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Technical Paper

Bridging the Gap between HCCI and SI: Spark-Assisted Compression Ignition

2011-04-12
2011-01-1179
Homogeneous charge compression ignition (HCCI) has received much attention in recent years due to its ability to reduce both fuel consumption and NO emissions compared to normal spark-ignited (SI) combustion. However, due to the limited operating range of HCCI, production feasible engines will need to employ a combination of combustion strategies, such as stoichiometric SI combustion at high loads and leaner burn spark-assisted compression ignition (SACI) and HCCI at intermediate and low loads. The goal of this study was to extend the high load limit of HCCI into the SACI region while maintaining a stoichiometric equivalence ratio. Experiments were conducted on a single-cylinder research engine with fully flexible valve actuation. In-cylinder pressure rise rates and combustion stability were controlled using cooled external EGR, spark assist, and negative valve overlap. Several engine loads within the SACI regime were investigated.
Technical Paper

Thermal Characterization of Combustion Chamber Deposits on the HCCI Engine Piston and Cylinder Head Using Instantaneous Temperature Measurements

2009-04-20
2009-01-0668
Extending the operating range of the gasoline HCCI engine is essential for achieving desired fuel economy improvements at the vehicle level, and it requires deep understanding of the thermal conditions in the cylinder. Combustion chamber deposits (CCD) have been previously shown to have direct impact on near-wall phenomena and burn rates in the HCCI engine. Hence, the objectives of this work are to characterize thermal properties of deposits in a gasoline HCCI engine and provide foundation for understanding the nature of their impact on autoignition and combustion. The investigation was performed using a single-cylinder engine with re-induction of exhaust instrumented with fast-response thermocouples on the piston top and the cylinder head surface. The measured instantaneous temperature profiles changed as the deposits grew on top of the hot-junctions.
Technical Paper

Evaluation of a Narrow Spray Cone Angle, Advanced Injection Timing Strategy to Achieve Partially Premixed Compression Ignition Combustion in a Diesel Engine

2005-04-11
2005-01-0167
Simultaneous reduction of nitric oxides (NOx) and particulate matter (PM) emissions is possible in a diesel engine by employing a Partially Premixed Compression Ignition (PPCI) strategy. PPCI combustion is attainable with advanced injection timings and heavy exhaust gas recirculation rates. However, over-advanced injection timing can result in the fuel spray missing the combustion bowl, thus dramatically elevating PM emissions. The present study investigates whether the use of narrow spray cone angle injector nozzles can extend the limits of early injection timings, allowing for PPCI combustion realization. It is shown that a low flow rate, 60-degree spray cone angle injector nozzle, along with optimized EGR rate and split injection strategy, can reduce engine-out NOx by 82% and PM by 39%, at the expense of a modest increase (4.5%) in fuel consumption.
Technical Paper

Lean and Rich Premixed Compression Ignition Combustion in a Light-Duty Diesel Engine

2005-04-11
2005-01-0166
Lean Premixed Compression Ignition (PCI) low-temperature combustion promises to simultaneously reduce NOx and PM emissions, while suffering a moderate penalty in fuel consumption. Similarly, opportunities exist to develop rich PCI combustion strategies which can provide the necessary exhaust constituents for aggressive regeneration of a Lean NOx Trap (LNT). The current work highlights the development of lean and rich PCI combustion strategies. It is shown that the lean PCI combustion strategy successfully operates with low NOx and PM, at the expense of a 5% increase in fuel consumption over conventional diesel operation. The rich PCI combustion strategy similarly operates with low NOx and PM, and produces enough CO (up to 5% by volume in exhaust) for aggressive regeneration of an LNT.
Technical Paper

Effect of Exhaust Valve Timing on Gasoline Engine Performance and Hydrocarbon Emissions

2004-10-25
2004-01-3058
Despite remarkable progress made over the past 30 years, automobiles continue to be a major source of hydrocarbon emissions. The objective of this study is to evaluate whether variable exhaust valve opening (EVO) and exhaust valve closing (EVC) can be used to reduce hydrocarbon emissions. An automotive gasoline engine was tested with different EVO and EVC timings under steady-state and start-up conditions. The first strategy that was evaluated uses early EVO with standard EVC. Although exhaust gas temperature is increased and catalyst light-off time is reduced, the rapid drop in cylinder temperature increases cylinder-out hydrocarbons to such a degree that a net increase in hydrocarbon emissions results. The second strategy that was evaluated uses early EVO with early EVC. Early EVO reduces catalyst light-off time by increasing exhaust gas temperature and early EVC keeps the hydrocarbon-rich exhaust gas from the piston crevice from leaving the cylinder.
Technical Paper

New Heat Transfer Correlation for an HCCI Engine Derived from Measurements of Instantaneous Surface Heat Flux

2004-10-25
2004-01-2996
An experimental study has been carried out to provide qualitative and quantitative insight into gas to wall heat transfer in a gasoline fueled Homogeneous Charge Compression Ignition (HCCI) engine. Fast response thermocouples are embedded in the piston top and cylinder head surface to measure instantaneous wall temperature and heat flux. Heat flux measurements obtained at multiple locations show small spatial variations, thus confirming relative uniformity of in-cylinder conditions in a HCCI engine operating with premixed charge. Consequently, the spatially-averaged heat flux represents well the global heat transfer from the gas to the combustion chamber walls in the premixed HCCI engine, as confirmed through the gross heat release analysis. Heat flux measurements were used for assessing several existing heat transfer correlations. One of the most popular models, the Woschni expression, was shown to be inadequate for the HCCI engine.
Technical Paper

Pressure Reactive Piston Technology Investigation and Development for Spark Ignition Engines

2005-04-11
2005-01-1648
Variable Compression Ratio (VCR) technology has long been recognized as a method of improving Spark Ignition (SI) engine fuel economy. The Pressure Reactive Piston (PRP) assembly features a two-piece piston, with a piston crown and separate piston skirt which enclose a spring set between them. The unique feature is that the upper piston reacts to the cylinder pressure, accommodating rapid engine load changes passively. This mechanism effectively limits the peak pressures at high loads without an additional control device, while allowing the engine to operate at high compression ratio during low load conditions. Dynamometer engine testing showed that Brake Specific Fuel Consumption (BSFC) improvement of the PRP over the conventional piston ranged from 8 to 18 % up to 70% load. Knock free full load operation was also achieved. The PRP equipped engine combustion is characterized by reverse motion of the piston crown near top dead center and higher thermal efficiency.
Technical Paper

Optimizing Gaseous Fuel-Air Mixing in Direct Injection Engines Using an RNG Based k-ε Model

1998-02-23
980135
Direct injection of natural gas under high pressure conditions has emerged as a promising option for improving engine fuel economy and emissions. However, since the gaseous injection technology is new, limited experience exists as to the optimum configuration of the injection system and associated combustion chamber design. The present study uses KIVA-3 based, multidimensional modeling to improve the understanding and assist the optimization of the gaseous injection process. Compared to standard k-ε models, a Renormalization Group Theory (RNG) based k-ε model [1] has been found to be in better agreement with experiments in predicting gaseous penetration histories for both free and confined jet configurations. Hence, this validated RNG model is adopted here to perform computations in realistic engine geometries.
Technical Paper

Multi-Dimensional Modeling of Natural Gas Ignition Under Compression Ignition Conditions Using Detailed Chemistry

1998-02-23
980136
A detailed chemical kinetic mechanism, consisting of 22 species and 104 elementary reactions, has been used in conjunction with the multi-dimensional reactive flow code KIVA-3 to study autoignition of natural gas injected under compression ignition conditions. Calculations for three different blends of natural gas are performed on a three-dimensional computational grid by modeling both the injection and ignition processes. Ignition delay predictions at pressures and temperatures typical of top-dead-center conditions in compression ignition engines compare well with the measurements of Naber et al. [1] in a combustion bomb. Two different criteria, based on pressure rise and mass of fuel burned, are used to detect the onset of ignition. Parametric studies are conducted to show the effect of additives like ethane and hydrogen peroxide in increasing the fuel consumption rate.
Technical Paper

The Potential of the Variable Stroke Spark-Ignition Engine

1997-02-24
970067
A comprehensive quasi-dimensional computer simulation of the spark-ignition (SI) engine was used to explore part-load, fuel economy benefits of the Variable Stroke Engine (VSE) compared to the conventional throttled engine. First it was shown that varying stroke can replace conventional throttling to control engine load, without changing the engine characteristics. Subsequently, the effects of varying stroke on turbulence, burn rate, heat transfer, and pumping and friction losses were revealed. Finally these relationships were used to explain the behavior of the VSE as stroke is reduced. Under part load operation, it was shown that the VSE concept can improve brake specific fuel consumption by 18% to 21% for speeds ranging from 1500 to 3000 rpm. Further, at part load, NOx was reduced by up to 33%. Overall, this study provides insight into changes in processes within and outside the combustion chamber that cause the benefits and limitations of the VSE concept.
Technical Paper

Overview of Techniques for Measuring Friction Using Bench Tests and Fired Engines

2000-06-19
2000-01-1780
This paper presents an overview of techniques for measuring friction using bench tests and fired engines. The test methods discussed have been developed to provide efficient, yet realistic, assessments of new component designs, materials, and lubricants for in-cylinder and overall engine applications. A Cameron-Plint Friction and Wear Tester was modified to permit ring-in-piston-groove movement by the test specimen, and used to evaluate a number of cylinder bore coatings for friction and wear performance. In a second study, it was used to evaluate the energy conserving characteristics of several engine lubricant formulations. Results were consistent with engine and vehicle testing, and were correlated with measured fuel economy performance. The Instantaneous IMEP Method for measuring in-cylinder frictional forces was extended to higher engine speeds and to modern, low-friction engine designs.
Technical Paper

A Methodology for Cycle-By-Cycle Transient Heat Release Analysis in a Turbocharged Direct Injection Diesel Engine

2000-03-06
2000-01-1185
This study presents a systematic methodology for performing transient heat release analysis in a diesel engine. Novel techniques have been developed to infer the mass of air trapped in the cylinder and the mass of fuel injected on a cycle-by-cycle basis. The cyclic mass of air trapped in the cylinder is found accounting for pressure gradients, piston motion and short-circuiting during the valve overlap period. The cyclic mass of fuel injected is computed from the injection pressure history. These parameters are used in conjunction with cycle-resolved pressure data to accurately define the instantaneous thermodynamic state of the mixture. This information is used in the calculation and interpretation of transient heat release profiles.
Technical Paper

A Telemetry Linkage System for Piston Temperature Measurements in a Diesel Engine

1991-02-01
910299
A telemetry linkage system has been developed for piston temperature measurements in a direct-injection diesel engine. In parallel with the development of the telemetry linkage system, fast response thermocouples were installed at three piston locations - two on the bowl surface and one on the crown surface. A novel design was used to achieve electrical continuity between the piston and the connecting rod by means of a flexible steel strap pivoted on the piston skirt. The telemetry linkage system was then used to transport the electrical wires from the thermocouples to the external data acquisition system. A series of tests was run to determine the effects of location and load on piston surface temperatures. Surface temperature profiles varied substantially among the three locations, reflecting the differences in the combustion and heat flow characteristics of their surrounding regions.
Technical Paper

Design Optimization of the Piston Compounded Adiabatic Diesel Engine Through Computer Simulation

1993-03-01
930986
This paper describes the concept and a practical implementation of piston-compounding. First, a detailed computer simulation of the piston-compounded engine is used to shed light into the thermodynamic events associated with the operation of this engine, and to predict the performance and fuel economy of the entire system. Starting from a baseline design, the simulation is used to investigate changes in system performance as critical parameters are varied. The latter include auxiliary cylinder and interconnecting manifold volumes for a given main cylinder volume, auxiliary cylinder valve timings in relation to main cylinder timings, and degree of heat loss to the coolant. Optimum designs for either highest power density or highest thermal efficiency (54%) are thus recommended. It is concluded that a piston-compounded adiabatic engine concept is a promising future powerplant.
Technical Paper

Transient Heat Conduction in Low-Heat-Rejection Engine Combustion Chambers

1987-02-01
870156
Predicting the effects of transient heat conduction in low-heat-rejection engine components have been analyzed by applying instantaneous boundary conditions throughout a diesel engine thermodynamic cycle. This paper describes the advantages and disadvantages of one-dimensional finite difference and two-dimensional finite element methods by analyzing simple and complicated geometries like diesel bowl-in pistons. Also the performance characteristics of plasma sprayed zirconia, partially stabilized zirconia, and a monolithic reaction bonded silicon nitride ceramic materials are discussed and compared. Finite element studies have indicated that the steep temperature gradients associated with cyclic temperature swings in excess of 400 K may contribute to the failure of ceramic coatings near the corner joining the surface of the piston and the surface of the bowl for bowl-in pistons.
Technical Paper

The Effects of Ceramic Coatings on Diesel Engine Performance and Exhaust Emissions

1991-02-01
910460
An experimental investigation of the effects of ceramic coatings on diesel engine performance and exhaust emissions was conducted. Tests were carried out over a range of engine speeds at full load for a standard metal piston and two pistons insulated with 0.5 mm and 1.0 mm thick ceramic coatings. The thinner (0.5 mm) ceramic coating resulted in improved performance over the baseline engine, with the gains being especially pronounced with decreasing engine speed. At 1000 rpm, the 0.5 mm ceramic coated piston produced 10% higher thermal efficiency than the metal piston. In contrast, the relatively thicker coating (1 mm), resulted in as much as 6% lower thermal efficiency compared to baseline. On the other hand, the insulated engines consistently presented an attractive picture in terms of their emissions characteristics. Due to the more complete combustion in the insulated configurations, exhaust CO levels were between 30% and 60% lower than baseline levels.
Technical Paper

Transient Analysis of Piston-Linear Heat Transfer in Low-Heat-Rejeetion Diesel Engines

1988-02-01
880189
A two-dimensional finite element program has been developed to analyze the transient heat flow paths in low-heat-rejection engine combustion chambers. This analysis tool is used to study the transient heat transfer performance of a ceramic-coated piston with steel-alloy rings reciprocating within a ceramic-coated iiner at a speed of 1900 revolutions per minute. Throughout the cycle, the instantaneous boundaries of the combustion chamber are defined based on the position of the piston against the liner. Then, appropriate boundary conditions are applied to the component surfaces at every instant. Instantaneous piston and liner temperature distributions, heat transfer rates from the working fluid to these two components, as well as heat transfer rates between the two components are calculated by the program. The results are compared against the performance of a baseline cast-iron piston-liner assembly.
Technical Paper

Implementation of a Fuel Spray Wall Interaction Model in KIVA-II

1991-09-01
911787
The original spray model in the KIVA-II code includes sub-models for drop injection, breakup, coalescence, and evaporation. Despite the sophisticated structure of the model, predicted spray behavior is not in satisfactory agreement with experimental results. Some of the discrepancies are attributed to the lack of a fuel jet wall impingement sub-model, a wall fuel layer evaporation sub-model, and uncertainties related to the choice of submodels parameters. A spray impingement model based on earlier research has been modified and implemented in KIVA-II. Heat transfer between the fuel layer on the piston surface and the neighboring gaseous charge has also been modelled based on the Colburn Analogy. A series of two dimensional simulations have been performed for a Caterpillar 1Y540 diesel engine to investigate droplet penetration, impingement, fuel evaporation, and chemical reaction, and the dependence of predictions on certain model parameters.
Technical Paper

Piston Heat Transfer Measurements Under Varying Knock Intensity in a Spark-Ignition Engine

1997-05-01
971667
Piston heat transfer measurements were taken under varying knock intensity in a modern spark-ignition engine combustion chamber. For a range of knocking spark timings, two knock intensity levels were obtained by using a high (80°C) and a low (50°C) cylinder head coolant temperature. Data were taken with a central and a side spark plug configuration. When the spark-plug was placed at the center of the combustion chamber, a linear variation of peak heat flux with knock intensity was found in the end-gas region. Very large changes in peak heat flux (on the order of 100%) occurred at probes whose relative location with respect to the end gas zone changed from being within (80°C coolant case) to being outside the zone (50°C coolant case). With side spark-plug, distinct differences in peak heat flux occurred at all probes and under all knock intensities, but the correlation between knock intensity and heat flux was not linear.
Technical Paper

Effect of Elevated Piston Temperature on Combustion Chamber Deposit Growth

1994-03-01
940948
An experimental study was conducted to investigate the effects of elevated piston temperature on deposit growth patterns in a spark-ignition (SI) engine. A series of thermocouple-instrumented, insulated piston designs was developed for controlling and in-situ monitoring of deposit growth on the piston surface. Upon stabilization of deposit growth, a physical and chemical analysis of deposits from different locations was conducted. It was shown that localized deposit growth correlated strongly with rates of change of temperature at the same locations. At the end of an accelerated 18-hour test schedule using a premium unleaded fuel without reformer bottoms, a 4 μm reduction in average deposit thickness was achieved by elevating the piston surface temperature from 215 °C to 264 °C. No measurable deposit growth was obtained when operating with a critical wall surface temperature of 320 °C and the base unleaded fuel.
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