International Journal of
Experimental and Simulation Analysis of HCCI Engine
1
P. M. Diaz, 2Dr. B. Durga Prasad
1
Research Scholar, Department of Mechanical Engineering, SathyaBama University, Chennai, India
2
Associate Professor, Department of Mechanical Engineering, JNTU College of Engineering, Ananthapur, India
e-mail: diaz_p_m_27@yahoo.co.in1, mukdhad@sify.com2
Abstract - The properties force CNG HCCI engines to use ex-
treme levels of intake heating and high compression ratio. This
leads inherently to a high rate of heat release and, in conse-
quence, the air/fuel mixture must be highly diluted with air
and/or EGR to avoid heavy knocking. In HCCI combustion, the
ignition timing is not dictated by the timing of the spark as in
spark-ignition engines or by the injection of fuel as in diesel
engines. Instead, HCCI ignition timing is controlled by com-
pression-induced chemical kinetics. Accurate simulation of
HCCI ignition requires detailed kinetic models of the fuel com-
bustion over the wide range of pressures and temperatures that
may exist inside the cylinder volume. Experiments were con-
ducted at three different intake conditions at a speed of 1500
RPM, CR=19 and at intake pressure of 150kPa for different
cooled EGR ratios. The CHEMKIN-PRO Multi-Zone Engine
Model used in concert with CFD modeling by incorporating
information from a CFD cold-flow simulation prior to a point
in the compression cycle where kinetics become important
(typically, up to 30 CAD ATDC), and then creating zones based
upon the stratification information from the CFD solution. At
all loads the effect of increasing EGR leading to longer burn
duration was confirmed reduce knock severity, reduce nitrogen
oxides (NOx) emission. The Multi-Zone Engine Model predic-
tions agree reasonably well with the experimental results for
various parameters over the entire EGR-AFR operating range.
Keywords: Homogeneous Charge Compression Ignition, Com-
pressed Natural Gas, Computational Fluid Dynamics, Heat Release
Model, Exhaust Gas Recirculation
I. INTRODUCTION
Since 1979 when a two stroke HCCI engine was pro-
posed [1] several experimental and modeling studies have
been undertaken to expand the operating range and control
combustion timing. Basic studies showed that HCCI com-
bustion is controlled by chemical kinetics, sharing many
similarities with knock in SI engines. More studies have
been undertaken to overcome HCCI disadvantages. Intake
temperature Adjustment[2], relative air/fuel ratio (l) EGR
adjustment [3], variable compression ratio[4], variable valve
timing[5], boosted intake pressure[6], early/late in-cylinder
fuel injection strategies[7] and dual mode SI-HCCI engine
have been proposed as partial solutions.
Several HCCI engines fueled with natural gas have been
demonstrated. For example [8], a 6-cylinder diesel engine
was modified to run in HCCI mode as a single cylinder en-
gine using a compression ratio of 21 and intake temperature
of 120°C. Successful HCCI operation was demonstrated over
l= 2:2 to 3:5. Also a supercharged HCCI engine was operat-
ed with compression ratios of 19 and 17, intake temperatures
of 150°C and 170°C respectively. For most CNG-fueled
HCCI engines, the compression ratio and intake temperature
were chosen to be high.
Volume 2, Issue ICRAET12, May 2012, ISSN Online: 2277-2677  
ICRAET12| April 29-30,2012| Hyderabad| India 
IS Systems , Algorithms &
J AA Applications
The chemical kinetics of combustion is extremely com-
plicated, and this is especially so for auto-ignition processes.
In the 1970s, based on degenerate branched-chain and class
chemistry concepts, reduced kinetic models were developed
for prediction of auto-ignition delay time in an engine [9]
and this work formed the basis for later development of sev-
eral reduced chemical kinetic models [10] and [11]. Since
the 1980s, detailed chemical kinetic models relevant to end
gas auto-ignition of stoichiometric combustion have
emerged. However, there are hundreds of species and chemi-
cal reaction equations needed to simulate the ignition and
combustion process even for simple hydrocarbons such as
the butanes [12] and [13]. Needless to say, the situation gets
more complicated as one moves to more complex, higher
molecular weight fuels such as n-heptane [14]. Nonetheless,
several modeling studies using detailed chemical mecha-
nisms have been reported to simulate HCCI combustion.
Some used a single-zone model [15] and [16] and others
used a multi-zone model along with CFD [17] and [18].
Over the last few years, a consensus has developed as to the
nature of HCCI combustion. It is now generally agreed that
HCCI combustion is dominated by local chemical-kinetic
reaction rates [19] with no requirement for flame propaga-
tion. This notion has been supported by spectroscopic data
indicating that the order of radical formation in HCCI com-
bustion corresponds to self-ignition rather than flame propa-
gation. [20] and [2] Recent analytical developments also
support the view that HCCI combustion is dominated by
chemical kinetics, and an analysis methodology based on
this premise has had considerable success in predicting
HCCI combustion and emissions with multi–zone model
[18].
a) The Multi-zone model:
This model can be used to do detailed performance anal-
ysis and to study fundamentals of HCCI combustion. The
multi-zone model can take full account of the effect of tem-
perature (and possibly concentration) gradients inside the
combustion chamber. The multi-zone model combines a
detailed fluid mechanics code with a detailed chemical kinet-
ics code.
A multi-zone Homogeneous Charge Compression Igni-
tion combustion model was developed for use within the
CHEMKIN-PRO software framework. The CHEMKIN-PRO
2008 multi-zone model allows the possibility of adopting the
hybrid solution approach developed by Aceves et al 2000[2].
The Multi-zone model can also be used independently, using
specified heat-transfer parameters from the start of simula-
tion after intake valve closing model description following
the multi-zone model approach reported by Aceves et al.
2001[21].
122
  International Journal of
Experimental and Simulation Analysis of HCCI Engine
IS Systems , Algorithms &
J AA Applications

Table 1: Apparatus and Fuels IV. RESULTS AND DISCUSSION

   LowLoad  Mid Load 1  Mid Load 2 
Using measured pressure data, the average and core tem-
perature and heat release were calculated using a locally mod-
TIntake=130°C  TIntake=110°C  TIntake=100°C  ified version of a standard heat release model (HRM) [22] and
   EGR  λ  EGR  λ  EGR  λ  [23]. The analysis showed that the results are more sensitive
Rate  Rate  Rate 
   to the number of zones resolving the temperature than the
0%  4.35  0%  3.63  0%  3.06 
number of zones resolving the λ. If the number of zones re-
150 20%  3.68  20%  3.02  20%  2.61 
0  30%  3.16  30%  2.56  30%  2.10 
solving the initial temperature field is too small, discontinui-
40%  2.49  40%  2.04  40%  1.65  ties in the pressure and heat release curve can be observed.
RPM  This is due to the fact, that with a low resolution the tempera-
50%  1.83  50%  1.53  50%  1.21 
ture difference between the zones is high and the start of com-
II. EXPERIMENTAL PROCEDURE bustion of each zone is then visible in the pressure curve. The
In HCCI engines, EGR has significant effects on emissions combustion durations were calculated for a number of inlet
of both PM and NOX. This work closely examines the rela- EGR% using the CHEMKIN-PRO simulation for CNG fueled
tionship between EGR and PM formation in HCCI engines. A HCCI engine combustion. The Start of combustion with re-
global EGR rate is initially set at 0, 10, 20, 30, 40 and 50% of spect to EGR% in both experimental and simulation study are
intake air volume. This is accomplished by measuring CO2 shown in Figure 1. It can be noticed from the figure that in-
concentrations in the exhaust, the intake downstream of EGR creasing EGR rate, the ignition and combustion events occur
mixing, and the ambient intake air. The maximum output con- near or after the TDC, and then the uncompleted reaction
dition from the thermal conditioning experiments was used as products in the boundary layer and crevice layer discharge
the starting point (0% EGR) for this work. Consistent with the into the exhaust pipe during the expansion stroke. In general,
thermal conditioning experiments, fuel flows were kept con- combustion durations calculations agree well with experi-
stant for each load throughout the EGR work. The feedback to mental data, dotted line represent average of simulation results
the thermal management system is located downstream of the and continuous line represent experimental results. The burn
EGR inlet allowing a constant intake temperature to be main- duration with respect to EGR% in both experimental and sim-
tained as the flow of hot exhaust gas to the intake was varied. ulation study are shown in Figure 2. It is found out from the
figure increase in EGR leads to increase of burn duration and
The engine was operated for the operating conditions as limiting peak rates of heat release is shown to be in good
shown in Table II at a speed of 1500 RPM and at intake pres- agreement with the simulation. 
sure of 150kPa. They were selected at reasonable intervals
representing low to moderate engine loads. The highest load 10.5

10.0
condition was bounded by the onset of engine knock. The fuel
9.5
was CNG. 9.0
Burn Duration (CAD)

8.5
Table 2: Experiment and simulation boundary conditions for CNG 8.0
fueled HCCI with varying EGR experiments 7.5 EXP Low Load
EXP Mid Load1
   LowLoad  Mid Load 1  Mid Load 2 
7.0
EXP Mid Load2
6.5 CHEMKIN-PRO Low Load
TIntake=130°C  TIntake=110°C  TIntake=100°C  6.0
CHEMKIN-PRO Mid Load1
CHEMKIN-PRO Mid Load2
   EGR  λ  EGR  λ  EGR  λ  5.5

Rate  Rate  Rate 

  
0 10 20 30 40 50

0%  4.35  0%  3.63  0%  3.06  EGR %

150 20%  3.68  20%  3.02  20%  2.61 

0  30%  3.16  30%  2.56  30%  2.10  Figure 2. Burn Duration versus EGR at three load condition in both
40%  2.49  40%  2.04  40%  1.65 
experimental and simulation study
RPM 
50%  1.83  50%  1.53  50%  1.21 
The peak cylinder temperature with respect to EGR% in
III. SIMULATION PROCEDURE both experimental and simulation study are shown in Figure 3.
The engine geometry and operating conditions are used for Rahbari (2008) modeled the effects of EGR on CNG fueled
experiment and simulation boundary conditions given in Ta- HCCI and found increasing EGR delays SOC, extends burn
ble 1 and Table 2. duration, and limits peak cylinder temperatures. The primary
EXP Low Load reasons for these effects are listed as; first, the high specific
EXP Mid Load1
2.5
2.0
EXP Mid Load2 heat of the gases reduces the compressed gas temperature.
CHEMKIN-PRO Low Load
1.5
1.0
CHEMKIN-PRO Mid Load1 Therefore the heat released by the combustion results in a
0.5
0.0
CHEMKIN-PRO Mid Load2
lower increase in temperature. Since reactions are strongly
-0.5 temperature dependent this slows down the rate of combus-
SOC (ATDC)

-1.0
-1.5
-2.0
tion, and second, reductions of O2 concentration limits availa-
-2.5
-3.0
ble O2 for combustion reactions. The re-circulated gas con-
-3.5
-4.0
tains three-atomic molecules, H2O and CO2. The concentration
-4.5
-5.0
of O2, one of the reactants, is lowered and the concentrations
-5.5
0 10 20 30 40 50
of CO2 and H2O, the products, are increased. This slows down
EGR % the reactions in the oxidizing direction and speeds up the reac-
tions in the reverse direction. The figure shows quite big dif-
Figure 1. Start of combustion versus EGR at three load condition in
both experimental and simulation study
ferences in the peak temperatures between different loads.
Some of this deviation is of course due to the higher intake

Volume 2, Issue ICRAET12, May 2012, ISSN Online: 2277-2677   123

ICRAET12| April 29-30,2012| Hyderabad| India 
  International Journal of
Experimental and Simulation Analysis of HCCI Engine
IS Systems , Algorithms &
J AA Applications

temperature for the lower load, but this is compensated for by NOx emissions can be further decreased by the cooled EGR
the lower increase in temperature due to higher load. rate.
EXP Low Load
EXP Mid Load1
EXP Low Load 165
160 EXP Mid Load2
EXP Mid Load1
155 SKM Low Load
1680
EXP Mid Load2
150 SKM Mid Load1
CHEMKIN-PRO Low Load
1660
145 SKM Mid Load2
CHEMKIN-PRO Mid Load1 140

Peak HRR (J/CAD)

1640
CHEMKIN-PRO Mid Load2 135
Peak Temperature in K

130
1620 125
120
1600 115
110
1580
105
1560 100
95
1540 90
85
1520 80
1500 0 10 20 30 40 50

0 10 20 30 40 50 EGR %
EGR %
Figure 4. Peak HRR versus EGR at three load condition in both ex-
Figure 3. Peak Temperature versus EGR at three load condition in perimental and simulation study
both experimental and simulation study.

The peak heat release rate with respect to EGR% in both 420

experimental and simulation study are shown in Figure 4.The 400

380
limiting effect of EGR on peak pressures and rate of pressure EXP Low Load
EXP Mid Load1
360 EXP Mid Load2
rise is evident from examination of these figure 4. The in- 340
CHEMKIN-PRO Low Load
CHEMKIN-PRO Mid Load1
crease in specific heat of the mixture due to EGR is also made

IMEP (kPa)
CHEMKIN-PRO Mid Load2
320
clear by the compression behavior documented in these fig- 300

ures. The indicated mean effective pressure with respect to 280

EGR% in both experimental and simulation study are shown 260

in Figure 6. It is found from Figure 5 that for the highest load 240

220
condition, the limitations of the EGR cooler on without caus-
0 10 20 30 40 50
ing knocking or combustion fluctuation and misfire., with EGR %
lower ratio of specific heats,
 
C p
Figure 5. IMEP versus EGR at three load condition in both experi-
C v
mental and simulation study
.
The brakes specific emissions of carbon monoxide with EXP Low Load
respect to EGR% in both experimental and simulation study EXP Mid Load1
23.5 EXP Mid Load2
are shown in Figure 6. It is noticed from Figure 7 that influ- 23.0
CHEMKIN-PRO Low Load
CHEMKIN-PRO Mid Load1
ence of cooled EGR on HCCI emissions including CO, UHC, 22.5 CHEMKIN-PRO Mid Load2
and NOx. UHC is mainly due to the chain termination during
BSCO (g/kW-hr)

22.0

the combustion, the engine is primarily controlled by chemical 21.5

reaction. It mainly comes from the low-temperature regions, 21.0

such as boundary layer, near the walls, and crevice layer. 20.5

20.0

19.5
Essentially, the main factor determining the UHC and CO
19.0
level is the in-cylinder gas temperature. With increasing EGR 0 10 20 30 40 50
EGR %
rate, the ignition and combustion events occur near or after the
TDC, and then the uncompleted reaction products in the Figure 6. BSCO versus EGR at three load condition in both experi-
boundary layer and crevice layer discharge into the exhaust mental and simulation study
pipe during the expansion stroke. Furthermore, the gas tem-
perature decreases with the increase of EGR rate, and further
oxidation in the exhaust pipe also reduces. These conditions 26

lead to higher CO levels with the increase of EGR rate.

24

The brakes specific emissions of HC with respect to

BSHC (g/kW-hr)

22
EGR% in both experimental and simulation study are shown
in Figure 7. The unburned hydrocarbon emission is a result of 20 EXP Low Load
EXP Mid Load1
incomplete combustion. The NOx emissions with respect to EXP Mid Load2
EGR% in both experimental and simulation study are shown 18 CHEMKIN-PRO Low Load
CHEMKIN-PRO Mid Load1
in Figure 8. Nitrogen oxides or NOx are formed in most com- CHEMKIN-PRO Mid Load2
16
bustion processes where nitrogen is present. NOx is a collec-
tive term for NO, NO2, but also nitrous oxide, N2O, is some 0 10 20 30 40 50
EGR %
times added to this term. NO and NO2 emissions. The NOx
emissions, the major advantage of HCCI combustion is ultra Figure 7. BSHC versus EGR at three load condition in both experi-
NOx emissions. This can be verified in Fig 8. Moreover, the mental and simulation study

Volume 2, Issue ICRAET12, May 2012, ISSN Online: 2277-2677   124

ICRAET12| April 29-30,2012| Hyderabad| India 
  International Journal of
Experimental and Simulation Analysis of HCCI Engine
IS Systems , Algorithms &
J AA Applications

. (1975): “A Mathematical Model for Hydrocarbon Autoignition

EXP Low Load at High Pressure”, Proc. Roy. Soc.A346, 515.
0.014
EXP Mid Load1
EXP Mid Load2
[10] Hu, H. and Keck, J. (1987): “Autoignition of Adiabatically
0.013 CHEMKIN-PRO Low Load Compressed Combustible Gas Mixtures”, SAE Paper No.
CHEMKIN-PRO Mid Load1
0.012 CHEMKIN-PRO Mid Load2
872110, SAE Trans., 96.
0.011
[11] Li, H., Miller, D.L. and Cernansky, N.P. (1992): “A Study on
the Application of a Reduced Chemical Model to Motored En-
NOx (g/kW-hr)

0.010

0.009
0.008
0.007
0.006
0.005
10 20 30 40 50
EGR %
Figure 8. BSNOx versus EGR at three load condition in both experi-
mental and simulation study
V. CONCLUSION
At all loads the effect of increasing EGR leading to longer
burn duration was confirmed. This is in good agreement with
CHEMKIN-PRO simulation findings. CHEMKIN-PRO al-
lows rapid evaluation of fuel mixture, engine performance,
accurate NOx, CO and UHC emissions predictions, platform
for combustion stability analysis and lean blow off assess-
ment. In most cases studied, increases in EGR led to decreas-
es in NOx. The influence of EGR on combustion behavior was
as expected, extending burn duration, limiting rates of pres-
sure rise, and minimizing peak rates of heat release. Cooler
combustion led to small reductions in NOx as EGR rates were
increased.
A comparison of the simulation and experiments was per-
formed at both the 10 and 90% mass fraction burned posi-
tions. The comparison showed that the experimental value for
a 10 - 90% duration, on the order of 7-11 ca degrees. The
predicted 10-90% duration occurred in about 6.86-10.85 ca-
deg, which is a faster rate than was observed in the experi-
ments. This contributes to the high rate of pressure rise in pre-
dictions.
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