Case Studies in Thermal Engineering 10 (2017) 262–271

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Case Studies in Thermal Engineering

journal homepage: www.elsevier.com/locate/csite

Investigation of combined effects of compression ratio and steam

T
injection on performance, combustion and emissions
characteristics of HCCI engine
⁎
Fridhi Hadia , Soua Wadhah, Hidouri Ammar, Omri Ahmed
Research Unit: Materials, Energy and Renewable energies, Faculty of Sciences of Gafsa, Tunisia

AR TI CLE I NF O AB S T R A CT

Keywords: Combined effects of compression ratios and steam injection on performance, combustion and
Compression ratio (CR) emission characteristics of a HCCI engine are numerically investigated. The pollutant emission is
Steam injection controlled by the dilution of the reactant by steam injection. Combustion is performed by using
Engine performance the Internal Combustion Engine (ICE) model. For model assessment, computed results are
Pollutant emissions
compared to the published data available in the literature obtained with same boundary con-
ditions. An overall satisfactory agreement is reported. Three values of steam injection ratio are
tested. Results show that the performance of the HCCI engine is very low if the steam injection
exceed 20%.

1. Introduction

In the last decades, with the crisis of energy resources depletion and environmental pollution, research on clean fuels of sub-
stitution drew the attention of the engineers. Recently, an alternative combustion technology, commonly known as homogeneous
charge compression ignition (HCCI), has emerged. It has the potential to reduce pollution and to achieve high efficiencies [1,2]. The
HCCI engine concept is a promising idea that combines the best spark-ignition (SI) and compression ignition (CI) engine. It has the
mixture homogeneity of SI and the high compression ignition feature of CI [3]. Controlling the combustion phenomenon in HCCI
engines and emission characteristics are the most challenging and demanding issues. Several operating parameters have been pro-
posed by researchers to control the HCCI engines combustion phase such as compression ratio, intake temperature and intake
pressure. Research works, have been investigated focusing on the compression ratio effects in controlling of the HCCI engines. The
compression ratio is defined as the ratio of the maximum volume formed in the cylinder over the minimum volume (clearance
volume). The studying of the compression ratio effects is also limited due to the difficulty of the conception of a combustion chamber
taking in account the variation of this parameter (CR) [4]. H. Machrafi et al. and A. Terashima et al. [5,6] observed that an increase of
the compression ratio decreases the ignition delay. In 2013, an experimental study of diesel engine with variable compression ratios
demonstrate that combustion duration is decreased from 2 to 3° by the increasing of the CR [7]. Another method controlling pollutant
emissions is the use of steam injection. Parlak et al. [8,9] developed an Electronic Controlled Steam Injection (ESI) system and they
observed that NOx emissions can be decreased to 33%. Murthy et al. has developed a solar generated steam injection for a diesel
engine and they showed that NOx emissions and exhaust temperature decrease however the soot emissions, thermal efficiency, power
and SFC increase at full load conditions [10]. Several studies have been interested to the pollutant emissions reduction and to the
combustion stability by the using of new burners [11,12] or by the substitution of air with pure oxygen as an oxidizer [13,14].

⁎
Corresponding author.
E-mail addresses: fridhi.hadia@yahoo.com (F. Hadia), souaw@yahoo.fr (S. Wadhah), ammar_hidouri@yahoo.fr (H. Ammar), ahom206@yahoo.fr (O. Ahmed).

http://dx.doi.org/10.1016/j.csite.2017.07.005
Received 18 November 2016; Received in revised form 14 July 2017; Accepted 15 July 2017
Available online 18 July 2017
2214-157X/ © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/BY-NC-ND/4.0/).
F. Hadia et al. Case Studies in Thermal Engineering 10 (2017) 262–271

Fig. 1. Engine cylinder.

Regarding previous literature reviews, there is very limited works studying both compression ratio and steam injection effects on
the performance, combustion and emissions characteristics of the HCCI engine.
In the present work, the combine effects of compression ratio and steam injection on performance, combustion and emissions
characteristics of HCCI engine is investigated. Combustion is performed by using the ICE model [15]. The detailed reaction me-
chanism of Curran and al. including 857 species and 3606 elementary reactions is used [16]. Species and temperature are obtained by
resolving their conservation equations. More details of the model can be founded in Ref. [17]. In the first part of the work, the
cylinder temperatures obtained with different intake values (480, 485, 492.5, 497.5, and 510 K) are simulated and compared to
published results of Yanbin [18] obtained in the same conditions in order to validate the numerical tool. In a second part, the
numerical tool is used to analyze the combine effects of compression ratio and steam injection on HCCI engine. Analysis are achieved
in term of scalar quantities like temperature, pressure and ignition timing. The combine effects of compression ratio and steam
injection on performance like power, torque and indicated mean effective pressure (IMEP) are also studied.

2. Materials And Method

2.1. Engine geometric parameters

Fig. 1 illustrates the used engine cylinder. In this figure, l is the connecting rod length, a is the crank arm radius, B is the bore, S is
the distance between crank axis and wrist pin axis, L denote the stroke length, Vc is the clearance volume, Vd is the displacement
volume; Vt is the cylinder volume, BDC is the Bottom Dead Center and TDC is the Top Dead Center. In this study, the relative position
of the piston center-crank axis for any crank angle is obtained using the following equation [19]:
s (θ) = a cos θ + (l 2 − a2 sin2 θ)1/2 (1)

The total volume is given by:

Vt = V (θ) = Vc + Vd (θ) (2)

The displaced volume as a function of crank angle is given by:

πB2
Vd (θ) = [(l + a) − s (θ )]
4 (3)

πB2
Vd (θ) = [(l + a) − a cos θ − l 2 − a2 sin2 θ ]
4 (4)

The maximum displaced volume is given by:

πB2 πB2a
Vd = L=
4 2 (5)

The total volume as a function of crank angle can be written as follows:

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πB2
V (θ) = Vc + [l + a (1 − cos θ) − l 2 − a2 sin2 θ ]
4 (6)
The total volume available for combustion in the cylinder scaled by the clearance volume is given by [20]:
V (θ) CR − 1
=1+ [R + 1 − cos θ − R2 − sin2 θ ]
Vc 2 (7)
In the Eq. (7), R denotes the Ratio of Connecting Rod to Crank-arm Radius:
l
R=
a (8)
The compression ratio CR is expressed by:
Vd + Vc
CR =
Vc (9)
The total volume as a function of time is given by [20]:
V (θ) ⎞
d⎛
⎝ Vc ⎠ = Ω ⎛ CR − 1 ⎞ sin θ ⎡ 1 + cos θ ⎤
dt ⎝ 2 ⎠ ⎢ R2 − sin2 θ ⎥ (10)
⎣ ⎦
Where Ω is the rotation rate of the crank arm given by:
dθ
Ω=
dt (11)

2.2. General input parameters

The convective heat transfer coefficient between the gas and cylinder wall can be obtained from the general heat transfer cor-
relation in terms of the Nusselt number. The heat transfer correlation expression is [20]:
Nu = aRebPr c (12)
In this expression, the heat transfer correlation coefficients denoted by a, b and c are given by the Table 1.
The Nusselt number Nu, the Reynolds number Re and the Prandlt number Pr are defined according to Heywood 1988 [20]:
hB ρ wB cp μ
Nu = ; Re = and Pr =
λ μ λ (13)
where B is the cylinder diameter, h is the heat transfer coefficient, cp is the specific heat at constant pressure, λ is the thermal
conductivity, μ is dynamic viscosity, ρ is the density and w is the average cylinder gas speed using Woschni Correlation [21]. To
obtain the average cylinder gas velocity, Woschni proposed a correlation that relates the gas velocity to the mean piston speed and to
the pressure rise due to combustion:

⎡ ν ⎤ VT
w = ⎢ ⎜⎛C11 + C12 swirl ⎟⎞ ⎥ Sp + C2 d i (P − Pmotored )
Sp ⎠ Pi Vi (14)
⎣⎝ ⎦
In this equation, P is the instantaneous cylinder pressure, Pi, Vi and Ti are respectively the working fluid pressure, the volume, and
the temperature at some reference state (inlet valve closing or start of combustion), vswirl is the swirl velocity, Vd is the displacement
volume, Pmotored is the motored cylinder pressure at the same crank angle as the pressure P.
The used Woschni correlation coefficients denoted by C11, C12 and C2 are illustrated in the Table 2 [21].

2.3. Composition of initial gas mixture

The initial gas mixture is a combination of isooctane, water vapor and air (see Table 3). Isooctane (2,2,4-trimethyl- pentane), a
primary reference fuel for octane rating in spark ignition engines, has drawn considerable interest as a model compound for branched
alkane components found in gasoline [22], in diesel [23] and in jet fuels [24]. Due to its relevance for practical liquid fuels, isooctane
has been the subject of many experimental and kinetic modeling studies [25–29].

Table 1
Heat transfer correlation coefficients [20].

Heat transfer Correlation Coefficients Coefficient Value

a 0.035
b 0.071
c 0.0

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Table 2
The Woschni correlation coefficients [21].

Woschni Correlation Coefficients Coefficient Value

C11 2.28
C12 0.308
C2 0.324

Table 3
Composition of initial gas mixture.

Mass fraction 0% H2O 10% H2O 20% H2O

IC8H18 0.0622 0.056 0.04983

H2O 0 0.00622 0.012
O2 0.2185 0.2185 0.2185
N2 0.7191 0.7191 0.7191

3. Results and discussion

3.1. Validation

The cylinder temperatures obtained with different intake values (480, 485, 492.5, 497.5, and 510 K) are presented in Fig. 2. In
order to validate the numerical tool, results are compared first with published results of Yanbin [18] obtained in the same conditions.
A good agreement is assigned. The work is then extended to evaluate the combine effects of CR and steam injection on performance,
combustion and emissions characteristics of HCCI engine.

3.2. Combine effects of the compression ratio and the steam injection on HCCI engine

In this subsection, the performance, emission and combustion characteristics of HCCI engine at different steam injection and
compression ratios were investigated and analyzed.

3.2.1. Combustion characteristics

3.2.1.1. Cylinder temperature and pressure. Fig. 3(a-d) illustrate the variation of in-cylinder temperature and pressure with crank
rotation angles. Simulations are performed using two values of the steam ratio (0% H2O and 20% H2O). Fig. 3(a-b) demonstrate that
the increasing of the CR angle delays the ignition. The burn duration is then decreased and the in-cylinder heat release and chemical
reaction rates are enhanced [30]. As a consequence the maximum temperature goes up. On the other hand, Fig. 3(c-d) show that the
increase of the compression ratio increases the peak cylinder pressure. Datta et al. [31] demonstrate that at higher compression ratio
the density of the mixture is increased and a better mixing of the burnt and unburnt charge is reached thanks to the higher
compression pressure. At low compression ratios, cylinder pressure decreases due to slow combustion because of low compression
pressure and improper mixing of burnt and unburnt charges [31].

3.2.1.2. Peak cylinder temperature and pressure. Fig. 4(a-b) present the maximum cylinder temperature and pressure variation,
respectively, with compression ratios obtained for three steam injection. Lowering effect of the steam injection on the in-cylinder
temperatures, which increase with the compression ratio, can be seen in Fig. 4a. A maximum decrease of the in-cylinder temperature

Tin=480K Lines: Yanbin (2008)

Average Cylinder Temperature [K]

Tin=485K Symbols: Present study

1750
Tin=492.5K
Tin=497.5K
Tin=510K
1500

1250

1000

-20 -10 0 10 20 30 40
Crank Angle (Degree)

Fig. 2. Comparison between simulted temperature profiles (symbols) and publeshed data (contuned lines) [18].

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Fig. 3. In-cylinder temperature profiles obtained for a steam ratio of ( a: 0% and b: 20%) and In-cylinder pressure profiles obtained for a steam ratio of (c: 0% and d:
20%).

(around 186 K) is obtained by adding 20% of H2O when using a CR of 20. In the contrast, a minimum decrease is achieved for a CR
equal to 15 (around 177 K). Fig. 4b shows that a linear variation of the maximum pressure with the compression ratio is assigned for
the three values of the steam injection. It also demonstrates that the slope of those curves decrease by increasing the steam injection
ratio. Indeed, the steam injection decreases the in-cylinder temperature and as a result a decrease in the cylinder pressure is assigned.
It is noted that powerful combustion occurs for a compression ratio between 15 and 20.

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Fig. 4. Maximum cylinder temperature histograms (a) and Maximum pressure evoluation (b) with compression ratio obtained for three steam injection.

3.2.1.3. Ignition timing. The correct ignition timing is crucial in the performance of an engine. The ignition timing affects many
variables including engine longevity, fuel economy, and engine power. In this part of the work, the ignition timing is defined as the
position of the crank shaft relative to Top Dead Center (TDC) and it's expressed in an angle degree before the TDC. An offset of the
ignition point in the direction of the TDC corresponds to a variation in the delay direction. However, the opposite direction defines a
variation in the forward direction. Fig. 5 shows the simulated ignition timing evolution as function of the compression ratio obtained
for three values of steam injection. The obtained results demonstrate that the compression ratio and the steam injection decrease the
ignition timing. Fig. 5 shows that for a compression ratio greater than 18 the ignition timing is so advanced. El-Kassaby et al.
demonstrate that the increase of compression ratio increases the air temperature inside the cylinder helping for early combustion
which reduced the ignition timing [32].

3.2.2. Performance
The performance like indicated power and indicated torque have been also numerically studied and their evolutions have been
plotted versus compression ratio for three steam injection ratios (0%; 10% and 20%). In this paper, the indicated mean effective
pressure is given by [33]:

Pi × z × 60
IMEP =
Ve × N (14)

Fig. 5. Compression ratio effect on Ignition Timing for three values of the steam injection.

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Fig. 6. Compression ratio effect on the peak indicated power (a); the indicated torque (b) and the indicated mean effective pressure (c) obtained for different steam
injection.

However, the indicated torque is given by [20]:

Pi Pi × 60
Ti = =
w 2×π×N (15)

In Eqs. (14) and (15), Pi is the indicated power, N denote the engine speed, w is the engine angular speed and Ve is the engine
swept volume. The parameter z equal one for only one stroke engines and two for forth stroke engines [33].

3.2.2.1. Indicated power and indicated torque. Fig. 6(a-c) represent the evolution of indicated power, indicated torque and indicated
mean effective pressure (IMEP) versus compression ratio for three steam injection ratios, respectively. It was observed that the
indicated power decreases by increasing the steam ratio. A maximum decrease (17%) is observed for a CR equal 20 however a
minimum decease (14%) is assigned for a CR equal 15. Indeed, the in-cylinder temperature influences the amount heat generated by
the combustion. As a consequence, the work supplied to the piston is also affected. Therefore, the addition of the water vapor
decreases the cylinder temperature and leads to a low engine power performance. On the other hand, the indicated mean effective
pressure (IMEP) is very used to estimate the indicated torque in internal combustion engine. It provides important information about
the mechanical efficiency of the that the IMEP increases with the compression ratio for all steam ratio injection values. For a fixed CR,
the IMEP decreases by increasing the percentage of steam injection. In order to keep a good performance of the engine, the adding of
water vapor must be accompanied by the increasing of the compression ratio. Fig. 6(a-c) show that for a steam ratio of 10% a good
performance can be reached if the compression ration exceeds 17. For a steam injection greater than 20% the temperature decreases
significantly and the engine power is very low.

3.2.3. Emissions characteristics

Emission of different exhaust gas species (CO2, and CO) as function of steam injection ratio for different compression ratio is
presented in this section.

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Fig. 7. Effect ocf compression ratio on CO emission obtained for a steam injection ratio of: a: 0% and b: 20% and on CO2 emission obtained for a steam injection ratio
of: c: 0% and d: 20%.

3.2.3.1. Carbon monoxide (CO) and Carbon dioxide (CO2) evolution. CO emission is toxic and must be controlled. CO emission is
produced either directly or indirectly by combustion of fuels. In the ideal combustion process, carbon (C) and oxygen (O2) combine to
produce CO2. Incomplete combustion of carbon leads to CO formation. The formation of CO takes place when the oxygen presented
during combustion is insufficient to form CO2. Fig. 7(a-b) shows the effect of the compression ratio on Carbone monoxide emission
for two steam ratios for a steam injection of 0% and 20% respectively. It can be seen that the CO emissions increases with the CR.
Indeed, by increasing the compression ratio, the ignition duration decreases and leads to an incomplete combustion, which causes an
increase in CO emission. On the other hand, Fig. 7(c-d) present the CO2 emissions obtained for two steam injection ratio (0% H2O and

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Fig. 8. CO reduction (a) and CO2 reduction (b) obtained for different compression ratio.

20% H2O). CO2 is a normal product of combustion. Ideally, combustion of a hydrocarbon fuel should produce only CO2 and water
vapor (H2O). It is to note that this parameter decreases by the increasing of the CR. As we have previously reported, the increase of
the compression ratio leads to an incomplete combustion, which causes a decrease of the CO2 emission. Therefore, By adding water
vapor, a proportional quantity of isooctane is replaced (for example for 20% H2O, the reactant contain only 80% of isooctane and
20% H2O) as a consequence we noted a decrease of CO and CO2 emission due to the decrease of the burned quantity of the fuel and
also due to of the decrease of the temperature by adding the water vapor.

3.2.3.2. Carbon monoxide (CO) and Carbon dioxide (CO2) reduction. Fig. 8(a-b) shows the CO and CO2 emission obtained for different
compression ratios, respectively. In this figure, Δ (0–10) and Δ (0–20) are the emission reduction percentage between the using of 0%
H2O and 10% H2O and the using of 0% H2O and 20% H2O respectively. Fig. 8a demonstrate that the effect of the compression ratio on
pollutant emissions is negligible compared to the steam injection ratio effect. For any value of the compression ratio, the reduction of
CO emissions is about 40% for a steam injection of 10% and 70% for a steam injection of 20%. Therefore, Fig. 7b shows that at any
compression ratio and for a steam injection of 10% H2O the reduction of CO2 emission is constant and nearly 10%. However it is
around of 20% for steam injection of 20% H2O.

4. Conclusion

The combined effect of compression ratio and steam injection on engine performance, combustion and pollutant emission
characteristics have been carried out numerically. The simulations of a combustion fuel mixture (isooctane and water) into air in an
internal combustion engine have been performed. The following conclusions can be drawn from the analysis of the results obtained
during the investigation:

• Combustion characteristics show a retarding in the ignition timing, decrease in the burn duration and increase in the temperature
and the pressure, by the increasing of the compression ratio.
• By increasing the compression ratio, the ignition duration decreases and the CO concentration is also decreased.
2

• At any compression ratio, the CO reduction is almost constant if the steam injection still constant.
• A compression ratio equal 18 used together with a steam injection of 10% is recommended and leads to CO reduction of 40%, a
CO2 reduction of 10% and keep 10% the consumption of the fuel.

Finally, results are very promising and the combined effect of compression ratio and steam injection is a good way to
reduce significantly pollutant emissions without influencing the engine performance.

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