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SAE TECHNICAL
PAPER SERIES 2004-01-1974

A Study of High Combustion Efficiency and Low

CO Emission in a Natural Gas HCCI Engine
Daesu Jun and Norimasa Iida
KEIO University

Reprinted From: Homogeneous Charge Compression Ignition (HCCI)

(SP-1884)

Fuels & Lubricants Meeting & Exhibition

Toulouse, France
June 8-10, 2004

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2004-01-1974

A Study of High Combustion Efficiency and Low CO

Emission in a Natural Gas HCCI Engine
Daesu Jun and Norimasa Iida
KEIO University

Copyright © 2004 SAE International

ABSTRACT cooled. The source of CO emission is the bulk-gas

quenching at light load. The bulk-gas quenching is
The operating range is restricted by knocking and occurred due to the low combustion temperature by the
misfiring in a homogeneous charge compression ignition very dilute homogeneous mixture [8, 9, 10]. The final
(HCCI) engine. In an HCCI engine, the autoignition does stage of heat release from hydrocarbon fuel is CO
not always mean the high combustion efficiency oxidation, and a significant portion of the heat release is
because the operating range to achieve high combustion generated by CO oxidation.
efficiency is very narrowly restricted by knocking and
high THC, CO emissions. In this study, we have In this study, we report the results of the operating
investigated the operating conditions to achieve high conditions to achieve high combustion efficiency and low
combustion efficiency and low CO emission in a four- CO emission in a four-stroke HCCI engine using natural
stroke HCCI engine using experimental analysis and gas. It turned out that the influences of equivalence ratio,
elementary reactions calculation. It is shown that the intake temperature, intake pressure, external EGR rate
combustion efficiency reaches higher than 90%, and the and engine speed on operating range, combustion
CO emission can be reduced considerably when the in- efficiency, CO, CO2, THC, NOx emissions and chemical
cylinder maximum gas temperature is over 1600K. species. The influences of mole fraction of ethane,
propane and n-butane on in-cylinder gas temperature
INTRODUCTION and CO, CO2 emissions were also investigated in
methane/ethane, methane/propane and methane/n-
Recently, the automotive industry must take into account butane air mixtures.
the depletion of petroleum and the environmental issues
from both the local and global of view. Therefore, new EXPERIMENT AND CALCULATION PROCEDURE
engine technologies must effectively utilize alternative
fuels, while maintaining high thermal efficiency and low EXPERIMENT PROCEDURE – We used a YANMAR
emission. As the next generation engine to satisfy these TS-230-R series as a research engine. This engine is a
demands, the HCCI engine has been tested by many four-stroke single cylinder diesel engine with a bore of
researchers [1, 2, 3, 4, 5, 6]. In an HCCI engine, the 112 mm, a stroke of 115 mm and a compression ratio of
premixed air / fuel mixture is introduced into the cylinder. 18.8. The flat type piston has been used. Figure 1 shows
The homogeneous charge is compressed until the experimental apparatus. The fuel was continuously
autoignition commences. The autoignition occurs at injected into the intake manifold about 1500mm
many points simultaneously, and leads to a very rapid upstream the intake valve in order to form homogeneous
combustion phase. The HCCI engine has the potential to charge. The air flow was measured by a laminar flow
provide high thermal efficiencies comparable to those of meter. The fuel flow was controlled by mass flow
diesel engine, and the NOx emission is very low controller. The intake air was preheated with an electric
because of low combustion temperature. The PM heater. The intake temperature (Tin) was measured at
emission is also very low since the charge is well mixed. about 50mm from intake valve using K-type sheathed
In contrast to NOx and PM emissions, the HCCI engine thermocouple. The exhaust gas temperature (Tex) was
results in high THC and CO emissions. The primary measured at about 110mm from exhaust valve. It is
factors of high thermal efficiency are the high possible to adjust the intake air pressure to a selected
combustion efficiency, controlling autoignition timing and value by controlling the compressor. The in-cylinder gas
combustion duration, low pumping losses and low pressure was measured with a piezoelectric pressure
frictional losses [7]. The operating range to achieve high transducer for all operating conditions. For each test
combustion efficiency is very narrow between knocking point, the cylinder pressure was sampled over 64 cycles
and high THC, CO emissions. THC emission is mainly at intervals of 1 degree crank angle. The concentrations
generated from incomplete combustion in crevice of THC, NOx, CO and CO2 were measured by FID, CLD
volumes and near cylinder wall where the mixture is and NDIR.
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Control
H H
Unit
Ethane H C C H

C2H6 F 6.33 mol% H H

H H H
C3H8
iso-C4H10 Mass Flow Control Propane H C C C H
Controller Unit
n-C4H10
4.09 mol% H H H

F
Methane H H H H

CH4 87.61 mol% n-Butane H C C C C H

Natural Gas
EGR Control Valve H
0.98 mol% H H H H
(13A) H

CO, CO2 H C H iso-Butane H C H

Samp- Meter
Laminar Heat
ling H
0.98 mol% H H

Controller Exhaust C C C H
Flow Meter Pin Tin P Tex Unit THC
H

Meter H H H
Air Surge
F Tank
NOx
Meter
Flow
Operator
Dynamo Combustion
Meter Chamber Figure 2 Composition of natural gas (13A)

Figure 1 Experiment apparatus

eliminating the complexities of wall, crevices, and
Table 1 Engine specification of experiment and calculation mixture inhomogeneities, we can simplify the analysis of
Experiment Calculation
the kinetic and thermodynamic behavior [10, 15]. Table
1 shows the tested engine specifications of experiment
Only One Compression /
Process 4 Stroke Expansion Processes and calculation in this study. Kojima's scheme [16] was
Number of Cylinder 1 - used in this calculation, which is elementary reaction
3 scheme of n-Butane. It includes 461 reactions and 140
Displacement 1132cm
species.
Bore 112mm
Stroke 115mm FUEL - Natural gas (13A) was selected as a fuel, which
Length of Conrod 250mm is used in major cities of Japan. It consists of methane,
Crank Radius 57.5mm ethane, propane and butane. The composition of the
natural gas (13A) is shown in figure 2.
Intake Valve Close ABDC 48°
Compression Ratio 18.8
RESULTS AND DISCUSSION
Combustion Chamber Disk Type -
Engine Speed 800rpm OPERATING RANGE – Figure 3 shows the profiles of
in-cylinder gas pressure and heat release rates as a
function of equivalence ratio I at an intake temperature
CALCULATION PROCEDURE - CHEMKIN II [11] and Tin=430K, intake pressure Pin=0.1MPa, engine speed
SENKIN [12] were used to calculate the chemical Ne=800rpm, compression ratio H18.8 and external EGR
reaction process in an HCCI engine. CHEMKIN II is the
rate Jexegr=0%. There is no heat release at I=0.15. The
improved version of CHEMKIN developed by Sandia
peak heat release becomes higher with increasing
National Laboratory in USA. CHEMKIN is a FORTRAN
equivalence ratio. At the equivalence ratio of about 0.55,
software package whose purpose is to facilitate the
it is impossible to operate the engine due to very rapid
formation, solution, and interpretation of problems
heat release. This condition was designated knocking. In
involving elementary chemical kinetics of gas phase.
this study, misfiring was defined as the rate of heat
SENKIN can be carried out under given the volume
release calculated from the ensemble averaged cylinder
variation. In this calculation, we assumed that the
pressure of 64 cycles, which the integrated value of heat
pressure, temperature and distribution of chemical
release rate is below 1% of the total heat values of
species were completely uniform (single zone model). A
introduced fuel. The knocking limit was judged by the
single zone model is an oversimplification of a real
cylinder pressure, which starts to occur high frequency
engine in which the charge will never be completely
pressure fluctuation.
mixed and there will be residuals from the previous cycle.
In addition, heat transfer during intake process affects
the initial gas temperature, and heat transfer to the Figure 4 and 5 show the operating range and
cylinder wall produces temperature gradients inside combustion efficiencies for various intake temperatures
cylinder [6, 13, 14]. However, single zone models have and engine speeds. The combustion efficiency was
been shown to be reasonably accurate for predicting the evaluated from the exhaust gas composition. The
ignition timing, which is dominated by the reactions of combustion inefficiency is mainly dependent on the
the gases in the center part of the combustion chamber. concentration of THC and CO in the exhaust gases. The
This model is also a useful tool for investigating certain exhaust gas temperature is generally quit low due to the
fundamental aspects of HCCI combustion. It allows the use of highly diluted homogeneous mixture in an HCCI
effects of the chemical kinetics and bulk-gas engine. The oxidation will not much occur in the exhaust
thermodynamics to be isolated in order to understand manifold. Therefore, the combustion efficiency can be
how they alone influence the in-cylinder process. By calculated with good accuracy from the exhaust gas
analysis as follows [3][17];
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Natural Gas (13A) / Air

Tin=430K Pin=0.1MPa Natural Gas (13A) / Air
H =18.8 Ne=800rpm Pin=0.1MPa Ne=800rpm Misfire
Jexegr =0% Experiment
H =18.8 Jexegr =0% Firing
Time after Compression ms Time after Compression ms Experiment Knocking
19 21 23 25 27 29 31 33 35 19 21 23 25 27 29 31 33 35
I =0.15
0.6
Misfiring Misfiring I=0.15 Knocking
0.5 90< K
c <9 5
%

Equivalence Ratio
0.4 80< K
Air only c <9 0
Air only %
70< K
60< K c <80%
Firing 0.35 Firing 0.35 0.3 c <70
%
Kc <
60 %
0.2
Misfiring
Air only Air only
0.1

Firing 0.45 Firing 0.45 0

380 390 400 410 420 430 440
In-Cylinder Gas Pressure MPa

Intake Temperature K

Rate of Heat Release J/deg

Figure 4 Operating range and combustion efficiency for various intake
Air only
temperatures and equivalence ratios
Air only

10 150
Knocking 0.55 Knocking 0.55 Natural Gas (13A) / Air
8 100 Tin=430K Pin=0.1MPa Misfire
6
50 H =18.8 Jexegr =0% Firing
4
Experiment Knocking
0
2 Air only
Air only
0.6
0 -50 Knocking
-40 -30 -20 -10 0 10 20 30 40 -40 -30 -20 -10 0 10 20 30 40
Crank Angle deg Crank Angle deg
0.5
Kc <95%
Equivalence Ratio

Figure 3 Profiles of in-cylinder gas pressure and rate of heat 90

release for various equivalence ratios 0.4 K <90%
85 c
80 c
K <85%
0.3 K <80%
70 c 70%
§ L u nexCH 4  LCO u nexCO · 60
K c<
Kc ¨1  CH 4 ¸ u 100 (1) K c<60%
¨ Qin ¸ 0.2
© ¹
0.1
Misfiring
K c : Combustion efficiency
LCH 4 , LCO : Low heating value of CH 4 and CO 0
400 600 800 1000 1200
nexCH 4 , n exCO : Mole number of CH 4 and CO in exhaust gas Engine Speed rpm
Qin : Lower heating value of input fuel in one cycle Figure 5 Operating range and combustion efficiency for various
engine speeds and equivalence ratios
It can be seen that there are three ranges in figures;
misfiring range, firing range and knocking range. The Natural gas(13A)/Air
knocking limit and misfiring limit move to lean mixture Tin=430K Ne=800rpm Misfire

with increasing intake temperature. As the equivalence H =18.8 Jexegr=0% Firing

ratio is increased, the combustion efficiency becomes Experiment Knocking

higher. The range of combustion efficiency of over 90% 0.6
is narrowly restricted around the knocking limit. The Knocking
0.5
knocking limit and leanest equivalence ratio to be
Equivalence Ratio

obtained the combustion efficiency of over 90% move to 0.4 90< K

c <95
low equivalence ratio with increasing intake temperature %
from 400K to 430K. The range of the combustion 0.3
80< K
c <90
%
efficiency of over 90% is almost constant regardless of 70< K
60< K c <80%
intake temperature. As engine speed is increased, the 0.2 c <7 0
%
Kc <
range of the combustion efficiency of over 90% is Misfiring 60 %
reduced. Because the available time for precombustion 0.1
reactions during compression stroke is reduced with
increasing engine speed. 0
0.06 0.08 0.1 0.12 0.14 0.16 0.18
Intake Pressure MPa
Figure 6 and 7 show the operating range and
Figure 6 Operating range and combustion efficiency for various intake
combustion efficiencies for various intake pressures and pressures and equivalence ratios
external EGR rates. By increasing the intake pressure
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Natural gas(13A)/Air Time after Compression ms

Tin=430K Pin=0.1MPa Misfire 19 21 23 25 27 29 31 33 35θHig θHmax θHend
Ne=800rpm H =18.8 Firing 0.5

Equivalence Ratio
Experiment Knocking Natural Gas
1.4 0.45 13A / Air
Tin=430K
1.3 K c<90% 0.4
80< Pin=0.1MPa
1.2 0.3 Ne=800rpm
H =18.8
1.1 0.2 Jexegr =0%
Knocking Experiment
1 0.1 Misfiring
Equivalence Ratio

0.9 Natural Gas

Intake Temperature K
430
13A / Air
0.8 I =0.45
420
0.7 Pin=0.1MPa
%
K c <95 Ne=800rpm
0.6 90< 410
% H =18.8
K c <90 Jexegr =0%
0.5 80< 400
%
0.4 K c <80 Experiment
70< 390 Misfiring
<7 0 %
Kc
0.3 60< %
K c<60 Natural Gas

Intake Pressure MPa

0.16
0.2 13A / Air
I =0.35
0.1 Misfiring 0.14
Tin=430K
0 0.12 Ne=800rpm
0 10 20 30 40 50 H =18.8
External EGR Rate % 0.1 Jexegr =0%
Figure 7 Operating range and combustion efficiency for various Experiment
external EGR rates and equivalence ratios 0.08 Misfiring

Natural Gas
External EGR Rate %

Natural Gas (13A) / Air 32

13A / Air
Tin=430K Pin=0.1MPa 25 I =0.45
Ne=800rpm H =18.8 Tin=430K
Jexegr =0% Experiment 16
Pin=0.1MPa
Time after Compression ms 10 Ne=800rpm
In-Cylinder Gas Pressure MPa

19 21 23 25 27 29 31 33 35 H =18.8
10 6.3
I =0.50 Experiment
0.45 0
8 0.40
0.30
6 0.20 -40 -30 -20 -10 0 10 20 30 40
0.00 Crank Angle deg
4 Figure 9 Autoignition timings, timings of peak heat release
and combustion durations
2
Rate of Heat Release J/deg

0 250 Leanest equivalence ratio to be obtained the combustion

I =0.50
0.45 200 efficiency of over 90% is reduced from 0.45 to 0.35 and
0.40 the knocking limit is reduced from 0.5 to 0.4 with
0.30 150
0.20 increasing intake pressure from 0.1MPa and 0.16MPa.
0.00 100
50 The external EGR rate was calculated from the following
In-Cylinder Gas Temperature K

0 equation;
2500 I=0.50 -50
2000
0.45 Vair _ 0  Vair _ egr
0.40 J exegr u 100 ( 2)
0.30 Vair _ 0
1500
1000
0.20
Vair _ 0 : Air flow rate without EGR
500 0.00
Vair _ egr : Air flow rate with EGR
0
-40 -30 -20 -10 0 10 20 30 40
Crank Angle deg The intake temperature is constant at any external EGR
Figure 8 Profiles of in-cylinder gas pressure, rate of heat release rate. As the external EGR rate is increased, the
and in-cylinder gas temperature for various equivalence ratios knocking limit and misfiring limit moves to high
equivalence ratio. At an external EGR rate of 0%, the
from 0.1MPa to 0.14MPa, the range of the combustion combustion efficiency of over 90% is obtained at the
efficiency of over 90% is expanded. As the intake equivalence ratio of about 0.45, and the knocking
pressure further increases, it becomes narrower. commences at the equivalence ratio of about 0.525. If
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Autoignition Temperature
1072±22K
Influence of I Influence of Ne Influence of Tin Influence of Pin Influence of Jexegr
1100

Pin=0.10MPa
I=0.35 Ne=1200rpm Jexegr =16%
1090 0.20 0.12MPa
In-Cylinder Gas Temperature K

0.40 800rpm 6.3% 32%

0.30 1000rpm 25%
10%
0.45 Tin=430K 0.14MPa 0%
500rpm
1080
630rpm

1070 0.50 420K

0.16MPa

1060

410K
1050

1040
3 3.5 4 4.5 5 5.5 6 3 3.5 4 4.5 5 5.5 6 3 3.5 4 4.5 5 5.5 6 3 3.5 4 4.5 5 5.5 6 3 3.5 4 4.5 5 5.5 6
In-Cylinder Gas Pressure MPa In-Cylinder Gas Pressure MPa In-Cylinder Gas Pressure MPa In-Cylinder Gas Pressure MPa In-Cylinder Gas Pressure MPa

Figure 10 P-T diagrams for various equivalence ratios, intake temperatures, intake pressures and external EGR rates

the external EGR rate is increased to 40%, the range of pressure. It is lengthened by increasing external EGR
combustion efficiency of over 90% is increased. At an rate.
external EGR ratio of 50%, the combustion efficiency of
over 90% is obtained from equivalence ratio of about 0.9 Figure 10 shows the autoignition temperatures. When
to equivalence ratio of about1.2. the in-cylinder gas temperature reaches 1072r22K, the
autoignition of natural gas (13A) occurs regardless of
AUTOIGNITION TIMING AND COMBUSTION equivalence ratio, intake temperature, intake pressure,
DURATION – Figure 8 shows the profiles of in-cylinder external EGR rate and engine speed.
gas pressure, rate of heat release and in-cylinder gas
temperature for various equivalence ratios at a constant EMISSIONS OF CO, THC, CO2 AND COMBUSTION
of intake temperature of 430K, intake pressure of EFFICIENCY – Figure 11 and 12 show the in-cylinder
0.1MPa, engine speed of 800rpm and external EGR rate maximum gas temperatures, in-cylinder maximum gas
of 0%. As the equivalence ratio becomes higher, peak pressures, combustion efficiencies and emissions of
values of in-cylinder gas pressure, rate of heat release THC, CO, CO2 for various equivalence ratios and intake
and in-cylinder gas temperature are increased. The heat temperatures. The HCCI engine is operated at very lean
release duration becomes shorter with proportional to air/fuel mixture due to very rapid heat release. The low
the equivalence ratio. combustion temperature is related with low NOx
emissions, but the combustion temperature becomes too
Figure 9 shows the autoignition timings THig, the timings low to oxidize the fuel completely. The main sources of
of peak heat release THmax and combustion durations as THC emission are crevices, boundary layer and bulk
a function of crank angle and the time after compression quenching. The CO emission is generated mainly by the
start for various equivalence ratios, intake temperatures, incomplete oxidation of the fuel. In this study, the NOx
intake pressures and external EGR rates. The emission was below 50 ppm at any experimental
autoignition timing is defined as the crank angle when conditions. As the equivalence ratio is increased, the
the integrated value of heat release rate reaches 1% of THC emission becomes higher with proportional to the
the fuel energy supplied. The end timing of combustion fuel quantity supplied until autoignition commences. At
THend is defined as the crank angle of intersection of heat equivalence ratio more than 0.25, it is reduced with
release rate of 0J/deg and tangential to hold maximum increasing equivalence ratio. The CO emission
slope (negative gradient) in heat release rate profiles. increases with increasing equivalence ratio at once. As
The crank angle to occur autoignition and peak heat equivalence ratio further increases, it is decreased. The
release are advanced with increasing equivalence ratio, CO2 emission, in-cylinder maximum gas temperature, in-
intake temperature and intake pressure. These are cylinder maximum gas pressure and combustion
delayed by increasing external EGR rate. But the efficiency become higher with increasing equivalence
combustion duration is shortened with proportional to the ratio. In the case of intake temperature variation, the
equivalence ratio, intake temperature and intake THC emission is reduced with increasing intake
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Natural Gas (13A) / Air Natural Gas (13A) / Air

I =0.45 Pin=0.1MPa

In-Cylinder Maximum

In-Cylinder Maximum
Gas Temperature K

Gas Temperature K
Tin=430K Pin=0.1MPa
Ne=800rpm H =18.8 Ne=800rpm H =18.8
Jexegr =0% Experiment Jexegr =0% Experiment
2000 2000

Knocking
1500 1500
Misfiring

In-Cylinder Maximum
1000
In-Cylinder Maximum

1000

Gas Pressure MPa

Gas Pressure MPa

500 10 500
10
8 8
6 6

Combustion Efficiency %

Combustion Efficiency %
4 4
2 2
0 0 100
100
80 80
60 60
40 40
20 20
0 0
1.6 1.6
THC %

1.2 1.2

THC %
0.8 0.8
0.4 0.4
0 1 CO % 0 1
0.8 0.8

CO %
0.6 0.6
0.4 0.4
0.2 0.2
6 0 6 0
CO2 %

CO2 %
4 4

2 2

0 0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 390 400 410 420 430
Equivalence Ratio Intake Temperature K
Figure 11 Emissions of THC, CO, CO2, combustion efficiencies and Figure 12 Emissions of THC, CO, CO2, combustion efficiencies
in-cylinder maximum gas temperatures and in-cylinder maximum gas temperatures
for various equivalence ratios for intake temperatures

temperature. The CO emission shows the same trend the equivalence ratio is over 0.4 and the intake
with equivalence ratio variation. The CO2 emission, in- temperature is over 410K, the CO emission is reduced
cylinder maximum gas temperature, in-cylinder to 0.1% and the combustion efficiency is over 90%.
maximum gas pressure and combustion efficiency
increase with proportional to intake temperature. When
Natural Gas (13A) / Air
Natural Gas (13A) / Air
Tin=430K Pin=0.1MPa
I =0.45 Pin=0.1MPa
2500 Ne=800rpm H=18.8 2500 Ne=800rpm H =18.8
Jexegr =0% Experiment Jexegr =0% Experiment

2000 Combustion efficiency is over 90% 2000 Combustion efficiency is over 90%
In-Cylinder Gas Temperature K
In-Cylinder Gas Temperature K

I=0.50, Kc=94% 1500 Tin=430K, Kc=92%

1500 0.40, 90% 420K, 90%
0.35, 82% 410K, 85%
0.30, 67%

Autoigntion 1000 Autoigntion

1000
0.10, 0% 400K, 66%
390K, 0%

500 500
Start of Compression Start of Compression

0 0
0 2 4 6 8 10 0 2 4 6 8 10
In-Cylinder Gas Pressure MPa In-Cylinder Gas Pressure MPa
Figure 13 P-T diagrams for various equivalence ratios Figure 14 P-T diagrams for various intake temperatures
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Natural Gas (13A) / Air I=0.35 Tin=430K

Combustion Efficiency %
Ne=800rpm H =18.8 Pin=0.1MPa Ne=800rpm
Experiment H =18.8 Jexegr =0%
100
Experiment
80 Time after Compression ms

In-Cylinder Gas Pressure MPa

60 19 21 23 25 27 29 31 33 35
10
40
20 8
n-Butane
0 6 Propane Natural Gas (13A)
1.5 Methane
Ethane
4
THC %

1
2

Rate of Heat Release J/deg

0.5 0 250
200
0 1.2 n-Butane 150
Propane
1 Ethane Natural Gas (13A) 100
0.8

In-Cylinder Gas Temperature K

CO %
Methane
50
0.6
0
0.4
0.2 2500 -50

10 0
2000
Natural Gas (13A)
8 n-Butane
Methane
1500 Propane
CO2 %

6 Ethane

4 1000
2
500
0 -40 -30 -20 -10 0 10 20 30 40
800 1000 1200 1400 1600 1800 2000 Crank Angle deg
In-Cylinder Maximum Gas Temperature K Figure 16 Profiles of in-cylinder gas pressure, in-cylinder gas
Figure 15 Relationship between in-cylinder maximum gas temperature and rate of heat release of natural gas 13A,
temperatures and CO, THC and CO2 emissions, combustion methane, ethane, propane and n-butane air mixtures
efficiencies for various equivalence ratio, intake temperature,
intake pressure, external EGR rate and engine speed. more than 1200K, the CO emission is reduced. The CO2
emission becomes higher with increasing maximum gas
RELATIONSHIP BETWEEN MAXIMUM GAS temperature. When the in-cylinder maximum gas
TEMPERATURE AND COMBUSTION EFFICIENCY, temperature is over 1600K, the emission of CO is
CO, THC, CO2 EMISSIONS – Figure 13 and 14 show reduced to about 0.1%, and the combustion efficiency is
the P-T diagram for various equivalence ratios and over 90%. To achieve high combustion efficiency and
intake temperatures. The in-cylinder gas temperature low CO emission in an HCCI engine, it is necessary to
and in-cylinder gas pressure of natural gas (13A) air prepare operating conditions that the in-cylinder
mixture are increased during the compression stroke. maximum gas temperature is over 1600K while
The autoignition occurs when the temperature arrives at restraining knocking.
1072r22K. The in-cylinder gas temperature and in-
cylinder gas pressure are rapidly increased by the heat INFLUENCE OF ETHANE, PROPANE, N-BUTANE
release of air/fuel mixture. After the combustion begins, MOLE FRACTIONS – The composition of natural gas
the bulk-gas quenching occurs unless it is enough varies geographically. In this section, it was investigated
temperature rising to progress the reaction. As the the influences of mole fraction of ethane, propane and n-
equivalence ratio and intake temperature are increased, butane on CO, CO2 emissions and in-cylinder maximum
the in-cylinder maximum gas temperature and in- gas temperature in methane/ethane, methane/propane
cylinder maximum gas pressure become higher. The and methane / n-butane air mixtures. Figure 16 shows
combustion efficiency is sensitive to the in-cylinder the profiles of in-cylinder gas pressure, in-cylinder gas
maximum gas temperature. temperature and rate of heat release of natural gas
(13A), methane, ethane, propane and n-butane air
Figure 15 shows the relationship between in-cylinder mixtures at an equivalence ratio of 0.35. Any
maximum gas temperature and combustion efficiencies, methane/air mixture does not reach the autoignition at
CO, THC, CO2 emissions for various equivalence ratios, this condition. The natural gas, ethane, propane and n-
intake temperatures, intake pressures, external EGR butane ignite when the in-cylinder gas temperature
rates and engine speeds. The CO emission is increased reaches about 1090K, 1050K, 1030K and 1010K. Figure
below an in-cylinder maximum gas temperature of 17 shows the relationship between in-cylinder maximum
1200K. At the in-cylinder maximum gas temperature gas temperature and CO, CO2 emissions. The CO
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Methane / Propane / Air

Tin=430K Pin=0.1MPa Qin=875 10J I =0.38 0.02
Ne=800rpm H =18.8 Tin=430K Pin=0.1MPa
Jexegr =0% Experiment Ne=800rpm H =18.8
1 Jexegr =0% Experiment
Natural Gas (13A)
0.8 Time after Compression ms

In-Cylinder Gas Pressure MPa

Ethane
Propane
19 21 23 25 27 29 31 33 35
0.6 10

CO %
n-Butane Propane 100 mol%
0.4 8 63
40
25 6.3
6 16 4
0.2 10 2
4 0
5 0
2

Rate of Heat Release J/deg

4 0 250
CO2 %

Propane 100 mol%

3 63 200
40
25 150
2 16
10
6.3 100

In-Cylinder Gas Temperature K

4
1 2 50
0
0 0
1000 1200 1400 1600 1800 2000 2000 -50
Propane 100 mol%
In-Cylinder Maximum Gas Temperature K 63
40
Figure 17 Relationship between in-cylinder maximum gas 25
temperatures and CO, CO2 emissions in natural gas 13A, 1500 16
10
methane, ethane, propane and n-butane air mixtures 6.3

1000 4
emission is sensitive to the in-cylinder maximum gas 2
0
temperature regardless of fuel structures in this
experiment. The CO emission is reduced to 0.1% when 500
-40 -30 -20 -10 0 10 20 30 40
the in-cylinder maximum gas temperature is over 1600K.
Crank Angle deg
Figure 18 Profiles of in-cylinder gas pressure, in-cylinder gas
Figure 18 shows the profiles of in-cylinder gas pressure, temperature and rate of heat release for various ethane mole
fractions in methane / propane / air mixtures
rate of heat release and in-cylinder gas temperature of
methane/propane air mixture at a constant of low
heating value of 875r10J and equivalence ratio of
0.38r0.02. The autoignition occurs at the propane mole Qin=875 10J I=0.38 0.02
fraction of 3.2%. As the mole fraction of propane is Tin=430K Pin=0.1MPa
increased, the autoignition temperature is reduced from Ne=800rpm H=18.8
1102K to 1050K and the auitoignition timing is advanced Jexegr =0% Experiment
1
form BTDC 1q to BTDC 10q. Figure 19 shows the Methane+Ethane
relationship between in-cylinder maximum gas Methane+Propane 0.8
temperature and CO, CO2 emissions for various mole
Methane+n-Butane
0.6

CO %
fraction of ethane, propane, n-butane in methane/ethane,
methane/propane and methane/n-butane air mixtures.
0.4
The CO emission is strongly dependent on in-cylinder
maximum gas temperature regardless of the fuel 0.2
composition.
5 0
CHEMICALSPECIES PROFILES – Figure 20 shows the
4
profiles of in-cylinder gas pressure for various
CO2 %

equivalence ratios in experiment and calculation. As 3

discussed previously, the single zone model cannot take
into account the effect of temperature gradients inside 2
the cylinder. The assumption of uniform gas temperature
1
inside the cylinder results in all the mass igniting at the
same time when the autoignition commences. For this 0
reason, the peak of heat release rate from calculation is 1000 1200 1400 1600 1800 2000
more 100 times higher than that of experiment. Figure In-Cylinder Maximum Gas Temperature K
21 shows the emissions of THC, CO, CO2, combustion Figure 19 Relationship between in-cylinder maximum gas
efficiencies and in-cylinder gas temperature for various temperature and CO, CO2 emissions in methane/ethane.
equivalence ratios in calculation. As compared with methane/propane and methane/n-butane air mixtures
 Downloaded from SAE International by Brought to you by the University of Kansas (Technical reports: 1998 to Present), Saturday, August 25, 2018

Natural Gas (13A)/ Air

Natural Gas (13A) / Air
Tin=430K Pin=0.1MPa
Tin =400K Pin=0.1MPa
H =18.8 Ne=800rpm H=18.8
Jexegr =0% Ne=800rpm

In-Cylinder Maximum
Jexegr =0%

Gas Temperature K
Calculation
Time after Compression ms 2000
In-Cylinder Gas Pressure MPa

23 24 25 26 27 28 29 30 31 32
12 1500

Combustion Efficiency %
10 1000
8 I=0.55 0.30
0.50 0.20 500
0.45 0.00
100
6 0.40 80
4 60
40
2
20

Rate of Heat Release J/deg

0 250 1 0
I=0.55 200 0.8

THC %
0.50 0.6
0.45 150
0.40 0.30 0.4
0.20 100 0.2
0.00
50 0 1
0.8

CO %
0 0.6
-50 0.4
-20 -15 -10 -5 0 5 10 15 20 0.2
Crank Angle deg
3 0
(a) Experiment

CO2 %
2
Time after Compression ms
1
In-Cylinder Gas Pressure MPa

23 24 25 26 27 28 29 30 31 32
12 0.30 0
10 I=1.00 0.20 0 0.05 0.1 0.15 0.2 0.25 0.3
0.80 0.10
0.60 0.00 Equivalence Ratio
8 0.50 Figure 21 Emissions of THC, CO, CO2, combustion efficiencies
6 0.40
and in-cylinder gas temperature for various
4 equivalence ratios in calculation

2 Figure 22 shows the profiles of mole fractions of

Rate of Heat Release J/deg

0 25000 chemical species, in-cylinder gas temperature and rate

1.00 of heat release at an equivalence of 0.3, intake
0.80 20000
0.60 temperature of 400K, intake pressure of 0.1MPa. As the
0.50 15000
0.40
in-cylinder gas temperature rise, the mole fractions of
0.30 10000
0.20 fuel and O2 decrease, and the mole fractions of CO2,
0.10 5000 H2O increase rapidly. Ethane, propane and n-butane
0.00
0 react more readily than methane, and thus accelerate
the formation of radicals, which play an important role in
-5000 the oxidation of methane. The mole fractions of O, H,
-20 -15 -10 -5 0 5 10 15 20
Crank Angle deg OH, HCHO, HO2, H2O2 and CH3 reach on the peak, and
after these are reduced to any constant value with
(b) Calculation decreasing in-cylinder gas temperature. The mole
fraction of CO increases gradually up to the in-cylinder
Figure 20 Profiles of in-cylinder gas pressure for various
equivalence ratios in experiment and calculation. gas temperature reaches around 1500K. At the in-
cylinder gas temperature more than 1500K, CO turns
experimental results (Figure 11), the profiles of THC, CO into CO2 completely. The principal reactions consuming
and CO2 emissions, combustion efficiency and in- CO are
cylinder maximum gas temperature show the same
behavior. When the in-cylinder maximum gas CO + OH o CO2 + H (3)
temperature is over 1500K, the CO and THC emissions
are reduced to 0% and combustion efficiency becomes CO + HO2 o CO2 + OH (4)
100%. In an HCCI engine, it is impossible to operate in
higher loads due to the rapid heat release. The main CO + O + M o CO2 + M (5)
sources of THC and CO emissions are the incomplete
bulk-gas reactions at low-load operating [8, 10, 13]. At high temperatures nearly all the CO is consumed by
reaction (3). When the in-cylinder gas temperature
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Natural Gas (13A) / Air Natural Gas (13A) / Air I =0.15

I =0.3 Tin=400K Tin=400K Pin=0.1MPa Kc =78%
Pin=0.1MPa Ne=800rpm Ne=800rpm H =18.8 I =0.3

Mole Fraction of CH4

H =18.8 Jexegr =0%
Jexegr =0% Calculation Kc=100%
Calculation 100
Mole Fraction

100
O2
10-4 CH4

Mole Fraction of HCHO

CH4
10-5 C 3H 8 C2H6
n-C4H10 10-8 10-2
10-10 HCHO

Mole Fraction
H 2O 100
CO2 10-6
10-5

Mole Fraction of H2O2

CO
10-10
10-10 10-2
H2O2
Mole Fraction

100 HCHO
OH
10-6
10-5 H 2O 2

Mole Fraction of OH
10-10 10-2

Mole Fraction
10-10 100
OH
In-Cylinder Gas Temperature K

10-6
CH3 O

Rate of Heat Release J/deg

10-5

Mole Fraction of CO
H
10-12
10-10 100
CO
2000 5000
4000 10-6
1500 3000

Mole Fraction of CO2

2000
1000 1000
0 In-Cylinder Gas Temperature K 10-12
100
CO2
500 -1000
-3 -2 -1 0 1 2
10-6
Crank Angle deg
Figure 22 Profiles of mole fractions of chemical species,
2000 10-12
in-cylinder gas temperature and rate of heat release
at an equivalence of 0.3 1500

reaches about 1100K, H2O2 decomposition occurs and 1000

OH is increased gradually. OH radical is increased 500

rapidly accompanying with the HCHO decomposition at -20 -15 -10 -5 0 5 10 15 20
Crank Angle deg
the in-cylinder gas temperature of about 1500K.
Figure 23 Profiles of mole fractions of CH4, HCHO, H2O2, OH, CO,
CO2 and in-cylinder gas temperature at equivalence of 0.3, 0.15
Figure 23 shows the profiles of mole fractions of CH4,
HCHO, H2O2, OH, CO, CO2 and in-cylinder gas
operating range, combustion efficiency, CO, CO2, THC,
temperature at equivalence ratio of 0.15 (Kc=78%) and NOx emissions and chemical species using experiment
0.3 (Kc=100%). The in-cylinder maximum gas and elementary reactions calculation. The influences of
temperature is 1252K and 1830K at equivalence ratio of mole fraction of ethane, propane and n-butane on in-
0.15 and 0.3. At an equivalence ratio of 0.15, HCHO and cylinder gas temperature and CO, CO2 emissions were
H2O2 reach on the peak, and after these are reduced also investigated in methane/ethane, methane/propane
very slowly compared to an equivalence ratio of 0.3. OH and methane/n-butane air mixtures.
is increased rapidly with proportional to the reduction of
HCHO and H2O2 at an equivalence ratio of 0.3, but it is 1. The operating range is restricted by misfiring and
hardly generated at all at an equivalence ratio of 0.15.
knocking. The equivalence ratio range of high
CO is increased gradually with increasing in-cylinder gas
combustion efficiency and low CO emission is
temperature at equivalence ratio of 0.15 and 0.3. CO
narrowly restricted around the knocking limit.
oxidation starts when the in-cylinder gas temperature
reaches about 1500K at an equivalence ratio of 0.3. 2. The combustion efficiency and CO emission are
However, it cannot be seen the reduction of CO at an strongly dependent on the in-cylinder maximum gas
equivalence ratio of 0.15. temperature.
3. When the in-cylinder maximum gas temperature
CONCLUSION reaches about 1200K, the CO emission starts to
reduce. The CO emission is decreased considerably
The operating conditions to achieve high combustion and the combustion efficiency is over 90% at the in-
efficiency and/or low CO emissions are investigated in a cylinder maximum gas temperature of over 1600K.
four-stroke HCCI engine using natural gas. It turned out 4. In the elementary reactions calculation, when the in-
the influences of equivalence ratio, intake temperature, cylinder maximum gas temperature is over 1500K,
intake pressure, external EGR rate and engine speed on
 Downloaded from SAE International by Brought to you by the University of Kansas (Technical reports: 1998 to Present), Saturday, August 25, 2018

the combustion efficiency becomes100% and the Charge Compression Ignition Engine”, SAE Paper
CO emission can be reduced to 0%. 2000-01-1833, 2001
5. When the in-cylinder gas temperature reaches about 10. John E. Dec, “A Computational Study of the Effects
1500K, OH radical is generated actively with the of Low Fuel Loading and EGR on Heat Release
HCHO and H2O2 decomposition and CO oxidizes to Rates and Combustion Limits in HCCI Engines”,
CO2 completely. SAE paper 2002-01-1309, 2002
11. Robert. J. Kee, Fran M. Rupley, and Ellen Meeks
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Willi, “System Efficiency Issues for Natural Gas
Fueled HCCI Engines in Heavy-Duty Stationary Daesu Jun*1 and Norimasa Iida*2
Applications”, SAE paper 2002-01-0417, 2002
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Hultqvist, “The Effect of Piston Topland Geometry Keio University, 3-14-1 Hiyoshi, Kohoku-ku, Yokohama
on Emissions of Unburned Hydrocarbons from a 223-8522 JAPAN
Homogeneous Charge Compression Ignition”, SAE
Paper 2001-01-1893, 2001 E-mail*1:[email protected]
9. Anders Hultqvist, Magnus Christensen and Bengt
Johansson, “The Application of Ceramic and E-mail*2:[email protected]
Catalytic Coatings to Reduce the Unburned
Hydrocarbon Emissions from a Homogeneous HP:http://www.iida.sd.keio.ac.jp/index2.html