Homogeneous charge compression ignition

Homogeneous charge compression ignition (HCCI) is

a form of internal combustion in which well-mixed fuel
and oxidizer (typically air) are compressed to the point
of auto-ignition. As in other forms of combustion, this
exothermic reaction releases chemical energy into a sensible form that can be transformed in an engine into work
and heat.

leaner and higher compression burn, producing greater

eciency.
Controlling HCCI requires microprocessor control and
physical understanding of the ignition process. HCCI designs achieve gasoline engine-like emissions with diesel
engine-like eciency.
HCCI engines achieve extremely low levels of Nitrogen
oxide emissions (NO
x) without a catalytic converter. Unburned hydrocarbon
and carbon monoxide emissions still require treatment to
meet automotive emission regulations.
Recent research has shown that the hybrid fuels combining dierent reactivities (such as gasoline and diesel) can
help in controlling HCCI ignition and burn rates. RCCI
or Reactivity Controlled Compression Ignition has been
demonstrated to provide highly ecient, low emissions
operation over wide load and speed ranges.[1]

1 History
HCCI engines have a long history, even though HCCI
has not been as widely implemented as spark ignition or
diesel injection. It is essentially an Otto combustion cycle. HCCI was popular before electronic spark ignition
was used. One example is the hot-bulb engine which used
a hot vaporization chamber to help mix fuel with air. The
extra heat combined with compression induced the conditions for combustion. Another example is the diesel
model aircraft engine.
Automotive-HCCI-Engine-Laboratory

HCCI combines characteristics of conventional gasoline 2 Operation

engine and diesel engines. Gasoline engines combine homogeneous charge (HC) with spark ignition (SI), abbre- 2.1 Methods
viated as HCSI. Diesel engines combine stratied charge
(SC) with compression ignition (CI), abbreviated as SCCI. A mixture of fuel and air ignites when the concentration
As in HCSI, HCCI injects fuel during the intake stroke. and temperature of reactants is suciently high. The
However, rather than using an electric discharge (spark) concentration and/or temperature can be increased by
to ignite a portion of the mixture, HCCI raises density several dierent ways:
and temperature by compression until the entire mixture
reacts spontaneously.

Increasing compression ratio

Stratied charge compression ignition also relies on temperature and density increase resulting from compression. However, it injects fuel later, during the compression stroke. Combustion occurs at the boundary of the
fuel and air, producing higher emissions, but allowing a

Pre-heating of induction gases

Forced induction
Retained or re-inducted exhaust gases
1

2 OPERATION

Once ignited, combustion occurs very quickly. When

auto-ignition occurs too early or with too much chemical energy, combustion is too fast and high in-cylinder
pressures can destroy an engine. For this reason, HCCI
is typically operated at lean overall fuel mixtures.

2.2

2.3

In Diesel engines, combustion begins when the fuel is

injected into pre-compressed air. In both cases, combustion timing is explicitly controlled. In an HCCI engine, however, the homogeneous mixture of fuel and air
is compressed and combustion begins whenever sucient
pressure and temperature are reached. This means that no
well-dened combustion initiator provides direct control.
Advantages
Engines must be designed so that ignition conditions occur at the desired timing. To achieve dynamic operation,
Since HCCI engines are fuel-lean, they can operate the control system must manage the conditions that inat diesel-like compression ratios (>15), thus achiev- duce combustion. Options include the compression ratio,
ing 30% higher eciencies than conventional SI inducted gas temperature, inducted gas pressure, fuel-air
gasoline engines.[2]
ratio, or quantity of retained or re-inducted exhaust. Several control approaches are discussed below.
Homogeneous mixing of fuel and air leads to cleaner
combustion and lower emissions. Because peak
temperatures are signicantly lower than in typical 2.4.1 Compression ratio
SI engines, NOx levels are almost negligible. Additionally, the technique does not produce soot.[3]
Two compression ratios are signicant. The geometric
compression ratio can be changed with a movable plunger
HCCI engines can operate on gasoline, diesel fuel, at the top of the cylinder head. This system is used in
and most alternative fuels.[4]
diesel model aircraft engines. The eective compression
ratio can be reduced from the geometric ratio by closHCCI avoids throttle losses, which further improves ing the intake valve either very late or very early with
eciency.[5]
variable valve actuation (variable valve timing that enables the Miller cycle). Both approaches require energy
to achieve fast response. Additionally, implementation
Disadvantages
is expensive, but is eective.[9] The eect of compression ratio on HCCI combustion has also been studied
Achieving cold start capability.
extensively.[10]

High in-cylinder peak pressures may damage the engine.

High heat release and pressure rise rates contribute
to engine wear.

2.4.2 Induction temperature

HCCIs autoignition event is highly sensitive to temperature. The simplest temperature control method uses
resistance heaters to vary the inlet temperature, but
this approach is too slow to change on a cycle-to-cycle
frequency.[11] Another technique is fast thermal management (FTM). It is accomplished by varying the intake
charge temperature by mixing hot and cold air streams.
HCCI engines have a small power range, constrained
It is fast enough to allow cycle-to-cycle control.[12] It is
at low loads by lean ammability limits and high
also expensive to implement and has limited bandwidth
loads by in-cylinder pressure restrictions.[7]
associated with actuator energy.
Autoignition is dicult to control, unlike the ignition event in SI and diesel engines, which are controlled by spark plugs and in-cylinder fuel injectors,
respectively.[6]

Carbon monoxide (CO) and hydrocarbon (HC) precatalyst emissions are higher than a typical spark
ignition engine, caused by incomplete oxidation 2.4.3 Exhaust gas percentage
(due to the rapid combustion event and low incylinder temperatures) and trapped crevice gases, Exhaust gas is very hot if retained or re-inducted from the
previous combustion cycle or cool if recirculated through
respectively.[8]
the intake as in conventional EGR systems. The exhaust
has dual eects on HCCI combustion. It dilutes the fresh
charge, delaying ignition and reducing the chemical en2.4 Control
ergy and engine output. Hot combustion products conHCCI is more dicult to control than other combustion versely increase gas temperature in the cylinder and adengines, such as SI and diesel. In a typical gasoline en- vance ignition. Control of combustion timing HCCI engine, a spark is used to ignite the pre-mixed fuel and air. gines using EGR has been shown experimentally.[13]

2.5
2.4.4

Peak pressure and heat release rate

Valve actuation

Variable valve actuation (VVA) extends the HCCI operating region by giving ner control over the temperaturepressure-time envelope within the combustion chamber.
VVA can achieve this via either:
Controlling the eective compression ratio: VVA
on intake can control the point at which the intake
valve closes. Retarding past bottom dead center
(BDC), changes the compression ratio, altering the
in-cylinder pressure-time envelope.

3
Compression Ignition (PCCI) is a compromise oering
the control of CIDI combustion with the reduced exhaust gas emissions of HCCI, specically lower soot.[20]
The heat release rate is controlled by preparing the combustible mixture in such a way that combustion occurs
over a longer time duration making it less prone to
knocking. This is done by timing the injection event such
that a range of air/fuel ratios spread across the combustion cylinder when ignition begins. Ignition occurs in
dierent regions of the combustion chamber at dierent times - slowing the heat release rate. This mixture
is designed to minimize the number of fuel-rich pockets,
reducing soot formation.[21] The adoption of high EGR
and diesel fuels with a greater resistance to ignition (more
gasoline like) enable longer mixing times before ignition and thus fewer rich pockets that produce soot and
NO
x[20][21]

Controlling the amount of hot exhaust gas retained

in the combustion chamber: VVA can control the
amount of hot EGR within the combustion chamber, either by valve re-opening or changes in valve
overlap. Balancing the percentage of cooled external EGR with the hot internal EGR generated by
a VVA system, makes it possible to control the incylinder temperature.
2.5

Peak pressure and heat release rate

While electro-hydraulic and camless VVA systems oer

control over the valve event, the componentry for such
systems is currently complicated and expensive. Mechanical variable lift and duration systems, however, although
more complex than a standard valvetrain, are cheaper and
less complicated. It is relatively simple to congure such
systems to achieve the necessary control over the valve
lift curve.

In a typical ICE, combustion occurs via a ame. Hence

at any point in time, only a fraction of the total fuel is
burning. This results in low peak pressures and low energy release rates. In HCCI, however, the entire fuel/air
mixture ignites and burns over a much smaller time interval, resulting in high peak pressures and high energy release rates. To withstand the higher pressures, the engine
has to be structurally stronger. Several strategies have
been proposed to lower the rate of combustion and peak
pressure. Mixing fuels, with dierent autoignition prop2.4.5 Fuel mixture
erties, can lower the combustion speed.[22] However, this
Another means to extend the operating range is to con- requires signicant infrastructure to implement. Another
trol the onset of ignition and the heat release rate[14][15] approach uses dilution (i.e. with exhaust gases) to reduce
[23]
by manipulating the fuel itself. This is usually car- the pressure and combustion rates (and output).
ried out by blending multiple fuels on the y for the
same engine.[16] Examples include blending of commercial gasoline and diesel fuels,[17] adopting natural gas [18] 2.6 Power
or ethanol ".[19] This can be achieved in a number of ways:
In ICEs, power can be increased by introducing more fuel
Upstream blending: Fuels are mixed in the liq- into the combustion chamber. These engines can withuid phase, one with low ignition resistance (such as stand a boost in power because the heat release rate in
diesel) and a second with greater resistance (gaso- these engines is slow. However, in HCCI engines inline). Ignition timing varyies with the ratio of these creasing the fuel/air ratio results in higher peak pressures and heat release rates. In addition, many viable
fuels.
HCCI control strategies require thermal preheating of the
In-chamber blending: One fuel can be injected in fuel, which reduces the density and hence the mass of
the intake duct (port injection) and the other directly the air/fuel charge in the combustion chamber, reducing
into the cylinder.
power. These factors make increasing the power in HCCI
engines challenging.
2.4.6

Direct Injection: PCCI or PPCI Combustion

Compression Ignition Direct Injection (CIDI) combustion is a well-established means of controlling ignition
timing and heat release rate and is adopted in diesel engine combustion. Partially Pre-mixed Charge Compression Ignition (PPCI) also known as Premixed Charge

One technique is to use fuels with dierent autoignition

properties. This lowers the heat release rate and peak
pressures and makes it possible to increase the equivalence ratio. Another way is to thermally stratify the
charge so that dierent points in the compressed charge
have dierent temperatures and burn at dierent times,
lowering the heat release rate and making it possible to

PROTOTYPES

increase power.[24] A third way is to run the engine in as Los Alamos National Laboratorys KIVA CFD code
HCCI mode only at part load conditions and run it as a and faster solving probability density function modelling
diesel or SI engine at higher load conditions.[25]
codes.[28][29]

2.7

Emissions

3 Prototypes

Because HCCI operates on lean mixtures, the peak temperatures are much lower than SI and diesels. The low As of 2012, no HCCI engines were produced at commercial scale. However, several car manufacturers had
peak temperatures reduces the formation of NO
x. However, the low peak temperatures also lead to functioning HCCI prototypes.
incomplete burning of fuel, especially near combustion
chamber walls. This leads to high carbon monoxide and
In 2007-2009, General Motors demonstrated HCCI
hydrocarbon emissions. An oxidizing catalyst can rewith a modied 2.2 L Ecotec engine installed in
move the regulated species, because the exhaust is still
Opel Vectra and Saturn Aura.[30] The engine operoxygen-rich.
ates in HCCI mode at speeds below 60 miles per
hour (97 km/h) or when cruising, switching to conventional SI when the throttle is opened and pro2.8 Dierence from knock
duces fuel economy of 43 miles per imperial gallon (6.6 L/100 km; 36 mpg-US) and carbon dioxEngine knock or pinging occurs when some of the unide emissions of about 150 grams per kilometre,
burnt gases ahead of the ame in an SI engine spontaimproving on the 37 miles per imperial gallon (7.6
neously ignite. This gas is compressed as the ame propL/100 km; 31 mpg-US) and 180 g/km of the convenagates and the pressure in the combustion chamber rises.
tional 2.2 L direct injection version.[31] GM is also
The high pressure and corresponding high temperature of
researching smaller Family 0 engines for HCCI apunburnt reactants can cause them to spontaneously ignite.
plications. GM has used KIVA in the development
This causes a shock wave to traverse from the end gas reof direct-injection, stratied charge gasoline engines
gion and an expansion wave to traverse into the end gas
as well as the fast burn, homogeneous-charge gasoregion. The two waves reect o the boundaries of the
line engine.[29]
combustion chamber and interact to produce high ampli Mercedes-Benz developed a prototype engine called
tude standing waves.
DiesOtto, with controlled auto ignition. It was disA similar ignition process occurs in HCCI. However,
played in its F 700 concept car at the 2007 Frankfurt
rather than part of the reactant mixture igniting by comAuto Show.[32]
pression ahead of a ame front, ignition in HCCI engines
occurs due to piston compression. Little or no pressure
Volkswagen are developing two types of engine for
dierences occur between the dierent regions of the
HCCI operation. The rst, called Combined Comgas, eliminating any shock wave and knocking. However,
bustion System or CCS, is based on the VW Group
at high loads (i.e. high fuel/air ratios), knocking is a pos2.0-litre diesel engine, but uses homogeneous intake
sibility even in HCCI.
charge. It requires synthetic fuel to achieve maximum benet. The second is called Gasoline Compression Ignition or GCI; it uses HCCI when cruis2.9 Simulation of HCCI Engines
ing and spark ignition when accelerating. Both engines have been demonstrated in Touran prototypes,
Computational models for simulating combustion and
and the company expects them to be ready for proheat release rates of HCCI engines require detailed
duction in about 2015.[33]
chemistry models.[17][26] This is largely because ignition
is more sensitive to chemical kinetics than to turbu In October 2005, the Wall Street Journal reported
lence/spray or spark processes as are typical in SI and
that Honda was developing an HCCI engine as part
diesel engines. Computational models have demonstrated
of an eort to produce a next generation hybrid
the importance of accounting for the fact that the incar.[34]
cylinder mixture is actually in-homogeneous, particularly
in terms of temperature. This in-homogeneity is driven
Oxy-Gen Combustion, a UK-based Clean Technolby turbulent mixing and heat transfer from the combusogy company, produced a full-load HCCI concept
tion chamber walls. The amount of temperature stratiengine with the aid of Michelin and Shell.[35]
cation dictates the rate of heat release and thus tendency
Mazdas SkyActiv-G Generation 2 has a comto knock.[27] This limits the usefulness of considering the
in-cylinder mixture as a single zone, resulting in the inpression ratio of 18:1 to allow the use of HCCI
tegration of 3D computational uid dynamics codes such
combustion.[36]

Other Applications

To date, few prototype engines run in HCCI mode; however, HCCI research resulted in advancements in fuel and
engine development. Examples include:
PCCI/PPCI combustionA hybrid of HCCI and
conventional diesel combustion oering more control over ignition and heat release rates with lower
soot and NO
x emissions.[20][21]
Advancements in fuel modellingHCCI combustion is driven mainly by chemical kinetics rather than
turbulent mixing or injection, reducing the complexity of simulating the chemistry, which results in
fuel oxidation and emissions formation. This has led
to increasing interest and development of chemical
kinetics that describe hydrocarbon oxidation.
Fuel blending applicationsDue to the advancements in fuel modelling, it is now possible to carry
out detailed simulations of hydrocarbon fuel oxidation, enabling simulations of practical fuels such
as gasoline/diesel[17] and ethanol.[19] Engineers can
now blend fuels virtually and determine how they
will perform in an engine context.

See also
Mercedes DiesOtto engine
Internal combustion engine
Gasoline engine
Diesel engine
Free-piston engine
Variable valve timing
Helical camshaft

References

[1] College of Engineering @ The University of WisconsinMadison, initiatives in energy, health, nanotechnology, security, and information technology. Engr.wisc.edu. Retrieved 2014-03-31.
[2] Zhao, Fuquan; Thomas W. Asmus; Dennis N. Assanis;
John E. Dec; James A. Eng; Paul M. Najt (2003). Homogeneous Charge Compression Ignition (HCCI) Engines: Key
Research and Development Issues. Warrendale, PA, USA:
Society of Automotive Engineers. pp. 1112. ISBN 07680-1123-X.

[3] Warnatz, Jrgen; Ulrich Maas; Robert W. Dibble (2006).

Combustion: Physical and Chemical Fundamentals, Modeling and Simulation, Experiments, Pollutant Formation
(4th Edition ed.). Berlin, Germany: Springer. pp. 175
176. ISBN 3-540-25992-9.
[4] Dec, John E.; Kathy Epping; Salvador M. Aceves; Richard
L. Bechtold (2002). The Potential of HCCI Combustion
for High Eciency and Low Emissions. Society of Automotive Engineers. 2002-01-1923.
[5] Baumgarten, Carsten (2006). Mixture Formation in Internal Combustion Engines: Mixture Formation in Internal
Combustion Engines. Birkhuser. pp. 263264. ISBN
3-540-30835-0.
[6] Johansson, Rolf; Daniel Blom; Maria Karlsson; Kent
Ekholm; Per Tunestal (2008). HCCI Engine Modeling
and Control using Conservation Principles. Society of
Automotive Engineers. 2008-01-0789.
[7] Stanglmaier, Rudolf (1999). Homogeneous Charge
Compression Ignition (Hcci): Benets, Compromises,
and Future Engine Applications. Society of Automotive
Engineers. 1999-01-3682.
[8] Aceves, Salvador M.; Daniel L. Flowers; Francisco
Espinosa-Loza; Joel Martinez-Frias; John E. Dec; Magnus Sjberg; Robert W. Dibble; Randy P. Hessel (2004).
Spatial Analysis of Emissions Sources for Hcci Combustion At Low Loads Using a Multi-Zone Model. Society
of Automotive Engineers. 2004-01-1910.
[9] Haraldsson, Goran; Jari Hyvonen; Per Tunestal; Bengt Johansson (2002). Hcci Combustion Phasing in a MultiCylinder Engine Using Variable Compression Ratio. Society of Automotive Engineers. 2002-01-2858.
[10] Pitz, William J.; SM Aceves; JR Smith; CK Westbrook (1999). Compression ratio eect on methane
HCCI combustion. JOURNAL OF ENGINEERING FOR
GAS TURBINES AND POWER-TRANSACTIONS OF THE
ASME 212 (3): 569574.
[11] Flowers, Daniel L.; S. M. Aceves; J. Martinez-Frias; J.
R. Smith; M. Y. Au; J. W. Girard; R. W. Dibble (2001).
Operation of a four-cylinder 1.9 l propane-fueled homogeneous charge compression ignition engine: Basic operating characteristics and cylinder-to-cylinder eects. Society of Automotive Engineers. 2001-01-1895.
[12] Haraldsson, Goran; Jari Hyvonen; Per Tunestal; Bengt Johansson (2004). Hcci Closed-Loop Combustion Control
Using Fast Thermal Management. Society of Automotive
Engineers. 2004-01-0943.
[13] Au, Michael; J. W. Girard, R. Dibble, D. F. S. M. Aceves,
J. Martinez-Frias, R. Smith, C. Seibel, U. Maas (2001).
1.9-liter four-cylinder HCCI engine operation with exhaust gas recirculation. Society of Automotive Engineers.
2001-01-1894.
[14] Controlling Heat Release Using Advanced Fuels
[15] Smallbone, Andrew; Amit Bhave; Neal M. Morgan;
Markus Kraft; Roger Cracknell; Gautam Kalghatgi
(2010). Simulating combustion of practical fuels and

8 FURTHER READING

blends for modern engine applications using detailed

chemical kinetics. Society of Automotive Engineers.
2010-01-0572.

[31] Michael Scarlett (2008-05-21). Vauxhall Vectra 2.2

HCCI. Auto Express. Retrieved 2014-03-31.
[32]

[16] Sebastian, Mosbach; Ali M. Aldawood; Markus Kraft

(2008). Real-Time Evaluation of a Detailed Chemistry HCCI Engine Model Using a Tabulation Technique.
Combustion Science and Technology 180 (7): 12631277.
doi:10.1080/00102200802049414.

[33] Christian Steinert, The German Car Blog (2007-06-27).

VW: Inside the secret laboratory. The German Car
Blog. Retrieved 2014-03-31.

[17] Blending practical fuels

[34] Wall Street Journal: Hondas Experimental Hybrid May

Help in Race With Toyota

[18] Natural gas combustion

[19] ethanol/gasoline blending

[35] Oxy-Gen Combustion. Oxy-Gen Combustion. Retrieved 2014-03-31.

[20] Kalghatgi, G; Hildingsson, L. and Johansson, B. (2009).

Low NOx and low smoke operation of a diesel engine
using gasoline-like fuels. ASME ICES2009.

[36] Cleaner than electric? Mazda talks up gasoline engine

fuel economy ambitions for SkyActiv 2. Phys.org. Retrieved 2014-03-31.

[21] Emissions from PPCI engines

[22] Mack, J. Hunter; Daniel L. Flowers; Bruce A. Buchholz; Robert W. Dibble (2005). Investigation of HCCI
combustion of diethyl ether and ethanol mixtures using carbon 14 tracing and numerical simulations. Proceedings of the Combustion Institute 30: 26932700.
doi:10.1016/j.proci.2004.08.136.

7 External links
Research, publications at Lund University, SE
Research at Chalmers University of Technology, SE

[23] Choi, GH; SB Han; RW Dibble (2004). Experimental

study on homogeneous charge compression ignition engine operation with exhaust gas recirculation. International Journal of Automotive Technology 3: 195200.

Research at Stanford University, USA

[24] Sjoberg, Magnus; John E. Dec; Nicholas P. Cernansky

(2005). Potential of Thermal Stratication and Combustion Retard for Reducing Pressure-Rise Rates in Hcci Engines, Based on Multi-Zone Modelling and Experiments.
Society of Automotive Engineers. 2005-01-0113.

Research at University of California, Berkeley, USA

[25] Yang, Jialin; Todd Culp; Thomas Kenney (2002). Development of a Gasoline Engine System Using Hcci Technology - The Concept and the Test Results. Society of
Automotive Engineers. 2002-01-2832.

Research at Eindhoven University of Technology,

The Netherlands

[26] Combustion Chemistry. Pls.llnl.gov. Retrieved 201403-31.

http://www.cmclinnovations.com/?page_id=67
[27] Maigaard, P; Fabian Mauss; Markus Kraft (2003). Homogeneous Charge Compression Ignition Engine: A Simulation Study on the Eects of Inhomogeneities. Journal
of Engineering for Gas Turbines and Power 125: 466
471. doi:10.1115/1.1563240.
[28] srm engine suite software
[29] Modeling combustion processes
[30] Sam Abuelsamid RSS feed. ABG Tech analysis and
driving impression: GMs HCCI Engine. Autobloggreen.com. Retrieved 2014-03-31.
Sam Abuelsamid RSS feed. GMs HCCI engines now
run from idle to 60 mph!". Green.autoblog.com. Retrieved 2014-03-31.
GM exploring dierent valving strategies to extend
HCCI operation for high loads; benets of a Positive Valve
Overlap approach. Green Car Congress. 2011-05-03.
Retrieved 2014-03-31.

Research, publications at University of Wisconsin,

Madison, USA

Research at the University of Cambridge, UK

Research at RWTH Aachen University, Germany

Research at Los Alamos National Laboratory, Los

Alamos, New Mexico, USA

8 Further reading
Automotive HCCI Engine by Sandia Combustion
Research Facility, January 2012.

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9.2

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9.3

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