By Hua Zhao
HCCI/CAI has emerged as probably the most promising engine applied sciences with the aptitude to mix gasoline potency and more advantageous emissions functionality. regardless of the huge merits, its operational variety is very constrained and controlling the combustion (timing of ignition and cost of strength liberate) continues to be a space of on-going learn. although, advertisement purposes are just about truth. This e-book studies the major foreign study on optimising its use, together with fuel HCCI/CAI engines; diesel HCCI engines; HCCI/CAI engines with substitute fuels; and complicated modelling and experimental strategies.
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Extra resources for Homogeneous Charge Compression Ignition (HCCI) and Controlled Auto Ignition (CAI) Engines for the Automotive Industry
There are also other techniques that can be used to expand both the high load and low load regions of CAI operation. One such method is through regulating coolant water temperature. Milovanovic et al.  has shown that with reducing coolant temperature to 65°C, the upper limit can be extended up to 14% while with increasing the coolant temperature the lower limit can be extended up to 28% for a single-cylinder engine operating in CAI through the negative valve overlap approach. In addition, thermal or/and charge Overview of CAI/HCCI gasoline engines 39 stratification has been investigated as a means to expand the region of CAI operation.
The above results have significant implications on how the burned gases should be used in CAI engines. , it will be advantageous to retain burned gases at as high temperature as possible to promote auto-ignition of fuel/air mixture, particularly at low load operations. Whilst for more ignitable fuels, such as diesel and DME, cooled burned gas would be preferred in order to increase the ignition delay period to obtain premixed fuel/air mixture. It will also be true that cooler burned gases would help to minimise the runaway heat release rate for both high-octane fuels and more ignitable fuels, so that CAI can be achieved at higher load as shown by Cairns et al.
This notion has recently been endorsed by the ECO-Engine Network of Excellence (an engine research network comprising over 20 research institutions, universities, and automotive companies in Europe) for their joint educational activities. Since HCCI has been adopted by many researchers in their previous publications, it will be used in some chapters in Part III at the discretion of contributing authors. However, HCCI will be the only terminology used to represent the new combustion process in diesel and other CI engines in this book.