Homogeneous Charge Compression

Ignition (HCCI) Engine-

Need for Society

By
Prof. Sanjay Harip
Government Polytechnic,
Nasik, India
June, 16th ,2009
06/05/2009 prof Sanjay Harip 2009 1
 Agenda-
Necessity
Vehicle Pollution Norms
What is new in HCCI Engine?
Methodology and Experiments
Results
Main Challenges
Conclusion
06/05/2009 prof Sanjay Harip 2009 2
Diesel Engines Contribute to Multiple

Air Pollutants
Greenhouse
Gases
- CO2, methane

Ozone
( NOx)

Particles (PM)
(NOx, SOx, )
Toxics
- Diesel particles

Carbon monoxide
(CO)

06/05/2009 prof Sanjay Harip 2009 3

 Annual Health Impacts of
Diesel Emissions in the world

2,900 premature deaths

240,000 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

Area wide - 2% Passenger vehicles - 26%

Industrial - 21%

Off road
equipment - 2%

Diesel trucks - 24%

Trains- - 9%

Diesel equipment - 16%

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 Need for Emission Reduction

Emission reduction and legislation focus Energy resources and

reduction of CO2
will gain importance

Emission %

100
Diesel HDT Energy
80 PM, NOx

60 Diesel
Green house
HC+NOx, CO Effect , Co2/NOX
40

20
Exhaust Emission HC, CO, NOx, PM
1970 1980 2000 2005 2010 2012
 To Meet Following Demands
of the Society
Reduction in exhaust emission
To achieve EURO5 norms by 2010
Higher Thermal efficiency
Energy Economy

06/05/2009 prof Sanjay Harip 2009 7

 Emission Legislation
Tier Date CO HC HC NOx PM
Gm/KM Gm/K +NOx Gm/Km Gm/Km
m Gm/KM

Diesel
Euro1 07- 2.73 - 0.97 - 0.14
1996
Euro2 01- 1 - 0.7 - 0,08
2000
Euro3 01- 0.64 0.1 0.56 0.5 0.05
2005
Euro 4 01- 0.5 0.1 0.300 0.25 0.025
2007
Euro5 01- 0.5 0.05 0.3 0.25 0.01
2010

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 and
Engine, specify Addition
Demands Transmission
al Needs
POWER PLANT
Legislation
MANAGEMENT
Emissions
CO2/NOX

Exhaust Gas
Aftertreatment
Customer Demands
Driving Pleasure /
Agility
Consumption
Comfort Process
Improvement
( HCCI)
Recomanded by SAE
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 so
HOMOGENOUS CHARGE
COMPRESSION IGNITION
ENGINE

IS

THE EFFECTIVE WAY

TO MEET
THESE REQUIREMENTS

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 Technologies to Make Diesel Cleaner

Fuel Injection
Equipment

Aftertreatment
Exhaust
Advanced Combustion System
3. 426e+ 005 Bulk Tem p.

Cyl. P res s . NO x 4
Dis play3
NOx
fair
0.0 14
eng ine s peed

D is play12 m odot
PM 5
mf PM

NO x and P articulate
1
mf
3
P roduct AF
1
P roduct2
u
Prod uct1 Math
Function
1/20
Scop e 3

G ain EGRvalve

3.5 67e+0 05
0.5 45
V1 Dis play4
n P1
Dis play7 Wc yc 1 S cope4
n modot T1
mc dot1 mf1 Ti1
P im V2 S cope 1 me m
me grdot Pim P2 me gra irdot
Wc yc 2
Trqc mc dot mf2 T2 modot me m EG Rva lve
mc dot mim Ti2
Tic out V3 mtdot
ntc mf3 P3 Pex Pe grd
Tc out Tcout me grairdot mima ir Wc yc 3
me grdot megrdildot
T3 Te x
Ti3 a v. e x. te mp Pe gru
Inte rcooler Tic out fa ir mf4 V4
Compre ss or P4 Twa ll
Wc yc 4 mfdot Te gr
Te gr Tim T4 me grdot
mf5 Ti4 n mexdot me grdot
405 .2
EG Rcoolout
V5 fa ir me mair
Inta ke Ma nifold P5 me ma ir EG Rcoolin
mf6 Wc yc 5
Dis play8
T5 EGR
Ti5 Exha ust Ma nifold
P im V6 EGRc oole r
P6
Wc yc 6 814. 1
Trqc 405. 2 T6
Pex Ti6
ntc ins ta nta ne ous tq. Dis play9 815
Dis play6
a v. ind. tq.
Trqt a v. e x. t emp.
Tim a v. friction tq.
Dis pla y1 1

Turbine Ine rtia Cyl-by-cyl combus tion S cope3

2 18 80 Dis play10
VG Tvane
Display

Ti
1
9. 213e+ 004 n
n
Dis play5 Tfr
Pex
Ttout 2
4
Tloa d Tbr
ntc Tbr
Engine Lo ad
S cope2
Trqt
Te x
Engine Ine rtia

VG Tva ne mtdot

VGTurbine

Air & EGR Management

Courtesy of AVL Control System
 Why HCCI Engine ?
High efficiency and ultra low emission w.r.t
conventional Diesel engine.
To achieve near zero NOx and soot emission
to achieve latest Euro Norms ( E5)
To reduce fuel consumption, greenhouse gas
emission.
(Law of Diesel HCCI Every one percent increase of diesel HCCI car saves
90 million liters of fuel per year. This corresponds to emission saving of
some 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 controlled
(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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06/05/2009 prof Sanjay Harip 2009 14
 HISTORY OF HCCI

1979 Onishi et al who discovered HCCI

and adopted in ATAC (Active Thermo
Atmosphere Combustion) Engine.
1989- Experiments were made at Lund
University on 4- stroke diesel engine and
EGR concept were discovered to reduce
NOx.
After KYOTO Protocol (Dec-1997), it was
decided that to pay attention towards
diesel vehicles to reduce green house gas
and 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) it
can be seen that.
1. Combustion starts in almost whole volume of C.C Two degree
before TDC (CAD- 02).
2. After Combustion initiation the temperature rapidly increases
and whole fuel burn simultaneously ( CAD0 to CAD +03).
As whole mixture burns simultaneously and no flame
propagation , combustion temp. can be controlled 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 to

reduce NOx
30 to 35% reduction in Nox by using 5 to
20% EGR

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 Injection Strategy

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 Experimental Result of HCCI Engine

DI-DIESEL
HCCI - 0% EGR
18 HCCI - 10% EGR
16 HCCI - 20% EGR
HCCI - 30% EGR
14
NOx [GM/(kWH) ]

HCCI - 40% EGR

12
10
8
6
4
2
0
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
BSFC [ GM/(kWH) ]

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Experimental Setup At Government
Polytechnic Ahmednagar
by changing injection strategy
Four Cylinder Conventional DI Diesel
engine converted in HCCI engine on
Test Bed
Make Kirloskar
Bore 81 mm
Stroke 92.3 mm
Compression
17
Ratio

Displacement 80cc
Fuel Diesel
Direct Injection
 The main Challenges with Making
HCCI Practically
Effective Control System for
ignition timing .
To achieve practically Variable
Compression ratio.
Injection strategy w.r.t load
condition .

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 Future scenario
Future Share of: Engines (Passenger Cars) Fuels
10
0

with CAI
+ supercharging
+ Starter/generator Oil based
80 Conventional (MPI)
DI-Gasoline and VVA ? fuels
and/or VCR ?
Market Share (%)

GASOLINE and combinations Improved fuels

w/o CAI Clean fuels
60 Designed fuels

Internal
Gasoline/Diesel
Combustion Engine
starter / battery
Engine With HCCI
with Starter/Generator
40

DIESEL + supercharging Gas based fuels

DI-Diesel Starter/generator
20 and VVA / CNG
multiple GTL fuels
injection? Hybrid Bio-fuels
IDI
w/o HCCI
Fuel Cell
Hydrogen
Model Year 2000 2005 2010 2015 2020 Year 2020
 Conclusion
HCCI engines are more efficient than SI and
CI engines.
Lower emission of PM and NOx to meet
future 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, Department
of Mechanical Engineering, Stanford University
2005.
Variable Compression Ratio ( Technology
2008-2012, MCE5, France

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Thank you

06/05/2009 prof Sanjay Harip 2009 29