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a r t i c l e
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Article history:
Received 15 September 2009
Received in revised form 21 April 2010
Accepted 22 April 2010
Available online 5 May 2010
Keywords:
Apparent heat release
HCCI
First law
Specic heat ratio
Temperature correction
a b s t r a c t
Homogeneous charge compression ignition (HCCI) combustion is a spontaneous multi-site auto-ignition
of a lean premixed fuelair mixture, which has high heat release rate, short combustion duration and no
evidence of ame propagation. In HCCI engines, there is no direct control method for the time of autoignition. Auto-ignition timing should be controlled in order to make heat release process take place at
the appropriate time in the engine cycle. Heat release analysis is a diagnostic tool which aids engine
experimenters. It facilitates the endeavors being conducted in obtaining a control method by investigating heat release rate and also cumulative heat release. This study can be divided into two parts. First, traditional rst law heat release model which is widely used in engine combustion analysis was presented
and the applicability of this model in HCCI engines was investigated. Second, a new heat release model
based on the rst law of thermodynamics accompanying with a temperature solver was developed and
assessed. The model was applied in four test conditions with different operating conditions and a variety
of fuel compositions, including i-octane, n-heptane, pure NG, and at last, a dual fueled case of NG and
n-heptane. Results of this work indicate that utilizing the modied rst law heat release model together
with a solver for temperature correction will guarantee obtaining a well-behaved and accurate apparent
heat release trend and magnitude in HCCI combustion engines.
2010 Elsevier Ltd. All rights reserved.
1. Introduction
Homogeneous charge compression ignition (HCCI) combustion
mode proposed by Onishi et al. [1] is a reliable method that has
been found to produce low NOx levels, near zero soot and improved
CO2 emissions. It provides equal or greater fuel conversion efciencies compared to that of conventional DI diesel combustion [24].
The advantages of HCCI combustion are commonly associated
with its nature being a spontaneous multi-site combustion of a
very lean and premixed fuelair mixture which has high heat release rate (HRR) and no evidence of ame propagation [4,5]. The
high efciency is due to the ability of operating with high compression ratios, lack of throttling losses at part load, lean combustion,
and close to constant volume ideal Otto cycle heat release.
There are some deciencies intrinsic to HCCI combustion which
should be overcome [4,5]: rst, the lack of any direct control method for combustion timing in contrast to control actions like spark
ignition or fuel injection in SI or CI engines, respectively; second,
producing high levels of HC and CO emissions; third, obtaining
an appropriate fueling rate for achieving high engine loads under
mechanical limitations of engine.
2324
Nomenclature
A
cv
height
h
hc
n
N
m
_
m
p
pm
Q
R
T
U
u
up
V
Vd
w
dQgross
Greek symbols
specic heat ratio
h
crank angle
Subscripts
c
corrected or convection
f
formation
ht
heat transfer integer
i
position or event
P
products
r
reference
R
reactants
s
sensible
Abbreviations
AHRR
apparent heat release rate
aTDC
after top dead center
bBDC
before bottom dead center
CAD
crank angle degree
EEOC
estimated end of combustion
EVO
exhaust valve open
ESOC
estimated start of combustion
HCCI
homogeneous charge compression ignition
HRR
heat release rate
IVC
inlet valve closure
MFB
mass fraction burned
MFLHR modied rst law heat release
SFLHR
simplied rst law heat release
Specication
Engine model
Engine type
Combustion chamber
Throttle
Bore
Stroke
Displacement
IVC
EVO
Waukesha CFR
Water cooled, single cylinder
Disk cylinder head, at-top piston
Fully open
82.6 mm
114.3 mm
612 cc
34 CAD, aTDC
40 CAD, bBDC
2325
Fuel
Compression ratio
Speed (rpm)
Intake temperature
(C)
PRF mass ow rate
(mg/s)
NG mass ow rate
(mg/s)
Air mass ow rate
(g/s)
Pmax location
(CAD, aTDC)
Case 1
Case 2
Case 3
Case 4
i-Octane
13.5:1
700
140
n-Heptane
11.5:1
700
100
NG
17.25:1
800
140
n-Heptane + NG
13.8:1
800
120
78.51
79.78
36.45
82.32
21.76
2.377
2.598
4.46
2.50
8.8
2.2
2.5
3.4
Case 1
100
The SFLHR model, or basic rst law heat release model as Brunt
et al. [17] named, is the result of applying rst law of thermodynamics to the engine combustion chamber charge. This model
was rst fully developed by Gatowski et al. [7] by considering fuel
injection and all the major loss mechanisms including heat transfer
and crevice ows.
The energy balance for a single zone model for an incremental
crank angle interval is [7]:
Case 2
Pressure [bar]
80
Case 3
Case 4
60
40
dQ gross dU s dW
20
-40
-30
-20
-10
10
20
30
CAD, aTDC
Fig. 1. Average cylinder pressure for 100 consecutive cycles for four cases.
hi dmi dQ ht
where dW is the work due to piston motion which equals to pdV and
P
hi dmi is the mass exchanges across the system boundary.
By ignoring all mass exchanges including valve leakages (which
is true for this and many other studies which analyze the system
during closed part of the cycle or nonow period i.e. from IVC to
EVO), fuel injection (which is true, since it was assumed that the
fuel is premixed), blowby, and crevice effects, and taking into account the later-mentioned assumptions, the heat release model
commonly used in the literature is obtained.
dQ gross
c
1
pdV
Vdp dQ ht
c1
c1
Eq. (2), gives the apparent gross heat release on the intervals. By
omitting the last term in the right hand side, Eq. (2) gives the net
apparent heat release, which is not an exact one. There are a number of assumptions in developing Eq. (2):
1. The state of the cylinder contents is dened as average properties of the uniform charge.
2. The change in sensible internal energy is assumed to be a function of mean charge temperature only:
U s muT
dU s mcv TdT
pV
mR
2326
dT
dpV
mR
hc 3:4 height
cv
1
R c1
By substituting Eqs. (4), (6), and (7) into Eq. (1), the SFLHR model,
i.e. Eq. (2) will be obtained.
Ph
MFBh PiESOC
EEOC
Dpc;i
iESOC Dpc;i
where MFBh is the mass fraction burned at crank angle h, Dpc is the
corrected pressure rise due to combustion and Dpc ; is calculated by
taking the difference between the ring and motoring pressures
and then referenced to the cylinder volume at TDC:
n
dQ ht hc A T charge T wall
10
where Tcharge is the mean charge temperature and Twall is the temperature of the wall.
w0:8
11
w C 1 up C 2
3.1.1. Mass fraction burned
Mass fraction burned (MFB) is calculated from the analysis of
measured in-cylinder pressure data. Brunt and Emtage [18] compared the performance of ve MFB models proposed in the literature in accordance with their accuracy in burn angles prediction.
As a result, the model developed by Rasswieler and Withrow
[14] became the preferred model. Also, here in this study, this
MFB model was employed which is obtained by:
p T
V dTr
p pm
pr V r
12
where C1 = 2.28 and C2 = 0 for compression and 5.4 104 for combustion and expansion.
It is seen that in order to make Woschni model a viable one in
HCCI combustion modeling, some modications such as in temperature exponent (0.73), height, and C2 should be applied.
3.2. Modied rst law heat release model
The MFLHR model is achieved by applying the energy conservation equation to the cylinder contents and not utilizing erroneous
assumptions. By starting with the rst law of thermodynamics for
the cylinder charge during closed valve interval and ignoring mass
leakages, it yields:
dU dW dQ ht
13
m mR mP
dmP dmR
14
15
U mR uR mP uP mR us;R uf ;R mP us;P uf ;P
16
18
dQ gross uf ;P uf ;R dmR
19
Substitution of Eq. (19) into Eq. (18) yields the MFLHR model:
mR 1 MFB:m
21
dmR m dMFB
22
2327
1. First, the energy Eq. (20) should be rewritten to produce a function of temperature, species composition and time:
And the ODE of energy equation, by applying the aforementioned replacement and arrangement, will take the following nal form:
uR uP
p
dV
hAT T wall 0
dt
23
cv i Rua1 1 a2 T a3 T 2 a4 T 3 a5 T 4
h
i
a
a
a
a
i Ru a1 1T 2 T 2 3 T 3 4 T 4 5 T 5 a6
u
2
3
4
5
dT
A5 T 5 A4 T 4 A3 T 3 A2 T 2 A1 T A6
dt
24
25
26
b - case 2
a - case 1
90
dmR
d
dus;P
mR us;R us;P m
dt
dt
dt
130
110
70
50
30
10
-10
-40
90
70
50
30
10
-30
-20
-10
10
20
-10
-40
30
-30
-20
-10
CAD, aTDC
CAD, aTDC
c - case 3
d - case 4
10
20
30
108
90
G ross H R R [J / D eg]
88
68
48
28
50
30
10
-12
70
-10
-40
-30
-20
-10
10
20
30
-40
-30
-20
-10
CAD, aTDC
CAD, aTDC
Fig. 2. HRR obtained from different models for different cases.
10
20
30
2328
dT
fcnt; T and T 0 set point temperature TIVC
dt
27
where the step size equals to:
0:1
6N
28
This procedure was applied to the model from IVC to EVO. It can be
seen from the results, that this corrected temperature gives acceptable results. It is also worth mentioning here, that the CPU time
required for the model to be executed was less than 30 s.
b - case 2
a - case 1
480
SFLHR with T correction
MFLHR without T correction
380
280
180
80
-20
-40
-30
-20
-10
10
20
490
390
290
190
90
-10
-40
30
-30
-20
CAD, aTDC
-10
10
20
30
10
20
30
CAD, aTDC
d - case 4
c - case 3
440
490
490
390
290
190
90
390
340
290
240
190
140
90
40
-10
-40
-30
-20
-10
CAD, aTDC
10
20
30
-10
-40
-30
-20
-10
CAD, aTDC
Fig. 3. Gross cumulative heat release obtained from different models for different cases.
2329
b - case 2
a - case 1
1800
Uncorrected Temperature
1700
Corrected Temperature
1500
Temperature [K]
Temperature [K]
1600
1400
1200
1000
1300
1100
900
800
700
600
500
400
-40
-30
-20
1800
-10
10
20
300
-40
30
-30
-20
-10
CAD, aTDC
CAD, aTDC
c - case 1
d - case 4
10
20
30
10
20
30
1600
1600
Temperature [K]
Temperature [K]
1400
1400
1200
1000
800
1200
1000
800
600
600
400
-40
-30
-20
-10
10
20
30
CAD, aTDC
400
-40
-30
-20
-10
CAD, aTDC
Fig. 4. The comparison between temperatures calculated from ideal gas law and temperature correction procedure for different cases.
5. Conclusions
In this study, the applicability and accuracy of traditional SFLHR
model applied to HCCI engines have been investigated. To achieve
this assessment, several specic heat ratio models proposed in the
literature were applied to this model and the results of the most
accurate are shown in the results, and four cases were evaluated.
Results show that this model cannot well and fully predict the
accurate apparent cumulative gross heat release trend and magnitude. To overcome this deciency, the MFLHR model accompanying with a solver for correction of temperature was proposed and
investigated. The results from this model, for all the various working conditions and fuel compositions of evaluated cases, show
good agreement with the concept that states there should not be
any indication of negative gradient in gross heat release.
These results indicate that in HCCI engines, utilizing traditional
SFLHR model results in erroneous results. However, applying
MFLHR model together with temperature correction procedure ensures obtaining more accurate results.
Future work in this paper, the main goal was to present a
model that well predicts the gross heat released from combustion
of in-cylinder contents in HCCI engines. In spite of presenting this
model, research is being conducted by the authors to develop a
more accurate and simpler model taking into account more details
about combustion phenomena in HCCI engines. Also, the authors
are trying to correctly incorporate exhaust gas recirculation in
the model, and investigate its effects on HCCI combustion.
References
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(ATAC) a new combustion process for internal combustion engines. SAE paper
no. 790501; 1979.
2330
[20] Klein M, Eriksson L. A specic heat ratio model for single-zone heat release
models. SAE paper no. 2004-01-1464; 2004.
[21] Ceviz MA, Kaymaz I. Temperature and airfuel ratio dependent specic heat
ratio functions for lean burned and unburned mixture. Energy Convers
Manage 2005;46:2387404.
[22] Olikara C, Borman G. A computer program for calculating properties of
equilibrium combustion products with some applications on IC engines. SAE
paper no. 750468; 1975.