Technical Briefs

Combustion Characteristics of HCCI in Motorcycle Engine

[+] Author and Article Information
Yuh-Yih Wu1

Department of Vehicle Engineering, National Taipei University of Technology, Taipei, Taiwan 10608, R.O.C.cyywu@ntut.edu.tw

Ching-Tzan Jang

Department of Vehicle Engineering, National Taipei University of Technology, Taipei, Taiwan 10608, R.O.C.

Bo-Liang Chen

Mechanical and Systems Research Laboratories, Industrial Technology Research Institute, Hsinchu, Taiwan 31040, R.O.C.


Corresponding author.

J. Eng. Gas Turbines Power 132(4), 044501 (Jan 22, 2010) (4 pages) doi:10.1115/1.3205024 History: Received April 03, 2009; Revised June 11, 2009; Published January 22, 2010; Online January 22, 2010

Homogeneous charge compression ignition (HCCI) is recognized as an advanced combustion system for internal combustion engines that reduces fuel consumption and exhaust emissions. This work studied a 150 cc air-cooled, four-stroke motorcycle engine employing HCCI combustion. The compression ratio was increased from 10.5 to 12.4 by modifying the cylinder head. Kerosene fuel was used without intake air heating and operated at various excess air ratios (λ), engine speeds, and exhaust gas recirculation (EGR) rates. Combustion characteristics and emissions on the target engine were measured. It was found that keeping the cylinder head temperature at around 120130°C is important for conducting a stable experiment. Two-stage ignition was observed from the heat release rate curve, which was calculated from cylinder pressure. Higher λ or EGR causes lower peak pressure, lower maximum rate of pressure rise (MRPR), and higher emission of CO. However, EGR is better than λ for decreasing the peak pressure and MRPR without deteriorating the engine output. Advancing the timing of peak pressure causes high peak pressure, and hence increases MRPR. The timing of peak pressure around 10–15 degree of crank angle after top dead center indicates a good appearance for low MRPR.

Copyright © 2010 by American Society of Mechanical Engineers
Your Session has timed out. Please sign back in to continue.



Grahic Jump Location
Figure 5

Relationship between peak pressure and timing of peak pressure

Grahic Jump Location
Figure 4

Relationship between MRPR and peak pressure

Grahic Jump Location
Figure 3

Relationship between the timings of CA50, cylinder peak pressure, and maximum HRR

Grahic Jump Location
Figure 2

Effect of excess air ratio (λ) on the heat release rate at 1500 rpm

Grahic Jump Location
Figure 1

Schematic diagram of the experimental setup



Some tools below are only available to our subscribers or users with an online account.

Related Content

Customize your page view by dragging and repositioning the boxes below.

Related Journal Articles
Related eBook Content
Topic Collections

Sorry! You do not have access to this content. For assistance or to subscribe, please contact us:

  • TELEPHONE: 1-800-843-2763 (Toll-free in the USA)
  • EMAIL: asmedigitalcollection@asme.org
Sign In