46]

Propane[40] Ethanol and nheptane[46]

Pressure, combustion timing, IMEP, and Average exhaust temperature via varying IVC and EVO [40]. CA50 with different fuel ratio rate and IVC [46]. SOC and CA50 via EGR ratio, temperature and pressure valve at IVC [41]. In-cylinder pressure and temperature [44].

EGR

TKM[41],[ 45] SZM[44]

Iso-octane and n-heptane[41] Diesel[44] Propane and gasoline[45]

With experimental data at different conditions[41

MKIM[41] ASS[44] ATS[45]

Well design model with residual fraction value depend on EVO and IVC position [40]. Combustion timing control via different fuel ratio and steady state & transient state data validation been carried out [46]. MKIM model parameters optimize via Nelder-Mead simplex minimization method [41]. Experiments done on diesel

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In-cylinder Pressure via exhaust valve timing [45].

],[44],[45]

Dual Fuel

SZM[46]

Ethanol and nheptane[46]

CA50 with different fuel ratio rate and IVC[46].

VCR

Real Saab engine[47]

Fuel with RON/MON of 92/82[47]

CA50, IMEP, break efficiency and NOx emission via varying inlet temperature and different air to fuel ratio[47].

With experimental data at different operating points[46] Experiments done in real time

Shell model [46]

engine at different boosting input pressure [44]. Two different fuel been used with negative valve overlap (NVO) strategy [45]. combustion timing control via different fuel ratio and steady state & transient state data validation been carried out[46] Observe the effect of inlet temperature and air to fuel ratio on combustion timing. Also cycle to cycle variation considered in both open loop and close loop[47]

With pressure sensor and ion current[47]

TKM = Thermo-kinetic model, SZM = Single zone model, MKIM = Modified knock integral model, ASS = Arrhenius single step, ATS = Arrhenius two step,IVC = Inlet Valve Close, EVC = Exhaust Valve Close, SOC = Start Of Combustion, CA50 = Crank Angle 50 or position where fuel burnt 50%, IMEP = Indicated Mean Effective Pressure, NVO = Negative Valve Overlap

TABLE III.

SUMMARY OF CONTROLLER USED TO CONTROL HCCI ENGINE.

Controller

Method
VGT for varying input temperature [48]. VVA [54] EGR[49] VVA [53]

Focal Point
Controlling CA50 via fuel ratio [48]. Controlling CA50 and IMEP via EVC and injected fuel amount [54]. Controlling CA50 via rebreathing [49]. Controlling IMEP and CA50 via injected fuel amount and IVO [53]. Controlling CA50 and IMEP via input temperature and IVC [50]. Controlling Peak Pressure and End of combustion via molar ratio of inducted gas and IVC [52]. Controlling Peak Pressure and End of combustion via molar ratio of inducted gas and IVC [51]. Controlling Peak Pressure via injected fuel amount [55].

Comments
Gain-scheduled algorithm has adopted and model linearization done with MOESP [48]. Pole-placement algorithm adopted and arbitrarily pole position used, linearization based on set point values [54]. Feedforward controller also used to get optimum equilibrium point on steady state values [49]. MIMO PI controller implemented and feedfoward path used to get optimum operating points [53]. MIMO MPC controller, with Piece-wise linearization has adopted. Cylinder wall temperature model also included in dynamic model [50]. Linearization based on set point values and molar value calculated via EVC/IVO mapping [52]. Linearization has done with set points and molar value calculated via EVC/IVO mapping [51]. The ADALINE networks applied with LMS algorithm for network training [55].

PID

PI

MPC LQR H2 Neural Network

VVA [50] VVA[52] VVA[51] Chemical Control [55]

VGT = Variable Geometry Turbocharger, MOESP = Multi-variable Output Error State-sPace model, ADALINE = ADAptive Linear Neuron, LMS = Levenberg-Marquardt Back-propagation Algorithm, IVO = Inlet Valve Open, PID = Proportional Integral and Derivative, PI = Proportional and Integral, MPC = Model Predictive control, LQR = Linear Quadratic Regulator.

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