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Journal of Engineering for Gas Turbines and Power | Volume 130 | Issue 4 | Research Paper
Research Papers: Internal Combustion Engines

Development of a Highly Reduced Mechanism for Iso-Octane HCCI Combustion With Targeted Search Algorithm

[+] Author and Article Information
Y. F. Tham1

Department of Mechanical Engineering,  University of California at Berkeley, 246 Hesse Hall, Berkeley, CA 94720ytham@berkeley.edu

F. Bisetti, J.-Y. Chen

Department of Mechanical Engineering,  University of California at Berkeley, 246 Hesse Hall, Berkeley, CA 94720

1

Corresponding author.

J. Eng. Gas Turbines Power 130(4), 042804 (Apr 29, 2008) (7 pages) doi:10.1115/1.2900729 History: Received May 02, 2007; Revised January 12, 2008; Published April 29, 2008
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This paper describes recent development of iso-octane skeletal and reduced mechanisms for speeding up numerical simulations of homogeneous charge compression ignition (HCCI) engines. A novel targeted search algorithm is developed to systematically screen species for quasisteady state (QSS) assumption in order to reduce the mechanism size while maintaining accuracy. This new approach is especially found useful when the chemical kinetics involve complex ignition pathways. Using the iso-octane mechanism developed by LLNL, a skeletal mechanism with 215 species (Skeletal-215) and a reduced mechanism with 63 non-QSS species (Reduced-63) were constructed. Evaluations of the performances of the Skeletal-215 and the Reduced-63 were extensively conducted for the operation regimes in HCCI engine applications. Both mechanisms are found satisfactory in predicting start of combustion and minor emission species.
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Copyright © 2008 by American Society of Mechanical Engineers
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+Number of non-QSSA species in the reduced systems generated by CSP versus the species time-scale cutoff
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Number of non-QSSA species in the reduced systems generated by CSP versus the species time-scale cutoff
Figure 1

Number of non-QSSA species in the reduced systems generated by CSP versus the species time-scale cutoff

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+Concentration of d‐C8H17O2H using QSSA, with induction period in the beginning
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Concentration of d‐C8H17O2H using QSSA, with induction period in the beginning
Figure 2

Concentration of d‐C8H17O2H using QSSA, with induction period in the beginning

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+QSSA instantaneous error associated with d‐C8H17O2H
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QSSA instantaneous error associated with d‐C8H17O2H
Figure 3

QSSA instantaneous error associated with d‐C8H17O2H

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+Number of QSSA and non-QSSA species versus sample interval using the instantaneous error parameter
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Number of QSSA and non-QSSA species versus sample interval using the instantaneous error parameter
Figure 4

Number of QSSA and non-QSSA species versus sample interval using the instantaneous error parameter

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+The six HCCI engine reference states for testing QSSA species in the TSA
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The six HCCI engine reference states for testing QSSA species in the TSA
Figure 5

The six HCCI engine reference states for testing QSSA species in the TSA

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+Comparison of the autoignition delay times of the Skeletal-215 with the detailed iso-octane mechanism
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Comparison of the autoignition delay times of the Skeletal-215 with the detailed iso-octane mechanism
Figure 6

Comparison of the autoignition delay times of the Skeletal-215 with the detailed iso-octane mechanism

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+Comparison of the autoignition delay times of the Reduced-63 with the detailed iso-octane mechanism
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Comparison of the autoignition delay times of the Reduced-63 with the detailed iso-octane mechanism
Figure 7

Comparison of the autoignition delay times of the Reduced-63 with the detailed iso-octane mechanism

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+Temperature trace of a transient WMR iso-octane simulation with EGR
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Temperature trace of a transient WMR iso-octane simulation with EGR
Figure 8

Temperature trace of a transient WMR iso-octane simulation with EGR

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+Temperature trace of a transient bimodal WMR iso-octane simulation
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Temperature trace of a transient bimodal WMR iso-octane simulation
Figure 9

Temperature trace of a transient bimodal WMR iso-octane simulation

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+Comparison of CO emissions from the WMR simulation using the detailed mechanism, Skeletal-215, and the Reduced-63
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Comparison of CO emissions from the WMR simulation using the detailed mechanism, Skeletal-215, and the Reduced-63
Figure 10

Comparison of CO emissions from the WMR simulation using the detailed mechanism, Skeletal-215, and the Reduced-63

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+Comparison of the HC and OHC emissions from the WMR simulation using the detailed mechanism, Skeletal-215, and the Reduced-63
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Comparison of the HC and OHC emissions from the WMR simulation using the detailed mechanism, Skeletal-215, and the Reduced-63
Figure 11

Comparison of the HC and OHC emissions from the WMR simulation using the detailed mechanism, Skeletal-215, and the Reduced-63

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+KIVA-3V pressure prediction of a HCCI engine cycle with the Skeletal-215 and Reduced-63 versus experimental data
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KIVA-3V pressure prediction of a HCCI engine cycle with the Skeletal-215 and Reduced-63 versus experimental data
Figure 12

KIVA-3V pressure prediction of a HCCI engine cycle with the Skeletal-215 and Reduced-63 versus experimental data

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