Homogeneous Charge Compression Ignition Combustion Research Articles

Natural gas-fueled HCCI engine performance and emission analysis and comparison with SI and spark-assisted operations

ABSTRACT The homogeneous charge compression ignition (HCCI) engine is a promising technology in terms of both soot and NOx emission. Natural gas (NG) is advantageous especially for HCCI engines with its single stage combustion, low C/H ratio, and high octane number. Since the main challenge of HCCI technology is stability and transient operations, using HCCI for constant speed operations may be advantageous. In this study, a CI diesel engine, which is used as a generator at constant speed, was modified and converted into an NG-fuelled, SI engine. Then, the engine was supplied with NG for SI, HCCI, and spark-assisted HCCI experiments. Spark-assisted operations were executed by using 3, 5, and 7 degree ignition advance values to assist HCCI combustion. In-cylinder pressure variations, exhaust temperature, specific fuel consumption, and emission values were investigated for comparison of different strategies. Experimental results showed that using the HCCI strategy and retardation of ignition advance of spark-assisted HCCI operations reduced maximum pressure. Therefore, these strategies improved NOx emissions, while HC emissions were slightly increased. The spark-assisted HCCI strategy improves the stability of operation while increasing CO emission. The specific fuel consumption value of HCCI was slightly higher than that of SI operation, while it was lower than spark-assisted strategies.

Combustion Test for the Smallest Reciprocating Piston Internal Combustion Engine with HCCI on the Millimeter Scale

Micro reciprocating piston internal combustion engines are potentially desirable for high-energy density micro power sources. However, complex subsystem functions hinder the downsizing of reciprocating piston internal combustion engines. The homogeneous charge compression-ignition (HCCI) combustion mode requires no external ignition system; it contributes to structural simplification of the reciprocating piston internal combustion engines under a micro space constraint but has not been adequately verified at the millimeter scale. The study used a millimeter-scale HCCI reciprocating piston internal combustion engine fueled by a mixture of kerosene, ether, castor oil, and isopropyl nitrate for combustion investigation. The test engine with a displacement of 0.547 cc is the smallest reciprocating piston internal combustion engine known to have undergone in-cylinder combustion diagnosis. It is observed that the HCCI combustion mode at the millimeter scale can realize stable combustion with excellent cooperation for the thermodynamic cycle under appropriate structural and operating conditions, which is essentially not inferior to those in conventional-sized reciprocating piston internal combustion engines. This finding helps the next step of scaling down reciprocating piston internal combustion engines.

Phased transition from methane to hydrogen in internal combustion engines: Utilizing hythane and direct injection jet ignition for enhanced efficiency and reduced emissions

A strategic pathway to decarbonizing internal combustion engines and advancing toward sustainable energy includes the transition from conventional fuels to methane combustion, followed by methane-hydrogen mixtures, and ultimately to hydrogen-only combustion. This progression leverages the miscibility of hydrogen and methane, enabling the use of Hythane, a fuel blend that combines the advantages of both gases. Methane's widespread availability and existing infrastructure facilitate a cost-effective transition, while its combustion produces lower emissions compared to gasoline and diesel. Hydrogen's high reactivity and clean combustion properties enhance engine efficiency and reduce emissions, making it a crucial component in this phased transition. Challenges in homogeneous charge compression ignition (HCCI) combustion of CH₄-H₂ mixtures, such as controlling ignition timing and managing stable combustion, are addressed by the direct injection jet ignition (DIJI) technique. DIJI creates stratified air-fuel mixtures that ensure rapid and complete combustion, minimizing quenching and reducing heat losses. This study presents a comprehensive analysis of the combustion properties of methane and hydrogen, the benefits of phasing the transition with the availability of green hydrogen, and the technical challenges and solutions in developing HCCI and DIJI combustion systems for Hythane. The research underscores the potential of DIJI to enhance engine performance, efficiency, and emissions control, paving the way for a sustainable energy future in transportation.

Evaluating the feasibility of machine learning algorithms for combustion regime classification in biodiesel-fueled homogeneous charge compression ignition engines

The present study explores the feasibility of machine-learning algorithms in classifying the combustion regimes in a homogenous charge compression ignition (HCCI) engine fueled with biodiesels from diverse sources. A distinctive feature of this research is the extensive database of HCCI combustion regimesgenerated for neat biodiesel fuels of different compositions. The engine experiments reveal significant variability in the load range of operation of HCCI engines across different biodiesel fuels. Strategies including compression ratio variation and charge dilution were employed to achieve higher engine loads, and the results confirm that the interplay of fuel reactivity and engine load, along with compression ratio and charge dilution, dictates the combustion stability. This complex phenomenon necessitates ascertaining the prevailing combustion type under a given engine load for biodiesel fuels derived from diverse sources. Thus, the present study aims to investigate the applicability of machine learning algorithms for developing models that classify combustion regimes in a neat biodiesel-fueled light-duty HCCI diesel engine. Models are developed to categorize biodiesel HCCI combustion into four groups: engine misfire, stable combustion without dilution, stable combustion with dilution, and knocking combustion. Biodiesel composition (13 different methyl esters), compression ratio and engine load are considered the input variables for the machine learning (ML) models. The results show that Naive Bayes and logistic regression models exhibit poor applicability among the investigated ML models due to a low F1 score (<0.8). The k-NN and SVM models demonstrate practical suitability with reasonably good F1 scores. However, the decision tree model outperforms all, precisely classifying 94 % of calibration and validation samples. It could precisely classify all the validation samples corresponding to misfire combustion, 21 of 22 samples to stable combustion, 4 of 6 samples to stable combustion with dilution, and 30 of 31 to knocking combustion. Thus, it emerges as the best approach to classify the combustion regimes of HCCI engines operated with neat biodiesel fuels.

Advancements in homogeneous charge compression ignition technology: Efficiency, emissions, and applications in the modern automotive industry

Homogeneous charge compression ignition (HCCI) technology is a novel approach in internal combustion engines that combines the efficiency of gasoline engines with the spontaneous ignition characteristics of diesel engines. HCCI engines offer cleaner emissions, reduced noise, and wider fuel adaptability, overcoming many drawbacks of traditional engines. The paper explores the HCCI combustion process, highlighting its unique features and advantages over spark ignition (SI) and compression ignition (CI) engines. It also discusses innovations in HCCI technology, including its combination with other strategies like spark-controlled compression ignition (SCCI) and low-temperature combustion (LTC) to expand its load range. The challenges of HCCI technology, especially in combustion timing control, are addressed, along with suggestions for future research directions. The application of HCCI technology for energy savings and emission reduction and its impact on the automotive industry are also discussed, citing examples from manufacturers like Volvo, Nissan, and General Motors. The paper concludes by emphasizing the importance of ongoing research, integration with other technologies, and financial support to further advance HCCI technology and its market potential.

Computational Fluid Dynamics (CFD) Validation and Investigation the Effect of Piston Bowl Geometries Performance on Port Fuel Injection-Homogeneous Charge Compression Ignition (PFI-HCCI) Engines

Computational Fluid Dynamics (CFD) Validation and Investigation the Effect of Piston Bowl Geometries Performance on Port Fuel Injection-Homogeneous Charge Compression Ignition (PFI-HCCI) Engines

Experimental Study of a Homogeneous Charge Compression Ignition Engine Using Hydrogen at High-Altitude Conditions

One of the key factors of the current energy transition is the use of hydrogen (H2) as fuel in energy transformation technologies. This fuel has the advantage of being produced from the most primary forms of energy and has the potential to reduce carbon dioxide (CO2) emissions. In recent years, hydrogen or hydrogen-rich mixtures in internal combustion engines (ICEs) have gained popularity, with numerous reports documenting their use in spark ignition (SI) and compression ignition (CI) engines. Homogeneous charge compression ignition (HCCI) engines have the potential for substantial reductions in nitrogen oxides (NOx) and particulate matter (PM) emissions, and the use of hydrogen along with this kind of combustion could substantially reduce CO2 emissions. However, there have been few reports using hydrogen in HCCI engines, with most studies limited to evaluating technical feasibility, combustion characteristics, engine performance, and emissions in laboratory settings at sea level. This paper presents a study of HCCI combustion using hydrogen in a stationary air-cooled Lombardini 25 LD 425-2 modified diesel engine located at 1495 m above sea level. An experimental phase was conducted to determine the intake temperature requirements and equivalence ratios for stable HCCI combustion. These results were compared with previous research carried out at sea level. To the best knowledge of the authors, this is the first report on the combustion and operational limits for an HCCI engine fueled with hydrogen under the mentioned specific conditions. Equivalence ratios between 0.21 and 0.28 and intake temperatures between 188 °C and 235 °C effectively achieved the HCCI combustion. These temperature values were, on average, 100 °C higher than those reported in previous studies. The maximum value for the indicated mean effective pressure (IMEPn) was 1.75 bar, and the maximum thermal efficiency (ITEn) was 34.5%. The achieved results are important for the design and implementation of HCCI engines running solely on hydrogen in developing countries located at high altitudes above sea level.

RCCI combustion of ammonia in dual fuel engine with early injection of diesel fuel

Ammonia has gained considerable attention as a valuable, carbon-free alternative fuel for internal combustion engine (ICE) applications. The growing interest in ammonia's potential as an energy source stems primarily from its advantageous storage and transport properties. The reactivity-controlled compression ignition (RCCI) combustion mode presents a promising avenue for overcoming the challenges intrinsic to conventional diesel engines, such as elevated nitrogen oxides (NOx) and particulate matter (PM) emissions. Additionally, it addresses the limitations of both homogeneous charge compression ignition (HCCI) combustion (limited operational range) and premixed charge compression ignition (PCCI) combustion (diminished power output). The application of an ammonia-based RCCI combustion strategy emerges as a viable pathway for harnessing ammonia as a fuel. In this study, a numerical simulation on a single-cylinder heavy-duty engine operated in RCCI mode is conducted utilizing ammonia and diesel as fuels. The engine is operated at medium load and 910 RPM. The simulation results are validated against experimental data sourced from existing literature. The study investigates the impact of varying ammonia energy fractions, injection timing, and intake valve close temperature (TIVC) on key operational characteristics of the engine including in-cylinder pressure, heat release rate (HRR), combustion efficiency (CE), indicated mean effective pressure (IMEP), and emission levels. The results indicated that increasing the ammonia energy fraction within the RCCI combustion mode, transitioning from 30 % to 70 %, leads to a notable enhancement in IMEP, while maintaining low levels of carbon monoxide (CO), hydrocarbons (HC), unburned ammonia, and nitrous oxide (N2O) as greenhouse gases (GHG). Furthermore, increasing ammonia's energy fraction yielded a discernible reduction in NOx emissions and carbon dioxide (CO2). Conversely, the RCCI combustion mode attained superiority over the dual fuel combustion mode by simultaneously elevating CE and diminishing emissions of GHG, (CO2 and N2O) as well as unburned NH3.

Numerical study of piston bowl geometries on PFI-HCCI engine performance

Homogeneous charge compression ignition (HCCI) is an advanced combustion strategy proposed to provide higher efficiency and lower emissions than conventional compression ignition. However, there are still tough challenges in the successful operation of HCCI engines. Among these challenges, homogeneous mixture preparation and combustion phase control plays a vital role in determining the efficiency and emissions. Piston bowl geometry significantly enhances the process by improving the flow, turbulence, and mixing for the combustion. The study utilised experimental and numerical simulation methods to analyse HCCI combustion in port fuel injection (PFI) mode and evaluate the effect of piston geometries on engine performance. For this purpose, the different pistons bowl geometries (Baseline model, SQC, and CCC) with the same volume, compression, and equivalence ratio were numerically tested in a four-stroke, single-cylinder, YANMAR diesel engine. The numerical simulation results provide adequate assurance to proceed with the study with different piston geometries design. Compared to SQC and CCC, the Baseline model produced significantly higher cylinder pressure, temperature, and heat release rate. Different piston shape designs influenced the formation of air-fuel mixing, thereby affecting the time and location of onset combustion. The present investigation offered the significant role of piston geometry for the control mechanism of PFI-HCCI combustion, that is a vital part in demonstrating HCCI combustion.

Study on the Effect of Coupled Internal and External EGR on Homogeneous Charge Compression Ignition under High Pressure Rise Rate

This paper investigated the effects of exhaust gas recirculation (EGR) on homogeneous charge compression ignition (HCCI) combustion in internal combustion engines. The exhaust valve closing (EVC) timings were scanned to obtain a set of baseline operating points for HCCI, and the coupling control of the internal and external EGR was explored. The results indicate that external EGR delays HCCI ignition timing and slows down the combustion speed. As the internal EGR rate increases, the maximum external EGR ratio that can be tolerated decreases. For HCCI detonation operating points with low internal EGR rates, the addition of up to 10% of external EGR can control the pressure rise rate peak to less than 10 bar/°CA, resulting in reduced fuel consumption and increased indicated mean effective pressure (IMEP). However, for HCCI operating points with high internal EGR rates, the effect of external EGR is mainly observed in the control of the pressure rise rate, with limited increase in IMEP. Additionally, an increasing external EGR rate leads to a significant decrease in nitrogen oxide (NOx) emissions, while carbon monoxide (CO) and hydrocarbon (HC) emissions slightly increase before engine misfire occurs. These findings suggest that the coupling control of internal and external EGR should be explored further, particularly in relation to reducing the negative valve overlap (NVO) angle and improving combustion efficiency.

Revolutionizing engine technology: The emergence and potential of novel engine materials

Concerns from both society and the government about the pollutants from automobile exhaust is becoming more and more noticeable in recent years. Compared with the engines mostly used currently, which are gasoline engines and diesel engines, the HCCI engine has ameliorated not only the problem of pollutant emissions but also efficiency to a large extent. This paper provides an in-depth analysis of Homogeneous Charge Compression Ignition (HCCI) engines. It first introduces the fundamental processes governing HCCI combustion and illustrates its working mechanism. While HCCI engines promise heightened efficiency, reduced emissions, and fuel versatility, they also present challenges such as combustion timing and related emissions. Commercial implementations by Nissan and Honda are discussed, shedding light on real-world applicability. Furthermore, the potential amalgamation of biodiesel with HCCI is explored, signaling a promising future for renewable fuels in advanced combustion engines. Despite the rise of hybrid vehicles, the unique benefits of HCCI position it as a significant player in future transportation. This paper emphasizes the necessity of ongoing research to overcome HCCIs challenges, ensuring it remains at the forefront of green automotive solutions.

Frictional Losses of Ring Pack in SI and HCCI Engine

The vast majority of research dedicated to enhancing the homogenous charge compression ignition (HCCI) low-temperature combustion system is focused on improving controllability, efficiency and emissions. This article aims to assess the impact of HCCI combustion on the operation of the piston ring system. Utilizing the measured pressures in the combustion chamber of a single-cylinder research engine operating in spark ignition (SI) and HCCI modes at various loads, simulations were carried out using an advanced ring pack model. This model integrates the gas flow, ring dynamics and ring mixed lubrication models. Simulations revealed that differences in the pressure above the piston between the HCCI and SI combustion significantly influence ring pack performance. The predicted energy losses due to the friction of piston rings against the cylinder liner are up to 5% higher in the HCCI engine than in the SI engine. This identified drawback diminishes the advantages of the HCCI engine resulting from higher thermal efficiency, and efforts should be made to minimize this negative impact.

A Numerical Investigation on Laminar Flame Speed of Syngas in Air with Ozone Addition

In the context of energy and propulsion systems, in recent years engineering research has increased its efforts to develop more efficient technologies with a lower environmental impact. Specifically, new combustion systems have been investigated, such as ultra-lean combustion and Homogeneous Charge Compression Ignition (HCCI) combustion, and sustainable fuels have been employed. With respect to the latter option, syngas and hydrogen have emerged as attractive choices. However, the low specific energy of syngas and the presence of diluents can cause flame failure and instability. On the other hand, it is well known that ozone-assisted combustion enhances the Laminar Flame Speed (LFS), reduces the ignition delay time, and improves the flame stabilization of fuels such as methane, n-heptane and iso-octane, since it affects the chemistry in the Low Temperature Combustion (LTC) regime. In this context, the aim of the present work is to evaluate the effect of ozone on the LFS of syngas/ozone/air mixtures. Specifically, 1-D simulations have been carried out to compute the LFS of CO/H2 and CO/H2/N2 syngas mixtures. The model has been validated against experimental data available in the scientific literature by considering four different reaction mechanisms. Then, the model has been used to perform a parametric analysis by considering different conditions in terms of syngas composition (three different CO/H2 ratios) and equivalence ratio (from 0.5 to 5). The results show that the addition of 2500 ppm of ozone in air results in an increase in LFS for all equivalence ratios examined. The four different mechanisms give comparable results in terms of LFS and LFS increase for CO/H2 syngas, and are also able to predict ozone effect on LFS enhancement for CO/H2/N2 mixtures. Finally, the results show that the influence of ozone, in terms of LFS percentage increase, is greater for CO/H2 ultra lean mixtures with a lower CO/H2 ratio.

A comprehensive review into the effects of different parameters on the hydrogen‐added HCCI diesel engine

AbstractThe current study presents research investigations and developments related to the homogeneous charge compression ignition (HCCI) engine. Research investigations and recent advances, including the role of various operating conditions on HCCI engine combustion phenomena, emissions, and performance, are discussed. There is growing research interest in investigating HCCI engines with diesel fuel to study combustion, emissions, and performance characteristics due to their association with low NOx emissions. In the published literature, research investigations are also conducted with different fuels ranging from biomass to diesel to gasoline in the HCCI engine showing its capability for utilizing various fuels in coming years. The challenges associated with HCCI combustion are reviewed, and the details of excessive carbon monoxide and unburnt hydrocarbon emissions are discussed. The major parameters affecting the hydrogen addition in HCCI diesel engines are also discussed. Overall, adding hydrogen to a diesel‐fueled HCCI engine improves combustion phasing and can potentially increase thermal efficiency while lowering emissions. In addition, the strength, weaknesses, opportunities, and threat analysis is provided and discussed thoroughly.

Effects of water direct injection on a combustion phase and performance of six-stroke gasoline homogeneous charge compression ignition engine

An experimental study was conducted to examine how direct water injection (WI) can optimize the combustion phases of a six-stroke gasoline homogenous charge compression ignition (HCCI) engine. With six-stroke HCCI combustion, the limitations of four-stroke HCCI combustion under high loads and the stability of combustion under low loads can be resolved by adding additional compression and expansion stroke. Previous six-stroke HCCI combustion research suggested that the time loss could be reduced by delaying the combustion phase to the top dead center (TDC) with additional cooling. Thus, in this study, the effects of WI on the overall pressure curve, as well as the first and second combustion phases, were studied from a thermal and chemical kinetics perspective. The performance, thermal efficiency, and pressure rise rate were also examined. It was found that WI retarded the first and second combustion. The first and second combustion phases were located after and before TDC, respectively, resulting in a decrease in the first gross mean effective pressure (GMEP) (180–540 CA) and an increase in the second GMEP (540–900 CA). Because the increase of second GMEP was dominant, the indicated thermal efficiency also monotonically increased (2.7–3.5%p). In addition, the maximum pressure rise rate decreased by 23.1% to 65.2%. Thus, the WI can be used to control the combustion characteristics of six-stroke gasoline HCCI engine.

Numerical investigation on selecting appropriate piston bowl geometry and compression ratio for gasoline-fuelled homogeneous charge compression ignited light-duty diesel engine

The gasoline-fuelled homogeneous charge compression ignition (HCCI) combustion is a promising approach to mitigate the significant limitations of the traditional compression-ignition combustion for light-duty engine applications. In the present work, the required autoignition quality of gasoline was achieved by blending 2-ethylhexyl nitrate (EHN) with gasoline to ensure combustion stability at the achieved engine loads. A reduced chemical reaction mechanism consisting of 185 species and 219 reactions was developed in the present study for EHN-gasoline-fuelled-HCCI combustion. The mechanism was validated by conducting multi-dimensional computational fluid dynamics (CFD) simulations of HCCI combustion in a modified light-duty diesel engine. A detailed numerical study was done using the validated CFD model to select the suitable piston bowl geometry and geometric compression ratio for better engine performance and lower regulated emissions. Eleven different piston bowl geometries were explored, which also included piston bowl designs popular in traditional compression-ignition (toroid) and spark-ignition (flat) engines. The results indicated that the flat-shaped piston bowl exhibited a 17% improvement in the gross indicated thermal efficiency and a 16% and 40% reduction in UHC and CO emissions while maintaining very low NOx and smoke levels compared to the baseline hemisphere-shaped piston bowl. The engine performance remained the same for the flat-shaped piston bowl geometry even for a 17% increased compression ratio with the added benefit that the reduced EHN concentration (by 48 vol.%) was needed to achieve the same combustion phasing. Thus, the present numerical work proposes a promising approach to improve the overall performance of gasoline-fuelled HCCI combustion by piston bowl design and compression ratio optimization.

The effect of 1-octanol blending on the multi-stage autoignition of conventional diesel and HVO fuels

Alternative fuels can reduce the carbon intensity of diesel engine use, and a detailed understanding of the combustion process for these fuels can minimize resulting fuel consumption and emissions. 1-Octanol has been considered as an alternative diesel fuel, but little work evaluating its combustion process in detail exists. In this work, ignition of 1-octanol, both pure and in blends with conventional and renewable diesel base fuels, is analyzed in a constant volume combustion chamber and a modified Cooperative Fuels Research Octane Rating engine operating in homogeneous charge compression ignition combustion mode. 1-Octanol blending reduced the derived cetane number of either base fuel, but modest increases in chamber temperature at injection could compensate for even dramatic reductions in derived cetane number. It was further found that greater amounts of low-temperature heat release were required to reach main ignition as the 1-octanol blending volume fraction was increased in the constant volume combustion chamber. This finding is attributed to the changing local equivalence ratio, as the reacting spray diffuses further into the chamber and approaches the (lean) global equivalence ratio as the ignition delay grows. Finally, it was found that, despite lowering the derived cetane number, 1-octanol blending enhanced the reactivity of the conventional diesel fuel observed in the variable compression ratio engine. This finding is attributed to the higher rates of hydrogen abstraction from the weaker average C–H bonds in 1-octanol, as hydrogen abstraction governs intermediate temperature heat release. These findings clarify the effect of 1-octanol on physical processes and the various chemical regimes of heat release in compression ignition. The dependence of the effects of 1-octanol blending on the base fuel are emphasized, as these can inform the deployment of 1-octanol as a diesel blendstock. Application of these results can support the optimization of conventional combustion strategies for use with 1-octanol, as well as the development of 1-octanol-fueled low-temperature combustion strategies with the associated promise of very low criteria pollutant emissions.

Development and evaluation of a skeletal mechanism for EHN additized gasoline mixtures in large Eddy simulations of HCCI combustion

Advanced Low Temperature Combustion modes, such as the Sandia proposed Additive-Mixing Fuel Injection (AMFI), can unlock significant potential to boost fuel conversion efficiency and ultimately improve the energy conversion of internal combustion engines. This is a novel improved combustion process that is enabled by supplying small (&lt;5%) variable amounts of autoignition improver to the fuel to enhance the engine operation and control. Common, diesel-fuel ignition-quality enhancing additive, 2-ethylexyl nitrate (EHN), is doped into gasoline to enable Sandia LTGC + AMFI combustion. This manuscript focuses on the development of a reduced sub-mechanism for EHN chemical kinetics at engine relevant conditions that is implemented into a skeletal mechanism for chemical kinetic studies of gasoline surrogate fuels. The mechanism validation utilized zero-dimensional numerical simulations and comparison to shock tube ignition-delay data of pure and EHN-doped n-heptane. Additional validation is presented with Homogeneous Charge Compression-Ignition (HCCI) engine data of pure and EHN-doped research-grade E10 gasoline. Then, the mechanism was deployed in a 3-D computational fluid dynamics (CFD) using Large Eddy Simulations (LES) to model the HCCI engine experiments of 0.4% vol EHN additized E10 gasoline at several equivalence ratios. Simulations showed a very good performance of the mechanism, and the model accurately reproduced (a) the ignition point, (b) combustion phasing, (c) combustion duration, and (d) the peak of the heat release rates of the engine experiments. The results show that EHN promotes Low-Temperature Heat Release, ultimately driving the gasoline to autoignite at thermodynamic conditions where the fuel would not otherwise ignite. Overall, this work demonstrates a viable reduced chemical-kinetic mechanism for EHN and shows that it can be combined with a skeletal gasoline mechanism for CFD-LES analysis of well-mixed LTGC that matches well with experimental results. The CFD-LES analysis also shows the spatial distribution of EHN-fuel interactions that control the autoignition throughout the combustion chamber.

Analysis of homogeneous charge compression ignition combustion strategy and its current application

Under the pressure of energy and environmental problems, peoples demand for high-efficiency and low-pollution power sources is becoming more and more urgent. In this case, the HCCI combustion engine was developed. A new combustion method combining premixed combustion gas and low-temperature combustion was developed: it relies on a uniform formed mixture by premixed combustion gas and the lower cylinder temperature when combustion happened to reduce PM and NOX emissions simultaneously. The HCCI combustion adopts high compression ratio ignition and multi-point combustion in the cylinder, which makes its lean mixture have high thermal efficiency, and the engine performance can reach a better condition.The research and development goal of HCCI technology is to surpass compression ignition and spark ignition engines in performance and emissions. Because HCCI engine has the advantages of the first two, and its emission control system only needs to rely on its own operating characteristics and emission characteristics to reduce pollutant emissions.So if HCCI combustion can be truly mature and commercialized on a large scale, it will be a major innovation in the development history of internal combustion engines.

Effect of nitric oxide on the performance and emissions of a hydrogen-fueled HCCI engine

Homogeneous charge compression ignition (HCCI) engines have historically generated interest due to its potential to achieve high efficiency and low emissions. This paper presents an experimental investigation of hydrogen port fuel injection in a modified Cooperative Fuel Research (CFR) engine operated under HCCI conditions. The effect of adding nitric oxide (NO) to the intake air on engine performance, emissions, and combustion characteristics was investigated at various inlet temperatures. The experiments considered the operating regime and limitations for hydrogen HCCI engines with and without NO addition. The engine can operate over a wide range of air–fuel ratios i.e., λ = 2.7 to 4.0 at 150 OC inlet air temperature without NO addition.NO also acts as a knock promoter in reciprocating engines, limiting the engine's output. The results indicate that adding NO significantly promotes the auto-ignition of the hydrogen-air mixture, thereby extending the engine's operable range, and an ultra-lean λ of 5.0 can be reached. Our findings indicate that NO has the most notable effect on engine performance at an inlet air temperature of 90 OC. Furthermore, the results show that the addition of NO increases the amount of NOx emissions in the exhaust gas; about 50 ppm of NO was converted into NO2 during the combustion process. Adding NO to the hydrogen-air mixture has the potential to extend the engine's range of operation in HCCI providing a promising avenue for further research into HCCI combustion engines and the potential to improve efficiency.