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Study of Turbulent Entrainment Quasi-Dimensional
Combustion Model for HCNG Engines with Variable
Ignition Timings
Roopesh Kumar Mehra, Fanhua Ma, and Duan Hao Tsinghua University
Romualdas Juknelevičius Vilnius Gediminas Technical University
Citation: Mehra, R.K., Ma, F., Hao, D., and Juknelevičius, R., “Study of Turbulent Entrainment Quasi-Dimensional Combustion Model
for HCNG Engines with Variable Ignition Timings,” SAE Technical Paper 2018-01-1687, 2018, doi:10.4271/2018-01-1687.
Abstract
Presently, urban transportation highly depends on the fossil
fuels, but its rapid fluctuating economic issues and environ-
mental consequences impose the variegation of energy
sources. Hydrogen enriched compressed natural gas (HCNG)
engines offer the potential of higher brake thermal efficiency
with low emissions, which also satisfies the strict pollutant
emission standards. The two-zone turbulent entrainment
quasi-dimensional combustion model is developed to predict
the combustion process of spark-ignited hydrogen enriched
compressed natural gas-fueled engines. The fundamentals of
thermodynamic process, turbulent flame propagation model
and other sub-models like laminar burning velocity, adiabatic
Introduction
T
here are numerous experimental researches of the
hydrogen enriched compressed natural gas (HCNG)
engines is performed during the past 20 years, which is
focused on its performance and emission characteristics [1].
The results of these experimental research studies revealed that
hydrogen enrichment can improve efficiency of the CNG
engines as well as decrease the emissions by using lean burn
technology [2]. The blends of hydrogen and natural gas can
boost the combustion process efficiently by recalibrating the
engine parameters. Moreover, it extents the lean-burn limit of
CNG engines very significantly which results in decrease in
fuel consumption and harmful emissions [3]. The cycle-by-cycle
variation is also one of the parameters to evaluate the stability
of the engine. In the case of HCNG engines, the cycle-by-cycle
variation reduces significantly as compared to the CNG engines,
which displays the benefits of hydrogen enrichment [4].
Generally, the research, design and development of HCNG
engines have originated from CNG engines. This new fuel can
be used in CNG engines after some modifications in the indig-
enous design. Nevertheless, there is a need to recalibrating CNG
engines, especially for ignition timing, excess air ratio and
compression ratio. Hydrogen possesses higher calorific value
compared to CNG, thus it is necessary to shift the spark timing
near to TDC for achieving the optimum performance.
© 2018 SAE International. All Rights Reserved.
2018-01-1687 Published 10 Sep 2018
temperature and ignition lag model are introduced for the
better accuracy. The experiments have been conducted for
three different fuels; pure CNG, 20% HCNG, and 40% HCNG
blends under MAP of 105 kPa for various excess air ratios (λ)
and ignition timing (θi). The three calibration coefficient of
the model; Turbulent intensity coefficient C2, the Taylor length
scale coefficient C3, and Ignition lag coefficient Cig are tuned
to generate the pressure traces which closely resembled to
experimental results. After comparing the numerical simula-
tion results with the experiment’s outcomes it is found that
the predictive accuracy of the presented model is quite impres-
sive, and it is well accepted for the extremely fuel lean condi-
tions where issues of bad combustion become serious.
Additionally, hydrogen has a higher octane number, so that it
is impressing to raise the compression ratio of the base CNG
engine to attain enhanced fuel economy. To achieve the desired
fuel/air ratio, some modifications needed in the control strate-
gies according to the HCNG’s properties. However, the NOx
emission of HCNG is higher due to higher cylinder tempera-
ture, but this can be lower by leaning the charge or EGR applica-
tion to meet the desire emission restrictions. After all, labora-
tory test results are beneficial to optimize the base CNG engine
to works on the HCNG fuel for achieving the best performance
and emission characteristics [5]. Hann et al. [6] studied the
influence of binary CNG mixture on the burn rate, engine
knock, and cycle-by-cycle variations. They proposed a new
correlation for laminar burning speed of methane based on the
reaction chemical kinetics calculation. In addition, this research
shows the association of various 0D/1D models and their
mutual influences permit to forecast engine operation limiting
factors, which uplift the computer aided engine development
activity significantly. Tangoz et al. [7] experimentally investi-
gated the consequences of compression ratio on the perfor-
mance and emission characteristics of modified diesel engine
fueled by various HCNG blends. Their outcomes reveals that
the maximum brake torque and minimum BSFC were found
at compression ratio of 12.5 for each fuel blends and when
compression ratio was 9.6, hydrogen addition increases the
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2 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES
torque output of the engine. THC emission are found generally
below than Euro-VI standard and NOx emission increased due
to hydrogen enrichment. Afshari et al. [8] studied the perfor-
mance of SI engine fueled by HCNG blends with the help of
the quasi-dimensional combustion model. Additionally, they
also presented NOx and CO emission sub models to predict the
emissions traces. It is observed that the accuracy of presented
2-zone quasi-dimensional model is very impressing in case of
pressure and thermal efficiency prediction but emission sub
models are not showing any close relation.
Nevertheless, experimental investigations are great time-
consuming process and require economy. In the past 25 years,
due to the rapid development in the computer science field, it is
possible to simulate the engine’s process by computer coding to
analyze its engine’s performance with the help of thermodynamic
principles and classical modeling techniques [9]. This research
article presents a simulation performed on the turbulent entrain-
ment quasi-dimensional combustion model of hydrogen enriched
compressed natural-gas engines under various excess air ratios,
ignition timing and hydrogen enrichment ratios.
Numerical Model
The knowledge of physics, chemistry and mathematics provides
us a platform to perform the engine’s thermodynamic process
through computer programing. The numerical modeling along
with the experimental study is a common practice to analyze
and design the internal-combustion engines [10]. The results
of the two-zone quasi-dimensional combustion models are
more accurate, and have the ability to report a combustion
process very precisely, due to two-zone consideration (unburned
and burned zone). Verhelst and Sierens [11] have presented a
simulation code for expansion cycle of hydrogen-fueled engines
using quasi-dimensional model combustion model. Their
combustion model consists of two different differential equa-
tions, first for the entrainment mass burning rate and second
for the fully burned mass burning rate. Perini et al. [12] studied
performance characteristic of the SI engine fueled by hydrogen-
methane blends with a help of quasi-dimensional combustion
model. The forecasting capabilities and accuracy of their model
improved by using further sub-models accounting for knocking
intensity, formation and development of flame kernel as well as
detailed turbulence explanations.
Ma et al. [13] developed a two-zone quasi-dimensional
model of SI engine fueled by various hydrogen-methane
blends under different operating conditions. After validation,
they concluded that the precision of their model is satisfying
for extremely mixture lean conditions. Later, the same author
also presented a fractal geometry based quasi-dimensional
combustion model for HCNG engines. They developed the
enhanced fractal dimension model considering the conse-
quences of the operating condition and hydrogen enrichment
ratio [14]. Ji et al. [15] developed and validated the quasi-
dimensional combustion model for forecasting the perfor-
mance of a hydrogen added methanol engine. They analyzed
the model prediction accuracy under various engine param-
eters like different hydrogen volume fractions, equivalence
ratios, engine speeds and MAPs. Their outcomes reveal when
the engine is running using 4% hydrogen addition to methanol,
and the equivalence ratio was lowered from 1.2 to 0.8, the
enhancement ratio of turbulent flame speed was increased
from 32.4% to 54.6%. In addition, the enhancement ratio of
brake thermal efficiency raised from 3.8% to 25.7%.
Structure of Two-Zone
Thermodynamic Model
It is presumed that the pressure, temperature and composition
of combustible gas mixture (fuel + air) in the cylinder of internal
combustion engines are homogeneous in the single zone (zero-
dimensional) model. The use of zero dimensional model is very
useful for forecasting of heat release pattern and the combustion
cycle is called as the heat-addition process. While multi-zone
models are capable to forecast the power output, emissions,
waste energy, fuel consumptions, and performance of the
engine. This is the reason behind why multi-zone models have
a various operations in broaden the every stage of designing of
engines. In the single zone and multi-zone models, there is a
difference of unburned and burned zone. In these two zones,
the composition of mixture and temperature are differ but the
pressure is considered to be constant in both the zones.
There are two main sections of the presented predictive
numerical model; first, the thermodynamic model, which is
able to replicate the cylinder pressure by using mass fraction
burned data. Second, turbulent entrainment combustion
model, which can forecast the above-introduced mass fraction
burned data while laminar burning velocity sub-model is used
for calculation of the entrainment rate of the unburned gas
mixture. Adiabatic flame temperature sub-models are very
useful for estimating the ignition kernel temperature, which is
used for calculating the enthalpy of the products equals to the
reactants, with the consideration of the chemical equilibrium.
It is very significant parameter for the two-zone consideration.
The presented quasi-dimensional combustion model
supposed to be that the combustion cylinder is fragmented into
two different zones named as unburned and burned zones. The
first zone; unburned zone contains the fresh combustible gas
mixture or reactant species at constant temperature and
pressure. While the second zone; the burned zone that comprises
of mixture of burned gases. It is assumed that there is no heat
transfer between these two-zones and gases are considered as
ideal gas in both the zones. Additionally the pressure distribu-
tion in the combustion chamber is constant and temperature in
each zone is distinct has its uniform temperature.
The two-zone thermodynamic model is based on the
following assumptions.
1. The uniform air-fuel mixture inside the combustion
cylinder is supposed to be split into two-zone known as
burned zone and unburned zone as displayed in the
Figure 1.
2. Both the zones are considered as homogeneous ideal
gas and have same properties and unburned zone
having the mixture of hydrogen and methane while
ignoring burned species.
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 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES 3

 FIGURE 1   Detailed view of two-zone combustion chamber. Where, the value of V, cp and cv is calculated by empirical
formulas. The heat transfer is represented by the dQ/dθ, which
is calculated by the popular Woschni’s equations [10]. After
calculating the dmb/dθ, above equations can be solved by the
forth-order Runge-Kutta method. However, the turbulent
entrainment combustion model is described in details in the
separate section, which is solely responsible for the calculation
of dmb/dθ. The molar specific heat at the constant pressure can
be calculated by the equation (4) and (5).
a2 a3 a4 a5
C p,m = a1 + + + + (1200 K < T < 6000 K ) (4)
q q2 q3 q4
C p,m = a6 + a7q + a8q 2 + a9q 3 + a10q 4 ( 200 K < T < 1200 K )
(5)
Where θ means T/1000 and constants of equation a1 − a10
can be calculated by Ref. [16]. The equation (6) calculates the
molar specific heat of different mixture.
© SAE International

C p,m = å C p,m,i Xi (6)

The molar fraction of chemical species ‘i’ is represented
by Xi. Finally, previous mentioned complex equation (1), (2)
and (3) can be reduced to following equations for the compres-
sion and expansion stroke:
3. The Pascal’s law is applied inside cylinder, and the
dP 1 ì dT dQ ü
in-cylinder pressure at any instant are a function of = ímc p - ý (7)
crank angle. dq V î dq dq þ
4. Similarly, temperature is also split into burnt and
unburned temperature in the two-zones, which are dT 1 ì dQ dP ü
= í -V ý (8)
constant in their self-zone. Indeed, there is no heat dq mc p î dq dq þ
leakage between the zones.
5. The piston crevice effects are not considered. The
analysis is based on the closed valve period. Turbulent Entrainment
The above-explained assumptions are considered as the Combustion Model
fundamental of the two-zone model. After re-arranging the
Equation of State, the First Law, and the equation of mass The flow pattern of the combustible mixture inside engine
conservation, the equations (1), (2) and (3) first-order differ- combustion space is mostly turbulent. The combustion process
ential equations can be achieved. The ‘u’ and ‘b’ subscript greatly affected by the turbulent structure of the flame front.
represents the unburned and burnt zone. The turbulent entrainment combustion model is one of the
unique model for forecasting the combustion behavior of
dTu 1 æ dP dQu ö
= ç Vu + ÷ (1) unvarying charge, SI engines. The combustion process is
dq muc pu è dq dq ø correlated with the laminar burning velocity and turbulent
characteristics (intensity and scales of turbulence) in the
combustion chamber of SI engine. In the case of HCNG
dTb 1 é dV dmb
êë P dq - ( RbTb - RuTu ) dq
= engines, the above-mentioned features can change with
dq muc pu hydrogen enrichment ratio and engine operating conditions.
Accordingly, both the facts influenced combustion process
Ru æ dP dQu ö dP ù
- ç Vu + ÷ +V ú (2) and base of the turbulent entrainment combustion model.
c pu è dq dq ø dq û Although the combustion modeling requires several
empirical relations.
dP 1 ìæ c vb ö dV The theory of the turbulent entrainment combustion
= íç 1 + ÷ P dq
dq c vu c R c
Vu - vb u Vu + vb V îè Rb ø model begins with the assumptions proposed by Blizard and
c pu Rbc pu Rb Keck [17] and Tabaczynski et al. [18]. The large-scale turbu-
lence is supposed to comprise high dissipative regions of
dQ é æ R ö ù dm
- + ê( ub - uu ) - c vb ç Tb - u Tu ÷ ú b vortex tubes, and their diameter is characterized by Kolmogrov
dq ë è Rb ø û dq scale (η) and spacing is typified by the Taylor’s micro scale
(LT ) which is actually represents the eddy radius [17]. L is
æc c R ö dQ üï
+ ç vu - vb u ÷ u ý (3) denoted by the integral length scale and shows the overall size
è c pu Rb c pu ø dq þï of the turbulence eddy and this structure was successfully
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4 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES

 FIGURE 2   Details of the turbulence structure [1].

L = L0 ( ru 0 / ru ) (14)
1/ 3

Where subscript ‘0’ denoted by the ignition timing. ρu
and H represent the density of gas mixture and chamber
height respectively.
Taylor micro scale LT [17]:
LT = 0.8 Liv ( rin / ru 0 ) (15)
3/4

Where the density of the gas mixture is ρin, the lift of the
intake valve is Liv, and ‘u’ is turbulent intensity [18, 20, 21].
u0¢ = Cu ´ Cm (16)

© SAE International
u¢ = u0¢ ( ru 0 / ru ) (17)
1/ 3

Where Cm denotes velocity of the piston movement.

demonstrated by Smith’s experiments years later [19]. The

turbulent structure is shown in the Figure 2, which is captured
by the schlieren’s high-speed photography system in the
Adiabatic Flame
combustion bomb experiments. The rate of propagation of Temperature Model
flame front in the spark region after the ignition leg is headed
by the turbulent intensity ‘u’ and laminar burning speed ‘SL’. of HCNG
The laminar burning is supposed to transpire over the Taylor
micro scale; therefore, burn-up of the combustible mixture Because the temperature of the ignition kernel is estimated
behind the ignition region is headed by the micro-scale and as the adiabatic flame temperature, therefore the adiabatic
laminar burning speed. flame temperature sub-model is also a significant parameter
The entrainment rate of the unburned gas mixture is for the two-zone quasi-dimensional combustion model. The
represented by the following equation: temperature produces by the complete combustion of the
dme gas mixture inside the combustion chamber is known as
= ru A f ( SL + u¢ ) (9) adiabatic flame temperature when there is no work, heat
dt transfer and no change occur in the kinetic or potential
Where me is denoted by the entrainment of mass into the energy. Adiabatic flame temperature model is a sub model
flame front; ρu and Af, represents the density of gas mixture of quasi-dimensional combustion main model, and it is a
in the unburned zone and area of the entrainment front. After very significant parameter for two-zone consideration. In
entrainment occurs, the unburned gas mixture is starting this numerical study, adiabatic flame temperature is obtained
burning at a rate directly proportional to the mass of the by the following equations:
unburned gas mixture within the entrainment front, and it
is given by the following equation: H reactants (Ti ,p ) = H products (Tad ,p ) (18)
dmb
= ( me - mb ) / t c (10) 1
dt H u = c p (Tad - Ti ) / M (19)
1 + ll0
t c = LT / SL (11) Reordering the above two equations we get:
Where mb, LT, and τ c are represented as mass burned, M
Taylor micro scale, and characteristic time. Tad = Ti + H u (20)
(1 + ll0 ) c p
From the equation (9) and (10), we  can get the
following equation: Where, c p  =  specific heat of the reaction at constant
2
pressure, M = Mean molar mass, lo = Stoichiometric ratio,
d mb dmb dme λ = Excess air ratio.
tc + + = 0 (12)
dt 2 dt dt The following equations are used for calculating the lower
The above mathematical expression (equation 12) offers heating value of the intake combustible gas mixture and
a burning law model, which can be attached to the thermo- stoichiometric ratio:
dynamic laws, turbulent eddy structure and turbulent 120000 x + 50040 ( 8 - 8 x )
­characteristics. All these are correlated to the hydrogen enrich- Hu = ( kJ / kg ) (21)
ment ratio and engine operating conditions. 8 - 7x
The following empirical relations calculate the three 4 - 3x
turbulent scales: l0 = 34.48 (22)
8 - 7x
Integral length scale L [18, 20]:
In the above equation ‘x’ is representing the hydrogen
L0 = C L ´ H (13) volume fraction.
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 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES
The combustion chemical equation of the hydrogen
natural gas mixture is shown by the equation (23) based on
the excess air ratio and the hydrogen volume fraction.
xH 2 + (1 - x ) CH 4
+l ( 2 - 1.5 x ) ( O2 + 3.76N 2 ) ®
(1 - x )CO2 + ( 2 - x ) H 2O
(23)
+3.76l ( 2 - 1.5 x ) N 2 + ( l - 1) ( 2 - 1.5 x ) O2
The mean molar mass and specific heat at constant
pressure is calculated by the following equations:
M = 16 - 14 x + l ( 2 - 1.5 x ) ( 32 + 105.28 )
(24)
/ (1 - 0.5 x + 4.76l ( 2 - 1.5 x ) )
é(1 + x ) c p,CO2 + ( 2 - x ) c p, H2O ù
ê ú
c p = ê +3.76l ( 2 - 1.5 x ) c p, N 2 ú for installing the engine on the test bench. An eddy current dyna-
ê + ( l - 1) ( 2 - 1.5 x ) c p,O2 ú mometer was coupled to the engine to determine the control over
ë û
/ éë1 - 0.5 x + 4.76l ( 2 - 1.5 x ) ùû
Heretofore, the equation (20) is used to determine the
adiabatic flame temperature of the HCNG blends with various
hydrogen enrichment ratios.
Laminar Burning Velocity
Model of HCNG
The laminar burning velocity of the fuel is an important char-
acteristic, and also a key parameter in the two-zone quasi-
dimensional combustion model which directly affecting the
speed of the flame and gas mixture entrainment. Sarli and
Benedetto [22] have analyzed the reasonability of a Le
Chatelier’s Rule-like formula to acquire a correlation of the
laminar burning velocity of HCNG, which is valid both for
the intermediate and high hydrogen fractions at different
values of the equivalence ratio.
1 of Coriolis force for a direct measure of mass flow. An ALICAT
Sl _ LC (f ,RH ) =
x / Sl _ H2 (f ) + (1 - x ) / Sl _ CH4 (f )
Where Sl_H2(ϕ) and Sl_CH4(ϕ)are laminar burning velocity
of H2 and CH4. The following empirical relation can determine
laminar burning velocity of both the above chemical species:
n
Tu æ Tb - T 0 ö
SL = A T Y( ) 0 m
F ,u ç ÷ (27)
T 0 è Tb - Tu ø
æ pö
T 0 = - E / In ç - ÷ (28)
è Bø
æ G ö
( )
A T 0 = F exp ç - 0 ÷ (29)
è T ø
From the above equations:
YF,u = Fuel fraction in the unburned gas mixture
P = Pressure at which reaction occurs
© 2018 SAE International. All Rights Reserved.
5
Tu and Tb = Temperature of unburned and burnt zone
B, E, F, G, m, and n = Constants, which are determined
by the fuel type.
Engine and Laboratory
Setup for Experiments
The series of experiments have been conducted in the HCNG
engine research and development laboratory, Tsinghua University,
Beijing, China. A heavy duty, naturally aspirated, 6-cylinder,
spark-ignition NG engine (model no. WP6NG240E5) manufac-
tured by Weifang Diesel Engine Company Limited, China is used
for tests. The detailed technical specification of the engine is
displayed in the Table 1. Customized jigs and fixtures are designed
the load and speed of the engine. The traces of the harmful emis-
(25) sions are surveilled by the HORIBA-MEXA-7100DEGR emission
recording system. The air-fuel ratio is controlled by the HORIBA
wide-range excess air ratio analyzer. To determine the engine
cylinder pressure, a piezo-electric high-pressure transducer
Kistler 6117B was used.
A Kistler 2613B crank angle encoder was installed for
recording the corresponding crankshaft position with a step
of 0.1°CA. The multipurpose combustion analysis system
Kistler KiBox was used to capture pressure signals, which is
reconcilable for both the static and vehicle on road applica-
tions. An in-cylinder pressure data of 201 cycles was recorded
for the result analysis. All the devices calibrated before
recording the experimental data. The schematic diagram of
the laboratory setup is shown in the Figure 3.
An online HCNG blending system was designed to
achieve the desired amount of mixture, which is precisely
explained in Figure 4. The pressure stabilizing hydrogen
enriched compressed natural gas tank was separated into two
chambers with a damping line used to uplift the blend unifor-
mity [23]. The rate of flow of natural gas and hydrogen was
recorded by a Micro Motion flow meter that uses the principle
(26)
flow control valve was used to adjust the flow rate of the
TABLE 1  Technical specification of test engine.
Item Value
Weifang Diesel Engine
Manufacturer
Company Limited, China
in-line 6 cylinders, spark
Engine type
ignition
Aspiration method Turbocharged intercooled
Compression ratio 11.5:1
Bore (mm) 105
Stroke (mm) 130
© SAE International
Displacement Volume (in liters) 6.75
Rated power 177 kW
Rated speed 2300 r/min
Emission Standard Euro V
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6 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES

 FIGURE 3   Test-setup in the HCNG engine R&D laboratory, Tsinghua University.

© SAE International
 FIGURE 4   High accuracy on-line HCNG blends preparation system (Patented).

© SAE International

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 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES 7

TABLE 2  Operational conditions at 1600 r/min and MAP and Ignition lag coefficient Cig. These fixed quantities need to
105 kPa. be calibrated under definite operating conditions by matching
S. No. OC’s θig (°bTDC) x λ
the simulated pressure and mass fraction burned profile
results to the experimental results. The outcomes reveal that
1 A1 14
the value of Cig always stay at 1.52. For excess air ratio 1.23,
2 A2 18
the coefficient C2, stay at 1.05, 1.05 and 1.22 for CNG, 20%
3 A3 22 0% 1.23 HCNG and 40% HCNG respectively while coefficient C3 varies
4 A4 26 from 1.6-2.88, 1.8-4.84, and 0.5-1.56 respectively for the same.
5 A5 30 When excess air ratio increased to 1.30, the coefficient C2,
6 B1 14 stay/varies at/from 1.05, 1.08-1.26, and 1.01-1.29 for CNG, 20%
7 B2 18 HCNG and 40% HCNG respectively and value of coefficient
8 B3 22 C3 of varies/stay at/from 1.2-3.11, 1.74, and 1.74 respectively
0% 1.30 for the same.
9 B4 26
To analyze the accuracy of the presented turbulent
10 B5 30
entrainment quasi-dimensional combustion model, 31 opera-
11 B6 34 tional condition was selected for both test and predicted
12 C1 14 results, which is displayed in the Table 2. The range of oper-
13 C2 18 ating conditions is based on the ignition timing (θig), excess
14 C3 22 20% 1.23 air ratio (λ) and the hydrogen enrichment ratio (x) while speed
15 C4 26 of the engine (n) and manifold absolute pressure (MAP) was
16 C5 30 kept constant at 1600 rpm and 105 kPa respectively. Basically,
17 D1 14 this research article explores the applicability of the proposed
18 D2 18
model under a wide range of the ignition timing in order to
compare with the experimental results.
19 D3 22 20% 1.30
The predicted and experimented pressure profiles and
20 D4 26 mass fraction burned profiles are illustrated in the appendix
21 D5 30 A and B respectively, which is based on the ignition timing
22 E1 14 22° and 26°CA bTDC. All other operating conditions with
23 E2 18 results are displayed in the appendix section. It is observed
24 E3 22 40% 1.23 that the pressure and MFB data given by the proposed model
25 E4 26 are approximately matched with the experimental data.
26 E5 30 However, there is a possibility of recalibrating of the model
in the future, especially for the constants of the flame front
27 F1 14
area. Because of a significant difference in crank angle for
© SAE International

28 F2 18
maximum predicted and experimental pressure values.
29 F3 22 40% 1.30 After precisely comparing, the simulated and experi-
30 F4 26 mental data of pressure and mass fraction burned (MFB); it
31 F5 30 is found that the MFB traces are quite impressive as compared
to the pressure profiles in all the cases. Generally during cali-
bration of the model coefficients it is found that the difference
hydrogen according to the flow rate of CNG and obtain the in crank angle of maximum pressure (simulation and experi-
target hydrogen fraction. This system has been validated for mental results) is quite significant, the maximum value is
varied hydrogen fractions with the test outcomes, and the found 11 degrees while minimum 3 degrees for the operating
comparison shows that the fuel mixing system performs well condition of B1 and C3 as shown in the appendix A and B in
under all the conditions where the absolute error in hydrogen the appendix section. The acceptable values of the difference
fraction is found always less than 1.5% [24]. The rate of flow in crank angle of maximum pressure are found for operating
of mass of air is resorded by the thermal type gas mass flow- condition of B3,C1, and C2. The maximum and minimum
meter Toceil20N100114LI. This system is listed in the China relative error in indicated mean effective pressure are found
Patent Database number ZL00710175797.9. to 5.91% and 0.019% at the operating condition of B6 and C2
respectively. Presented quasi-dimension combustion model
shows very impressive results for the mass fraction burned
Comparison of traces, which are matches well under all operating conditions
as illustrated in the appendix B. The error in rapid combustion
Experimental and duration (θrd °CA) for simulated and experimented results are
2.9° and 1.3° in case of A3 and A4 for same engine speed, MAP
Predicted Results and λ, but the ignition timing changes to 22° to 26°CA bTDC,
hence more time available for the completeness of combustion
There are three major constant factors in the turbulent at A4. Moreover, when excess air ratio increases to 1.3,
entrainment combustion model section including Turbulent combustion becomes smoother results very close match of
intensity coefficient C2, the Taylor length scale coefficient C3, MFB profile for B3 and B4 with rapid combustion duration
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8 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES
(θrd °CA) error of 0.7° and 0.6° respectively. The maximum
and minimum error in θrd 3.4° and 0.4°CA at operating condi-
tion of C1 and D1 respectively shown in the table inserted in
the appendix section.
Additionally, to validate the reasonability of the proposed
model, some other parameters of the combustion were
observed, which includes maximum pressure (Pmax), the crank
angle of maximum pressure (θP max), rapid combustion
duration (θrd ) (10%~90% MFB), the crank angle of 50% MFB
(θ50%), indicated mean effective pressure (Pi) and relative error
of IMEP. The distinctions between the predicted and experi-
mental maximum pressure (Pmax) values are quite close but
their corresponding crank angle (θP max), values are not
matched enough as it can be clearly seen in the Appendix
section. Although the rapid combustion duration (θ rd )
(10%~90% MFB), the crank angle of 50% MFB (θ50%) error is
less than 5°CA and the relative error of IMEP is less than 6%.
There are two main factors influencing the precision of
computing: firstly, few assumptions are not compatible with
the test operations, for example, no heat transfer occurs
between burned and unburned zones, and fully chemical
reaction; secondly, the few errors in the empirical relations
are not able to calculate the specific heat, adiabatic tempera-
ture of the flame and laminar burning speed. The above-
mentioned restrictions are very important when considering
the precision.
Conclusion
The turbulent entrainment quasi-dimensional combustion
model of HCNG engine has been presented, which is accept-
able for various hydrogen enrichment ratios, excess air ratios
and ignition timings. The two-zone model is the main model
while the turbulent entrainment model is used as supporting
model to simulate the combustion process to generate the
MFB profiles under various operating conditions. While other
sub models are helping the main model to generate the predic-
tive pressure profile.
Validating the acceptability of the proposed turbulent
entrainment quasi-dimensional combustion model, 31 opera-
tional condition have been chose for comparing the predicted
and test results. The key parameters, which are analyzed in
this presented model, are Pmax, θPmax, θrd (10%~90% MFB),
θ50%, Pi and relative error of IMEP. After analyzing the results
of the proposed model, it can be concluded that the accuracy
of the model is convincing by the ample extent. Consequently,
the offered model in this research article can simulate the
performance of the SI HCNG engines numerically under the
various ignition timing, excess air ratio and hydrogen enrich-
ment ratio. However, this model gives impressive results of
simulated MFB profiles for the values of coefficients C2, C3
and Cig that are already explained in the first paragraph of
comparison of experimental and predicted results section.
The predictive accuracy of the presented two-zone quasi-
dimensional model of HCNG engine is quite impressive in
terms of MFB matched profiles while pressure traces are also
acceptable for simulated and experimental results. Moreover,
the high values of difference in the crank angle of maximum
pressure (simulated and experimented) is point of concern in
the future and there is a possibility of more explorations in
this area.
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12. Perini, F., Paltrinieri, F., and Mattarelli, E., “A Quasi-
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Contact Information
Fanhua Ma and Roopesh K. Mehra
HCNG Engine R&D Laboratory
State Key Laboratory of Automobile Safety and Energy,
Tsinghua University
mafh@tisnghua.edu.cn  (Fanhua Ma)
luops15@mails.tsinghua.edu.cn  (Roopesh KM.)
roopeshmehra.ind@gmail.com  (Roopesh KM.)
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10 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES

Appendix
A: Comparison between Experimental and Predicted Pressure under 12 Operating Conditions.

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 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES 11

© SAE International

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12 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES

B: Comparison between Experimental and Predicted Mass Fraction Burned Profiles under 12 Operating Conditions

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 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES 13

© SAE International

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14 STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES

C: Differences between Predicted and Experimental Results

Pmax θPmax Difference of θPmax θrd Error θrd θ50% Pi

S. No. Operational Condition (MPa) (°CA) (°CA) (°CA) (°CA) (°CA) (MPa) Relative Error Pi
1 A1 (Exp) 4.62094 373 8 34.4 1 376.3 1.18 5.45%
2 A1 (Pre) 4.61467 381 35.4 378.2 1.25
3 A2 (Exp) 5.30331 373 8 32.6 2.2 372.1 1.26 3.99%
4 A2 (Pre) 5.30311 381 34.8 373.8 1.31
5 A3 (Exp) 5.87224 374 5 34.5 2.9 367 1.30 4.71%
6 A3 (Pre) 5.87624 379 37.4 368.7 1.36
7 A4 (Exp) 5.93927 373 6 39.4 1.3 366.3 1.31 5.24%
8 A4 (Pre) 5.93586 379 40.7 369.2 1.38
9 A5 (Exp) 6.51764 369 7 42.2 1.9 362.4 1.42 1.54%
10 A5 (Pre) 6.52024 376 44.1 363.5 1.44
11 B1 (Exp) 3.98576 378 11 33.4 0.4 382 1.14 0.065%
12 B1 (Pre) 3.97812 389 33.8 383.1 1.21
13 B2 (Exp) 5.18505 376 6 30.3 0.9 372.4 1.22 0.064%
14 B2 (Pre) 5.18332 382 31.2 373.6 1.30
15 B3 (Exp) 5.68205 375 4 33.5 0.7 367.5 1.26 0.063%
16 B3 (Pre) 5.68851 379 34.2 368.8 1.34
17 B4 (Exp) 5.96875 372 5 37.7 0.6 366.1 1.29 0.056%
18 B4 (Pre) 5.96748 377 38.3 367.3 1.36
19 B5 (Exp) 6.93201 369 5 38.4 1.2 367.6 1.37 0.058%
20 B5 (Pre) 6.93537 374 39.6 368.4 1.45
21 B6 (Exp) 7.15349 366 7 44.5 0.4 359.2 1.44 0.019%
22 B6 (Pre) 7.17978 373 44.9 359.7 1.47
23 C1 (Exp) 5.14046 378 4 30.4 3.4 375.1 1.22 5.41%
24 C1 (Pre) 5.13961 382 33.8 379.1 1.28
25 C2 (Exp) 5.45312 376 4 37.2 3 367.5 1.23 5.91%
26 C2 (Pre) 5.45219 380 40.2 369.5 1.31
27 C3 (Exp) 6.51538 373 3 39.4 1.2 364.7 1.36 2.27%
28 C3 (Pre) 6.51460 376 40.6 365.7 1.39
29 C4 (Exp) 7.20708 369 6 48.3 2.2 361.7 1.39 4.48%
30 C4 (Pre) 7.20571 373 51.1 363.8 1.45
31 C5 (Exp) 7.33705 367 6 48.9 1 357.4 1.42 3.26%
32 C5 (Pre) 7.33418 373 49.9 358.9 1.47
33 D1 (Exp) 4.70964 380 5 33.8 0.3 374.4 1.18 0.064%
34 D1 (Pre) 4.70866 385 34.1 374.9 1.19
35 D2 (Exp) 5.13254 376 6 34.6 1.1 370.7 1.22 1.92%
36 D2 (Pre) 5.13316 382 35.7 371.6 1.25
37 D3 (Exp) 6.04937 371 7 36.2 0.6 368.4 1.29 0.061%
38 D3 (Pre) 6.04900 378 36.8 369.1 1.29
39 D4 (Exp) 5.96875 372 6 39.1 1.2 363.7 1.29 1.42%
40 D4 (Pre) 5.97975 378 40.3 365.4 1.30
41 D5 (Exp) 7.07455 368 7 42.7 2.9 361.9 1.42 5.86%
42 D5 (Pre) 7.07202 375 45.6 364.5 1.34
43 E1 (Exp) 4.47485 380 9 35.4 1.4 373.4 1.15 2.27%
44 E1 (Pre) 4.47349 389 36.8 375.5 1.18
45 E2 (Exp) 6.16324 371 8 42.2 1.7 366.1 1.32 4.71%
46 E2 (Pre) 6.15160 379 43.9 369.2 1.26
© SAE International

47 E3 (Exp) 6.58384 372 5 47.3 3 362.1 1.34 4.42%

48 E3 (Pre) 6.59578 377 50.3 364.2 1.29
49 E4 (Exp) 6.99809 369 6 51.3 1 358.8 1.38 2.69%
50 E4 (Pre) 6.99824 375 52.3 359.4 1.42

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STUDY OF TURBULENT ENTRAINMENT QUASI-DIMENSIONAL COMBUSTION MODEL FOR HCNG ENGINES 15

(Continued)
Pmax θPmax Difference of θPmax θrd Error θrd θ50% Pi
S. No. Operational Condition (MPa) (°CA) (°CA) (°CA) (°CA) (°CA) (MPa) Relative Error Pi
51 E5 (Exp) 7.52694 365 9 52.4 0.7 356.6 1.44 1.97%
52 E5 (Pre) 7.52110 374 53.1 357.3 1.47
53 F1 (Exp) 4.49848 378 7 32.8 1.1 370.3 1.17 3.22%
54 F1 (Pre) 4.51090 385 33.9 370.6 1.20
55 F2 (Exp) 5.47236 374 7 39.3 1.1 369 1.22 1.83%
56 F2 (Pre) 5.47231 381 40.4 369.7 1.24
57 F3 (Exp) 5.78813 371 8 44.3 2.1 363.2 1.25 2.19%
58 F3 (Pre) 5.78843 379 46.4 365.7 1.27
© SAE International

59 F4 (Exp) 6.65806 370 6 51 2.2 358 1.36 4.83%

60 F4 (Pre) 6.65692 376 53.2 359.8 1.29
61 F5 (Exp) 6.97362 369 6 53.5 1.9 356 1.39 4.04%
62 F5 (Pre) 7.00084 375 55.4 358.4 1.34

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