ADVANCED I.C.

ENGINES

ASSIGNMENT

1. EXPLAIN THE WORKING OF A HCCI ENGINE WITH A NEAT

SKETCH IN DETAIL. LIST ITS MERITS?
 WHAT IS HCCI?

An HCCI engine is a mix of both conventional spark-ignition and

diesel compression ignition technology. The blending of these two designs
offers diesel-like high efficiency without the difficult and expensive to deal with
NOx and particulate matter emissions. In its most basic form, it simply means
that fuel (gasoline or E85) is homogeneously (thoroughly and completely)
mixed with air in the combustion chamber (very similar to a regular spark-
ignited gasoline engine), but with a very high proportion of air to fuel (lean
mixture). As the engine's piston reaches its highest point (top dead center) on
the compression stroke, the air/fuel mixture auto-ignites (spontaneously and
completely combusts with no spark plug assist) from compression heat, much
like a diesel engine. The result is the best of both worlds: low fuel usage and
low emissions.

HOW DOES HCCI WORK?

In an HCCI engine (which is based on the four-stroke Otto cycle), fuel

delivery control is of paramount importance in controlling the combustion
process. On the intake stroke, fuel is injected into each cylinder's combustion
chamber via fuel injectors mounted directly in the cylinder head. This is
achieved independently from air induction which takes place through the intake
plenum. By the end of the intake stroke, fuel and air have been fully introduced
and mixed in the cylinder's combustion chamber.
As the piston begins to move back up during the compression stroke, heat
begins to build in the combustion chamber. When the piston reaches the end of
this stroke, sufficient heat has accumulated to cause the fuel/air mixture to
spontaneously combust (no spark is necessary) and force the piston down for
the power stroke. Unlike conventional spark engines (and even diesels), the
combustion process is a lean, low temperature and flameless release of energy
across the entire combustion chamber. The entire fuel mixture is burned
simultaneously producing equivalent power, but using much less fuel and
releasing far fewer emissions in the process.

At the end of the power stroke, the piston reverses direction again and initiates
the exhaust stroke, but before all of the exhaust gases can be evacuated, the
exhaust valves close early, trapping some of the latent combustion heat. This
heat is preserved, and a small quantity of fuel is injected into the combustion
chamber for a pre-charge (to help control combustion temperatures and
emissions) before the next intake stroke begins.

ADVANTAGES OF HCCI

 Lean combustion returns 15 percent increase in fuel efficiency over a

conventional spark ignition engine.
 Cleaner combustion and lower emissions (especially NOx) than a
conventional spark ignition engine.
 Compatible with gasoline as well as E85 (ethanol) fuel.
 Fuel is burned quicker and at lower temperatures, reducing heat energy
loss compared to a conventional spark engine.
 Throttle less induction system eliminates frictional pumping losses
incurred in traditional (throttle body) spark engines.
 2. WHAT IS PLASMA IGNITION? EXPLAIN ITS ADVANTAGES
AND DISADVANTAGES?

Ignition system of which the development DENSO TEN joined is called

microwave plasma assisted ignition system in general. We named this system
plasma ignition system. This plasma ignition system is a system based on the
result of “Research and Development of Microwave Plasma Combustion
Engine” which was mainly performed by Imagineering, Inc. (Chuo-ku, Kobe
president and representative director: Mr. Yuji Ikeda) as part of business of
New Energy and Industrial Technology Development Organization (NEDO) of
National Research and Development from FY2006 through FY2013.

The plasma is created purely electrical without fuel by the high frequency
excitation of a carrier medium (typically air). The plasma is created at the tip of
the plasma lance. In principle the plasma is an extended electric arc. The
operational principle of the plasma ignition system is the microwave
technology. The system mainly based on the high frequency generator
(magnetron) which is built into the lance head, an attached plasma lance
including initial ignition spark generator, and a supply unit with connection line.
With an optimum plasma a power of 3 kW with a plasma temperature of app.
3500 °C is reached.

 FACTS AND SPECIFICATIONS CHARACTERISTICS

 Safe ignition of different gaseous, liquid and solid fuels

 Familiar high reliability
 High ignition potential: high temperature with high energy density in
the ignition volume
 No fuel and no combustion air required
 Creation of plasma with variable carrier media possible (e. g. air)
 Easy and simple integration in superordinate control systems
 Low requirement for maintenance  Few connections and interfaces
required
 ADVANTAGES OF A PLASMA IGNITION SYSTEM
  Fast return on investment Complete elimination of ignition fuel and
the required infrastructure
 Increased safety Complete elimination of the ignition burner‘s safety
chain as no fuel is used
 Compact design and low maintenance Fuel conditioning and frequent
safety audits not required
 Flexibility Fast available ignition system supporting the flexible
operation of fossil fuel fired power plants
 Flexible use Direct ignition of different solid fuels like pre-dried
lignite (PDL), high volatile hard coal, coal dust or biomass
 Wide range of applications Can be used for additional applications in
the chemical industry and thermal processes (e. g. oxyfuel systems
(carrier medium CO₂) or oxygen-free thermal reactions)

3. DESCRIBE WITH SKETCHES BRODERSON METHOD OF

STRATIFICATION AND TEXACO COMBUSTION PROCESS?

BRODERSON’S METHOD:

In this method the whole fuel volume is injected in the Prechamber first.
The change of direction of flow as the piston passes the BDC to TDC is chiefly
responsible for charge stratification. At light loads the fuel is injected after BDC
i.e. during compression stroke. Air is moving from main chamber to
Prechamber, and all the fuel already in the prechamber gets compressed and
forms and ignitable mixture near the spark plug while main chamber contains
only lean mixture. Due to blast of flame from flame prechamber the lean
mixture in the main chamber is burnt. At full load fuel is injected before BDC
and is intimately mixed with air resulting in uniform combustion.

STRATIFICATION BY CARBURETION ALONE:

The mixture is spread into two separate streams of different mixture

strengths. A small diameter pipe is placed in the intake port such that it supplies
through an auxiliary carburetor, a rich mixture near the intake valve. Pure air or
lean mixture is introduced by the main carburetor during the suction stroke.
Therefore a heterogeneity or stratification is obtained which persists during the
compression stroke and a rich mixture near the spark plug is obtained by proper
orientation of the rich mixture tube.
 MODIFICATIONS

1. Matching swirl and fuel injection in an open CC

2. Piston Head structural change

WITZKY SWIRL STRATIFIED CHARGE ENGINE:

With proper design of the intake port fuel is injected during the compression
stroke at some suitable angle. The swirling air forces the fuel droplets to follow
a spiral path by virtue of drag forces and directs them towards the centre of the
combustion chamber where spark plug is situated. A good degree of
stratification is produced – a rich ignitable mixture near the spark plug over the
full load range and leaner mixture away from it. Near the walls almost pure air
is present. Thickness of this pure air layer decreases as the load increased.

• By changing the shape of the piston head, stratification is effectively

produced.
RESULTS:

 Turbulence and mixing should be taken care of.

 Angle of Fuel Injection, Fuel Injection Pressure, Number of holes, size of
holes effect swirling, rate of vaporization, flame propagation, thereby
affecting Charge Stratification.
 Premixing can improve efficiency, but excessive can result to UHC and
CO emission.
 A rich mixture near the spark plug (air-fuel ratio is less than 14.7:1)
and lean mixture (at air-fuel ratios of 50:1 or greater) throughout into
the cylinder

 TEXACO COMBUSTION PROCESS

The Texaco controlled combustion system (TCCS) is illustrated

schematically in Fig. 1 and the engine A high swirl is generated by passing
airow through the inlet valve and is amplified during compression by the
combustion chamber configuration. The combustion chamber is a cup in the
piston with a cylindrical upper section. The diameter of the cup is
approximately one-half of the cylinder’s diameter. Fuel is injected near the end
of the compression stroke, and the fuel jet entrains air as it penetrates from the
injector to the spark plug. The spark plug provides direct control of ignition
process and thereby avoids the fuel ignition quality requirement.
Such engines avoid the spark ignition engine requirement for fuels with a
high antiknock quality and the diesel requirement for fuels with high ignition
quality; therefore, they are usually fuel tolerant and will operate with a wide
range of liquid fuels. In TCCS diesel engines problems of long ignition delays,
high rate of pressure rise and high peak pressure with low cetane fuels and low
compression ratios are avoided by providing a positive ignition source.

3. DESCRIBE THE HONDA COMPOUND VERTEX CONTROLLED

COMBUSTION (CVCC) ENGINE AND EXPLAIN ITS ADVANTAGE OVER
OTHER TYPES OF ENGINES?

CVCC was trademarked by the Honda Motor Company for an engine with
reduced automotive emissions, which stood for “Compound Vortex Controlled
Combustion“. This technology allowed Honda’s cars to meet United States
emission standards in the 1970s without a catalytic converter and to pass the
1975 standards of the Clean Air Act.

The name was a last minute decision amongst Honda Executives as they
weren’t sure how to reveal the newly thought of design without giving away it’s
features. “Even though we had determined the possibility, we were still in the
middle of research,” Date recalled. “In fact, we were still processing our patent
application. This meant that the name of the engine had to be contrived
carefully, in order that the public announcement not reveal even a part of its
structure. And we were as yet undecided about how to supply fuel. We got our
heads together to come up with a name that was unique; something that had a
bit of punch to it.” Date, Yagi, and Nakagawa immediately convened in the
reception room at Honda R&D Center, in order that they might come up with a
name for Honda’s new engine. The official name they decided on just before the
announcement was “CVCC”.
Soichiro Honda held a news conference on February 12, 1971, at the
Federation of Economic Organizations Hall in Tokyo’s Ote-machi. There he
announced, “We now have the prospect of developing a reciprocating engine
that meets emission regulation standards for 1975. We will launch the
commercial production of this engine in 1973.”
 In 1972, a 100 Units were made at the Saitama Plant and placed in Nissan
Sunny bodies for bench testing. The results started to showed up and it
incredibly worked and lowered CO, NOx, and HC emissions. It soon become
one of Honda’s crowning achievements in combustion engines for low emission
vehicles. Picture above shows Soichiro Honda (founding father of the Honda
Motor Company) at the debut of the CVCC engine to journalists around the
world at Tokyo’s Akasaka Prince Hotel on October 11, 1972.

ADVANTAGES OVER PREVIOUS STRATIFIED CHARGE ENGINES

Honda's big advancement with CVCC was that they were able to use
carburetors and they did not rely on intake swirl. Previous versions of stratified
charge engines needed costly fuel injection systems. Additionally, previous
engines tried to increase the velocity and swirl of the intake charge in keeping
the rich and lean mixtures separated. Honda was able to keep the charges
adequately separated by combustion chamber shape.

4. EXPLAIN THE WORKING OF A GDI WITH A NEAT SKETCH IN

DETAIL?

Gasoline Direct Injection (GDI) is certainly not new. The first known
application of this technology was introduced in 1925 in a Hesselman engine for
airplanes. Cars starting using it in the 50’s with the Mercedes Benz Gullwing
(1953) having this technology. It certainly wasn’t the same as the technology
we use today, but had the foundations of this operational platform.

In today’s market, the high majority of the current OEM manufacturers

have at least one and in most cases, many GDI equipped engines in their
product line. Most experts agree that GDI will soon replace the conventional
port fuel injection systems that we have been familiar with for years. As new
technologies come and go, based on many reasons, it looks like GDI is here to
stay. It certainly isn’t a perfect technology and there is work presently going on
to correct some issues, but the advantages seem to far outweigh any
disadvantages and the benefits of having this technology are impressive.
GDI FUEL SUPPLY SYSTEM LAYOUT

ADVANTAGES OF GASOLINE DIRECT INJECTION

 8-22% higher fuel economy
 More torque and horsepower allowing smaller engines
 Can inject fuel anytime during the 4-stroke cycle of events
 Cylinder scavenging is greatly enhanced
 Compression ratios can be higher
 Leaner fuel mixtures during cold engine operation
 Adjustable fuel modes to target emission problems
 Lower CO2 emission levels • Reduced engine pumping losses

DISADVANTAGES OF GASOLINE DIRECT INJECTION

 Dramatic changes in the fuel delivery and control systems
 Small injection time window (sometimes in micro-sec.)
 Lean burns make post combustion NOX difficult to control
 High levels of soot (carbon) formation due to lower intake temps & exhaust inversion
 Increased electrical power demands for injectors
 Proper engine maintenance is very critical
 Components can be more expensive
 Newer technologies require technician training