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Research Papers

SI/HCCI Mode Switching Optimization in a Gasoline Direct Injection Engine Employing Dual Univalve System

[+] Author and Article Information
Yintong Liu

School of Automotive Studies,
Tongji University,
201804 Shanghai, China;
Powertrain Engineering R&D Institute,
Chongqing Changan Automotive Co.Ltd.,
401120 Chongqing, China
e-mail :1986leon_liu@tongji.edu.cn

Liguang Li

School of Automotive Studies,
Tongji University,
201804 Shanghai, China
e-mail: liguang@tongji.edu.cn

Haifeng Lu

School of Automotive Studies,
Tongji University,
201804 Shanghai, China
e-mail: luhaifeng1986@126.com

Stephan Schmitt

Variable Valvetrain System Development
Department,
Pierburg GmbH,
41460 Neuss, Germany
e-mail: Stephan.Schmitt@de.rheinmetall.com

Jun Deng

School of Automotive Studies,
Tongji University,
201804 Shanghai, China
e-mail: eagledeng@tongji.edu.cn

Lidong Rao

Powertrain Engineering R&D Institute,
Chongqing Changan Automotive Co. Ltd.,
401120 Chongqing, China
e-mail: raold@changan.com.cn

1Corresponding author.

Manuscript received August 9, 2017; final manuscript received August 28, 2018; published online October 4, 2018. Assoc. Editor: Eric Petersen.

J. Eng. Gas Turbines Power 141(3), 031001 (Oct 04, 2018) (8 pages) Paper No: GTP-17-1442; doi: 10.1115/1.4041516 History: Received August 09, 2017; Revised August 28, 2018

Homogeneous charge compression ignition (HCCI) is a feasible combustion mode meeting future stringent emissions regulations, and has high efficiency and low NOX and particle emissions. As the narrow working condition range is the main challenge limiting the industrialization of HCCI, combustion mode switching between SI and HCCI is necessary when employing HCCI in mass production engines. Based on a modified production gasoline direct injection (GDI) engine equipped with dual UniValve system (a fully continuously variable valvetrain system), SI/HCCI mode switching under low load condition is investigated. According to the results, combustion mode switching from SI to HCCI is more complicated than from HCCI to SI. As HCCI requires strict boundary conditions for reliable and repeatable fuel auto-ignition, abnormal combustion easily appears in transition cycle, especially when combustion switches from SI to HCCI. Timing control strategies can optimize the combustion of transition cycles. With the optimization of timing control, the mode switching from SI to HCCI can be completed with only two transition cycles of late combustion, and abnormal combustion can be avoided during the mode switching from HCCI to SI. Under the low load condition, the indicated efficiency reaches 39% and specific NOX emissions drop down to around 1 mg/L/s when the combustion mode is switched to HCCI mode. Compared to SI mode, the indicated efficiency is increased by 10% and the specific NOX emissions are reduced by around 85%.

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References

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Figures

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Fig. 1

The layout of UniValve system [11]

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Fig. 2

Adjustment response speed of valve timing with different oil pressure (engine speed = 2000 r/min): (a) oil pressure = 300 kPa and (b) oil pressure = 185 kPa

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Fig. 3

Adjustment response speed of valve lift (engine speed = 1000 r/min)

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Fig. 4

Valve strategy for SI and HCCI combustion mode

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Fig. 5

SI-HCCI mode switching strategies: (a) SI-HCCI two-step strategy and (b) SI-HCCI three-step strategy

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Fig. 6

HCCI-SI mode switching three-step strategy

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Fig. 7

General transient process during mode switching between SI and HCCI (engine speed = 1500 r/min). (a) Abnormal combustion cycles during mode switching. (b) Late combustion cycles during mode switching (detailed display). (c) Misfiring cycles during mode switching (detailed display). (d) Knocking cycles during mode switching (detailed display).

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Fig. 8

Results of controlled SI-HCCI mode switching (engine speed = 1500 r/min). (a) In-cylinder pressure during mode switching without control strategy. (b) IMEP and indicated efficiency during mode switching without control strategy. (c) In-cylinder pressure during mode switching with two-step strategy. (d) IMEP and indicated efficiency during mode switching with two-step strategy. (e) In-cylinder pressure during mode switching with three-step strategy. (f) IMEP and indicated efficiency during mode switching with three-step strategy.

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Fig. 9

Optimized SI-HCCI mode switching result with the three-step strategy (engine speed = 1500 r/min). (a) Pressure, NOX and HC during SI-HCCI mode switching. (b) IMEP and indicated efficiency during SI-HCCI mode switching.

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Fig. 10

Pumping mean effective pressure and combustion duration during SI-HCCI mode switching (engine speed = 1500 r/min)

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Fig. 11

Results of controlled HCCI-SI mode switching (engine speed = 1500 r/min). (a) In-cylinder pressure during mode switching without control strategy. (b) IMEP and indicated efficiency during mode switching without control strategy. (c) In-cylinder pressure during mode switching with three-step strategy. (d) IMEP and indicated efficiency during mode switching with three-step strategy.

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Fig. 12

Optimized SI-HCCI mode switching result with the three-step strategy (engine speed = 1500 r/min). (a) Pressure, NOX and HC during HCCI-SI mode switching. (b) IMEP and indicated efficiency during HCCI-SI mode switching.

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