Automotive Calibration of the IAPAC Fluid Dynamically Controlled Two-Stroke Combustion Process

Duret, Pierre; Venturi, Stéphane

doi:10.4271/960363

Cited by 48 publications

(36 citation statements)

References 2 publications

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“…In 1994, Iida showed that the possible operating conditions for stable two-stroke HCCI combustion could be significantly broadened by using methanol as fuel [4]., Honda has recently demonstrated a concept for HCCI combustion for a production two stroke engine [5] and proved the reliability of the concept by competing in the Granada-Dakar desert race with a pre-production motorcycle [6]. A pre-production two-stroke engine deploying HCCI has also been shown by IFP [7]. In both cases, HCCI was used to improve part load combustion stability, reduce HC emissions and improve fuel economy at part load.…”

Section: Introductionmentioning

confidence: 99%

Supercharged Homogeneous Charge Compression Ignition

Christensen¹,

Johansson²,

Amnéus

et al. 1998

SAE Technical Paper Series

290

150

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The Homogeneous Charge Compression Ignition (HCCI) is the third alternative for combustion in the reciprocating engine. Here, a homogeneous charge is used as in a spark ignited engine, but the charge is compressed to auto-ignition as in a diesel. The main difference compared with the Spark Ignition (SI) engine is the lack of flame propagation and hence the independence from turbulence. Compared with the diesel engine, HCCI has a homogeneous charge and hence no problems associated with soot and NO X formation. Earlier research on HCCI showed high efficiency and very low amounts of NO X , but HC and CO were higher than in SI mode. It was not possible to achieve high IMEP values with HCCI, the limit being 5 bar. Supercharging is one way to dramatically increase IMEP. The influence of supercharging on HCCI was therefore experimentally investigated. Three different fuels were used during the experiments: isooctane, ethanol and natural gas. Two different compression ratios were used, 17:1 and 19:1. The inlet pressure conditions were set to give 0, 1 or 2 bar of boost pressure. The highest attainable IMEP was 14 bar using natural gas as fuel at the lower compression ratio. The limit in achieving even higher IMEP was set by the high rate of combustion and a high peak pressure.Numerical calculations of the HCCI process have been performed for natural gas as fuel. The calculated ignition timings agreed well with the experimental findings. The numerical solution, is however, very sensitive to the composition of the natural gas.

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Section: Introductionmentioning

confidence: 99%

Supercharged Homogeneous Charge Compression Ignition

Christensen¹,

Johansson²,

Amnéus

et al. 1998

SAE Technical Paper Series

290

150

View full text Add to dashboard Cite

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“…Results from simulations of n-heptane and iso-octane with CAI combustion [29], cited in Figures 1 and 2, confirmed that both fuels ignited (main ignition) when air and fuel mixture reached a temperature of 1100K. Results from experimental studies on CAI combustion [1][2][3][4][5][6][7][8][9][10][11][12][13][30][31][32][33][34][35][36][37][38][39][40][41][42][43] proved the consistency of this temperature and its independence from fuel type. Figure 2.…”

Section: Fundamentals Of Cai Combustionmentioning

confidence: 80%

“…• Active Thermo-Atmosphere Combustion (ATAC) [1][2][3][4], Activated Radicals (AR) combustion [5,6], Compressed air assisted fuel injection process (IAPAC) [7], Toyota-Soken combustion (TS) [8], etc., for two-stroke engines;…”

Section: Introductionmentioning

confidence: 99%

A Review of Experimental and Simulation Studies on Controlled Auto-Ignition Combustion

Milovanović¹,

Chen²

2001

SAE Technical Paper Series

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“…With a light load, homogeneous compression ignition [9] or auto-ignition combustion [10] is executed. To control auto-ignition, it is necessary to retard the thermal reaction until an appropriate period by controlling the lifetime of low temperature oxidation products.…”

Section: Advanced Control Strategiesmentioning

confidence: 99%

Engine Control Using Combustion Model

Ohyama¹

2000

SAE Technical Paper Series

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The combination of physical models of an advanced engine control system was proposed to obtain sophisticated combustion control in ultra-lean combustion, including homogeneous compression ignition and activated radical combustion with a light load and in stoichiometric mixture combustion with a full load. Physical models of intake, combustion and engine thermodynamics were incorporated, in which the effects of residual gas from prior cycles on intake air mass and combustion were taken into consideration. The combined control of compression ignition at a light load and spark ignition at full load for a high compression ratio engine was investigated using simulations. The control strategies of the variable valve timing and the intake pressure were clarified to keep auto-ignition at a light load and prevent knock at a full load.

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Automotive Calibration of the IAPAC Fluid Dynamically Controlled Two-Stroke Combustion Process

Cited by 48 publications

References 2 publications

Supercharged Homogeneous Charge Compression Ignition

Supercharged Homogeneous Charge Compression Ignition

A Review of Experimental and Simulation Studies on Controlled Auto-Ignition Combustion

Engine Control Using Combustion Model

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