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TECHNICAL PAPERS

Thermal Charge Conditioning for Optimal HCCI Engine Operation

[+] Author and Article Information
Joel Martinez-Frias, Salvador M. Aceves, Daniel Flowers, J. Ray Smith

Lawrence Livermore National Laboratory, Livermore, CA 94551

Robert Dibble

Department of Mechanical Engineering, University of California, Berkeley, CA 94720-174

J. Energy Resour. Technol 124(1), 67-75 (Mar 25, 2002) (9 pages) doi:10.1115/1.1447928 History: Received February 15, 2001; Revised July 18, 2001; Online March 25, 2002
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References

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Figures

Grahic Jump Location
Comparison between experimental pressure traces and calculated pressure traces for the conditions studied by Christensen et al. 8, for natural gas fuel on a 19:1 trapped compression ratio engine at 1000 rpm. Three intake pressures were considered: 0 bar boost (atmospheric), 1 bar boost, and 2 bar boost. Two calculated pressure traces are shown for each experimental pressure trace. The calculated pressure traces are obtained with HCT by using a single-zone model and the 10-zone model.
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Fraction of heat release as a function of crank angle for different values of charge temperature at the beginning of the compression stroke (BDC), for an engine running at 1000 rpm with an 18:1 geometric compression ratio, at a 0.3 equivalence ratio, 0.25 EGR, and 2 bar of inlet pressure with natural gas
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Schematic of the thermal control system for the HCCl engine
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Optimum brake thermal efficiency as a function of torque, for 1800 rpm. The solid line shows the efficiency of the HCCI engine operating with the preheater. The dotted line shows the efficiency of the HCCI engine with the intercooler. The dash-dot line is the efficiency of the TDI engine in diesel mode.
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Optimum intake pressure as a function of torque, for 1800 rpm. The solid line shows the range of operation for the engine with the preheater and the dotted line shows the range of operation with the intercooler.
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Optimum equivalence ratio and EGR as a function of torque for 1800 rpm. The solid line shows the range of operation for the engine with the preheater and the dotted line shows the range of operation with the intercooler.
Grahic Jump Location
Optimum preheater and intercooler effectiveness as a function of torque for 1800 rpm. The solid line shows the range of operation for the engine with the preheater and the dotted line shows the range of operation with the intercooler.
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NOx emissions in parts per million (ppm, solid line) and peak cylinder pressure in bar (dotted line) as a function of torque, for the optimum operating conditions for the engine, at 1800 rpm
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Effective preheater volume as a function of engine brake torque. The figure shows the active preheater volume necessary to achieve the variable effectiveness shown in Fig. 7.
Grahic Jump Location
Effective intercooler volume as a function of engine brake torque. The figure shows the active intercooler volume necessary to achieve the variable effectiveness shown in Fig. 7.
Grahic Jump Location
Fraction of the total engine charge (air and fuel) that flows through the preheater as a function of engine brake torque. The remaining mass circulates through the preheater by-pass.
Grahic Jump Location
Fraction of the total engine charge (air and fuel and EGR) that flows through the intercooler as a function of engine brake torque. The remaining mass circulates through the intercooler by-pass.

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