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The effect of in-cylinder flow and turbulence on HCCI operation has been experimentally studied by changing the combustion chamber geometry and the swirl ratio. Four different levels of turbulence were achieved, by altering the swirl ratio both for a high turbulent square bowl-in-piston combustion chamber and for a low turbulent disc combustion chamber. The swirl ratio was altered by using different inlet port designs. The results showed that the combustion chamber geometry plays a large role in HCCI combustion. With the same operating conditions, the combustion duration for the square bowl-in-piston combustion chamber was much longer compared to the disc combustion chamber. On the other hand, a moderate change in swirl ratio proved to have only modest effect on the combustion process. With early combustion timing, the gross indicated efficiency was higher when the square bowl-in-piston combustion chamber.

The present study uses a numerical model to investigate the effects of flow turbulence on premixed iso-octane HCCI engine combustion. Different levels of in-cylinder turbulence are generated by using different piston geometries, namely a disc-shape versus a square-shape bowl. The numerical model is based on the KIVA code which is modified to use CHEMKIN as the chemistry solver. A detailed reaction mechanism is used to simulate the fuel chemistry. It is found that turbulence has significant effects on HCCI combustion. In the current engine setup, the main effect of turbulence is to affect the wall heat transfer, and hence to change the mixture temperature which, in turn, influences the ignition timing and combustion duration. The model also predicts that the combustion duration in the square bowl case is longer than that in the disc piston case which agrees with the measurements.

This paper illustrates the applicability of a sequential fluid mechanics, multi-zone chemical kinetics model to analyze HCCI experimental data for two combustion chamber geometries with different levels of turbulence: a low turbulence disc geometry (flat top piston), and a high turbulence square geometry (piston with a square bowl). The model uses a fluid mechanics code to determine temperature histories in the engine as a function of crank angle. These temperature histories are then fed into a chemical kinetic solver, which determines combustion characteristics for a relatively small number of zones (40). The model makes the assumption that there is no direct linking between turbulence and combustion. The multi-zone model yields good results for both the disc and the square geometries. The model makes good predictions of pressure traces and heat release rates.