The effects of diluent composition on the rates of HCCI and spark assisted compression ignition combustion

Olesky, Laura Manofsky; Lavoie, George A.; Assanis, Dennis N.; Wooldridge, Margaret S.; Martz, Jason

doi:10.1016/j.apenergy.2014.03.015

Cited by 42 publications

(21 citation statements)

References 25 publications

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“…Case 2 used intermediate settings to Cases 1 and 3. The three Cases were phased similarly, yet the 10-90% mass fraction burn duration increased by 2.3°CA (27%) with the addition of external EGR, leading to a $40% decrease in ringing intensity and a $50% increase in CoV of IMEP n (shown in Table 3), similar to results from previous HCCI studies [22,25].…”

Section: Methodssupporting

confidence: 84%

“…These results suggest that EGR dilute mixtures are less likely to be affected by spark assist than air dilute mixtures with the same charge energy content. It was also noted in Olesky et al [25] that the early rates of heat release consistent with flame propagation were more rapid for air dilute SACI conditions compared with EGR dilute SACI conditions at constant fueling, spark timing, combustion phasing, and dilution level.…”

Section: Introductionmentioning

confidence: 78%

“…4). The maximum curvature was calculated using the first and second derivatives of the heat release rate and has been used in previous studies [25,30,43] to define the transition point between flame propagation and auto-ignition in SACI combustion. It is assumed that the transition is instantaneous, and SACI combustion modeling [12] and SACI optical engine experiments [3,4] have indicated that this is a reasonable approximation.…”

Section: Resultsmentioning

confidence: 99%

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On the sensitivity of low temperature combustion to spark assist near flame limit conditions

Olesky

Middleton

Lavoie

et al. 2015

Fuel

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h i g h l i g h t sThe effect of spark assist on air and EGR dilute HCCI combustion was examined. Spark had greater combustion advance effect on more air dilute (vs. EGR dilute) mixtures. Combustion advance was caused by an increased fraction of flame-based heat release. Flame quenching likely affected mixtures that showed a non-response to spark assist. a b s t r a c t Spark assisted compression ignition (SACI) is a practical mode for controlling the heat release rate of low temperature combustion (LTC). While flames are key phenomena in the SACI combustion process, they may not always be effective or viable under the mildly stratified and highly dilute low burned gas temperature conditions of LTC. To better understand the limits of flammability or flame effectiveness, this work explores combustion within a single cylinder direct injection engine near the high load limit of the HCCI combustion regime, where spark induced flame propagation has been seen to affect combustion phasing and heat release rate. Flame limiting conditions were identified using progressively more advanced spark timing, up to 120°before top dead center, for differing levels of air and EGR dilution while holding the chemical energy content of the charge constant. Under air dilute conditions, the measured combustion phasing advanced from 8°to 0°after top dead center with spark advance, while almost no effect was seen under EGR dilute conditions. Estimates of the experimental global and local state conditions were made at the time of spark using heat release analysis and a KIVA-3V engine model, respectively, and the flammability for each case was evaluated using the Karlovitz criterion. The results show that fuel rich stratification near the spark plug was likely responsible for the observed variations in the SACI flame behavior.

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Section: Methodssupporting

confidence: 84%

Section: Introductionmentioning

confidence: 78%

Section: Resultsmentioning

confidence: 99%

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On the sensitivity of low temperature combustion to spark assist near flame limit conditions

Olesky

Middleton

Lavoie

et al. 2015

Fuel

Self Cite

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“…Some form of EGR has been shown to help control the combustion phasing and/or to provide other benefits for extending high-load HCCI operation [11]. External EGR that is the exhaust gases recirculated to the intake charge tends to retard the combustion phasing: mainly due to (1) a presence of carbon dioxide (CO 2 ) and water (H 2 O) that stand out with low ratio of specific heat (c = c p /c v ), which reduces the compressed-charge temperature [12], and (2) a reduction of the intake oxygen (O 2 ) concentration associated with the addition of external EGR suppresses the autoignition reactions [13]. Consequently, the combined effects of lower c and reduced O 2 concentration by external EGR addition primarily lead to combustion-phasing retard even at the high-load HCCI operation [14].…”

Section: Introductionmentioning

confidence: 99%

Closed-loop control of HCCI combustion for DME using external EGR and rebreathed EGR to reduce pressure-rise rate with combustion-phasing retard

Jung

Iida

2015

Applied Energy

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“…The compression temperature histories result from the amount of fresh air and its temperature, the amount of trapped residuals and the exhaust temperature itself, engine thermal state, heat losses etc. [4]. Additionally, in engines with direct fuel injection, the heat of fuel phase change, possible partial fuel oxidation before main event combustion, and finally, possible endothermic fuel reforming also have significant effect [5,6].…”

Section: Introductionmentioning

confidence: 99%

Experimental and Numerical Investigation into the Thermal Effects of Direct Fuel Injection in HCCI Engine

Hunicz¹,

Gęca²,

Mikulski³

et al. 2017

World Congress on Momentum, Heat and Mass Transfer

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-In this paper Homogeneous Charge Compression Ignition (HCCI) engine utilising Negative Valve Overlap (NVO) injection of gasoline was subjected to combined experimental and numerical investigation. The thermal effects of direct fuel injection during NVO and its impact on intake process as well as main event compression temperature histories were investigated in this study.The research was performed for a constant speed of 1500 rev/min and two main event excess air ratios (stoichiometric  = 1 and lean  = 1.2). Recorded in-cylinder pressure signal served as the basis of numerical calculations performed in AVL-BOOST software. It was shown that NVO injection timing to some extent can be used as a measure to control combustion phasing. Injection timing influenced combustion phasing through changing the gasoline residence time and temperature of trapped exhaust gasses during the NVO period. At the same time important correlations between cylinder thermal conditions in NVO and intake valve flow were identified.

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The effects of diluent composition on the rates of HCCI and spark assisted compression ignition combustion

Cited by 42 publications

References 25 publications

On the sensitivity of low temperature combustion to spark assist near flame limit conditions

On the sensitivity of low temperature combustion to spark assist near flame limit conditions

Closed-loop control of HCCI combustion for DME using external EGR and rebreathed EGR to reduce pressure-rise rate with combustion-phasing retard

Experimental and Numerical Investigation into the Thermal Effects of Direct Fuel Injection in HCCI Engine

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