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Frontiers in Energy

ISSN 2095-1701

ISSN 2095-1698(Online)

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Front. Energy    2016, Vol. 10 Issue (3) : 337-346    https://doi.org/10.1007/s11708-016-0401-2
RESEARCH ARTICLE
Control of peak pressures of an HCCI engine under varying swirl and operating parameters
T. KARTHIKEYA SHARMA(),G. AMBA PRASAD RAO,K. MADHU MURTHY
Department of Mechanical Engineering, NIT Warangal, Warangal 506004, India
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Abstract

The major advantages of homogeneous charge compression ignition (HCCI) are high efficiency in combination with low NOx-emissions. However, one of the major challenges with HCCI is the control of higher peak pressures which may damage the engine, limiting the HCCI engine life period. In this paper, an attempt is made to analyze computationally the effect of induction swirl in controlling the peak pressures of an HCCI engine under various operating parameters. A single cylinder 1.6 L reentrant piston bowl diesel engine is chosen. For computational analysis, the ECFM-3Z model of STAR –CD is considered because it is suitable for analyzing the combustion processes in SI and CI engines. As an HCCI engine is a hybrid version of SI and CI engines, the ECFM-3Z model with necessary modifications is used to analyze the peak pressures inside the combustion chamber. The ECFM-3Z model for HCCI mode of combustion is validated with the existing literature to make sure that the results obtained are accurate. Numerical experiments are performed to study the effect of varying properties like speed of the engine, piston bowl geometry, exhaust gas recirculation (EGR) and equivalence ratio under different swirl ratios in controlling the peak pressures inside the combustion chamber. The results show that the swirl ratio has a considerable impact on controlling the peak pressures of HCCI engine. A reduction in peak pressures are observed with a swirl ratio of 4 because of reduced in cylinder temperatures. The combined effect of four operating parameters, i.e., the speed of the engine, piston bowl geometry, EGR, and equivalence ratio with swirl ratios suggest that lower intake temperatures, reentrant piston bowl, higher engine speeds and higher swirl ratios are favorable in controlling the peak pressures.
Keywords HCCI engine      ECFM-3Z      Swirl ratio      peak pressures      engine speed      piston bowl geometry     
Corresponding Author(s): T. KARTHIKEYA SHARMA   
Just Accepted Date: 18 February 2016   Online First Date: 29 July 2016    Issue Date: 07 September 2016
 Cite this article:   
T. KARTHIKEYA SHARMA,G. AMBA PRASAD RAO,K. MADHU MURTHY. Control of peak pressures of an HCCI engine under varying swirl and operating parameters[J]. Front. Energy, 2016, 10(3): 337-346.
 URL:  
https://academic.hep.com.cn/fie/EN/10.1007/s11708-016-0401-2
https://academic.hep.com.cn/fie/EN/Y2016/V10/I3/337
Model Applicability
G-Equation Partially premixed SI and CI
DARS-TIF Compression ignition
ECFM Non-homogeneous premixed SI
ECFM-3Z Premixed and non-premixed SI and CI
Tab.1  Combustion capabilities of models
Fig.1  Schematic representation of three zones of ECFM-3Z model
Parameters Value
Engine specifications Displacement volume/cm3 1600
Bore/cm 12.065
Stroke/cm 14
Connecting rod length/cm 26
Compression ratio 21:1
Fuel n-Dodecane
Operating conditions Engine speed/(r•m–1) 1000
Equivalence ratio 0.26
Inlet temperature air (Tair)/K 353
Inlet air Pressure (Pair)/MPa 0.1
Cylinder Wall Temperature (Twall)/K 450
EGR/% 0
Tab.2  Engine specifications
Fig.2  Schematic representation of 3D piston bowl shape at TDC, BDC and three piston bowls considered for the analysis

(a) @ TDC; (b) @ BDC; (c) three piston bowls considered

Phenomena Model
Spray injection and atomization Huh (1991)
Auto ignition model Double delay auto ignition
Combustion ECFM-3Z Compression ignition (Colin and Benkenida 2004)
Turbulence Intensity-length scale
Droplet breakup Reitz-Diwakar (1986)
Liquid film Angelberger et al. (1997)
Droplet wall interaction Bai and Gosman (1996)
Boiling Rohsenow (1952)
NOx mechanism Extended Zel’dovich mechanism
Soot Mauss, Karlson (2006)
Tab.3  ECFM-3Z models
Fig.3  Validation of ECFM-3Z compression ignition model with experimental results of external mixture formation of HCCI engine
Speed/(r·min–1) SW1 SW2 SW3 SW4 Percentage reduction between SW1–SW4
800 13.826 13.653 13.518 13.389 3.160
1000 13.714 13.602 13.477 13.342 2.712
1200 13.858 13.748 13.612 13.454 2.915
1400 13.676 13.605 13.452 13.306 2.705
1600 13.534 13.462 13.309 13.172 2.674
Percentage between speeds 800–1600 2.111 1.398 1.546 1.620
Tab.4  Peak pressures (MPa) at different engine speeds and swirl ratios
Fig.4  In-cylinder pressure vs. crank angle at different engine speeds and swirl ratios
EGR/% SW1 SW2 SW3 SW4 Percentage Reduction between SW1–SW4
0 13.71 13.60 13.47 13.34 2.70
10 12.70 12.63 12.56 12.45 1.94
20 12.01 11.92 11.82 11.69 2.58
30 11.23 11.06 10.94 10.81 3.72
Percentage reduction between EGR 0%– EGR 30% 18.096 18.644 18.783 18.953
Tab.5  Peak pressures (MPa) at different exhaust gas recirculation and swirl ratios
Fig.5  In-cylinder pressure vs. crank angle at different EGR concentrations and swirl ratios
EQR SW1 SW2 SW3 SW4 Percentage reduction between SW1–SW4
0.26 13.71 13.60 13.47 13.34 2.70
0.46 20.89 20.89 20.79 20.63 1.21
0.66 26.55 26.55 26.09 25.83 2.71
0.86 30.14 29.89 29.64 29.32 2.72
Percentage increase between EQR 0%- EQR 30% 119.708 119.112 120.89 120.300
Tab.6  Peak pressures (MPa) at different equivalence ratios and swirl ratios
Fig.6  In-cylinder pressure vs crank angle at different equivalence ratio and swirl ratios
Fig.7  In-cylinder pressure vs. crank angle for different piston bowls and swirl ratios
Piston bowl shape SW1 SW2 SW3 SW4 Percentage reduction between SW1–SW4
Reentrant bowl 13.714 13.601 13.473 13.335 2.763
Bowl in piston 13.694 13.563 13.465 13.347 2.533
Spherical piston 13.863 13.767 13.608 13.432 3.108
Tab.7  Peak pressures (MPa) at various piston bowl shapes and swirl ratios
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