Studying the effects of compression ratio, intake
pressure and steam injection on performance,
combustion and emissions characteristics of HCCI
engine
Fridhi Hadia
Research Unit: Materials, Energy and Renewable energies,
Faculty of Sciences of Gafsa, Tunisia
e-mail fridhi.hadia@yahoo.com
Soua Wadhah
Research Unit: Materials, Energy and Renewable energies,
Faculty of Sciences of Gafsa, Tunisia
Abstract— In this research, the combine effects of
compression ratios and steam injection on performance,
combustion and emission characteristics of HCCI engine have
been investigated, in the first part. Then our study is extended to
evaluate the combine effects of intake pressure and steam
injection on HCCI engine. The in-cylinder temperatures at five
different intake temperatures have been compared with
numerical results and they show a good agreement with the
literature results. The compression ratio was changed from 15 to
20; intake pressure from 0.9 atm to 1.5 atm and the steam ratio
from 0% to 20%. Results show that combined effect of
compression ratio and steam injection provided better result on
engine performance and emissions than individual steam
injection effect. The combine effects of intake pressure and steam
injection on HCCI engine were also analyzed in this paper.
Results show that the increase of the fuel injection pressure in the
combustion chamber increased the cylinder temperature and
pressure. With increasing injection pressure, indicated power of
engine is increased about 32.45% at 0% H2O and 27.25% at 20%
H2O. Thus the modified engine provides more reduction of
emissions without reducing useful characteristics (indicated
power, indicated torque and indicated mean effective pressure) of
the engine.
Keywords—Compression ratio (CR); intake pressure (IP);
steam injection (S); emissions; combustion; performance
I. INTRODUCTION
In the last decades, with the crisis of energy resources
depletion and environmental pollution, research on clean fuels
of substitution 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 of the spark-ignition (SI)
and compression ignition (CI) engine. It has the mixture
Hidouri Ammar
Research Unit: Materials, Energy and Renewable energies,
Faculty of Sciences of Gafsa, Tunisia
Omri Ahmed
Research Unit: Materials, Energy and Renewable energies,
Faculty of Sciences of Gafsa, Tunisia
,
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
proposed by researchers to control the HCCI engines
combustion phase such as compression ratio, intake
temperature and intake pressure.
Research works, then, have been investigated focusing on the
compression ratio effects in controlling the HCCI engines. The
compression ratio is defined as the ratio of maximum
volume formed in the cylinder over minimum
volume (clearance volume). But this study is limited due to the
difficulty of implementing a compression ratio variation in an
engine, either indirectly by variable valve timing [4], or
directly by varying the cylinder volume. H. Machrafi et al., A.
Terashima et al. [5–6] observed that an increase in the
compression ratio decreases the ignition delay. In 2013, an
experimental study was conducted on a single cylinder variable
compression diesel engine with different compression ratios to
estimate combustion and emission characteristics of the engine.
It was found that the combustion duration was decreased by 2-
3° with an increase in compression ratio [7].
A depth study of the intake pressure effects on HCCI engine
has been performed. A review of fuel injection system of C.I.
engine has been described in following orders. Cenk Sayin et
al. [8] investigated the effect of injection pressure (IP) on the
performance and emissions of a diesel engine (DI) using bio-
diesel (%5, 20%, 50%, and 100%) blended-diesel fuel. They
found that hydrocarbons (HC), and carbon monoxide (CO)
emissions decrease but nitrogen oxides (NOx) emissions
increase with the increase of IP for all fuel blends. S.S.
Karhale et al. [9] investigated the injection pressure effects on
engine performance using a Karanja methyl ester and its blends
with diesel from 20%, 40% and 60% by volume. The engine
was tested for two injection pressures 180 kg/cm2 and 245 different species may require external thermodynamic data not
kg/cm2 and for three temperatures of 30° C, 50° C and 70° C. supplied by CHEMKIN.
They deduced that injection pressure and fuel temperature have  FORTRAN computer programming language: is then
a significant effects on engine performance parameters. used to communicate modeling conditions and reactor
Sukumar et al. [10] studied the effect of injection pressures parameters.
(200 bar, 220 bar and 240 bar) on performance, emissions and  The post-processing: the user is required to select
combustion characteristics of the diesel engine (DI). They also specific data of interest for plotting or exporting.
investigated a high linolenic linseed oil methyl ester. They The total volume available for combustion in the cylinder as a
found that, at a 240 bar injection pressure, the thermal function of time, scaled by the clearance volume is given:
efficiency improved with increased emissions. This may be due
to the fuel spray structure which affects combustion. V ( )
d( )
Another method controlling pollutant emissions is the use of Vc    CR - 1  sin   1  cos  
 
steam injection. Parlak et al. [11–12] developed an Electronic dt  2   R  sin 
2 2
 

Controlled Steam Injection (ESI) system and they observed Where,, the rotation rate of the crank arm is given by:
that NOx emissions decrease down of 33%. Murthy et al. has
d
developed the solar generated steam injection to diesel engine 
and they conclude that NOx emissions and exhaust temperature dt
decrease but soot emissions, thermal efficiency, power and CR: compression ratio
SFC increase at full load conditions [13]. Vc: clearance volume
Based on previous literature reviews, there is no study R : ratio of connecting rod to crank-arm radius
leading with both the compression ratio (or intake pressure) V( ) : total volume available for combustion in the cylinder
and steam injection effects in order to investigate performance,
combustion and emissions characteristics of HCCI engine. B. General input parameters
Therefore, this investigation has been conducted in order to The convective heat transfer coefficient between the gas and
achieve two objectives. The first one is to identify the combine cylinder wall can be obtained from the general heat transfer
effects of compression ratio and steam injection on correlation in terms of a Nusselt number.
performance, combustion and emissions characteristics of The heat transfer correlation is given by [18]:
HCCI engine. The second objective is to determine the
Nu  a Re b Pr c (2)
combine effects of intake pressure and steam injection on
The heat transfer correlation coefficients denoted by a, b and c
HCCI engine.
are taken in Table I.
Isooctane (2,2,4-trimethyl- pentane), a primary reference
Where Nu is the Nusselt number, Re is the Reynolds number
fuel for octane rating in spark ignition engines, has drawn
and Pr is the Prandlt number. These are defined according to:
considerable interest as a model compound for branched
hB wD cp  (3)
alkane components found particularly in gasoline [14], but Nu  ; Re  and Pr 
also those found in diesel [15] and jet fuels [16]. Due to its   
relevance for practical liquid fuels, isooctane has been the 
subject of many experimental and kinetic modeling studies. D is the cylinder diameter; h is defined as a heat transfer
II. MATERIALS AND METHOD coefficient; cp is the specific heat at constant pressure;  is
the thermal conductivity; μ is dynamic viscosity;  is the
A. Overview of simulation software density and w is the average cylinder gas speed given by
The simulation software used in this study is the Woschni Correlation [19].
CHEMKIN [17]. It is a powerful set of software tools for To obtain the average cylinder gas velocity, Woschni
solving complex chemical kinetics problems (Fig.1). It has proposed a correlation that relates the gas velocity to the mean
several models representing simple geometries. These models piston speed and to the pressure rise due to combustion:
are used to test the different reaction mechanisms of
combustion. An internal combustion engine Model has been  ν  VT
used in this study, to simulate the engine combustion behavior w   C11  C12 swirl  S p  C 2 d i (P - Pmotored ) (4)
(Fig. 2). The software includes an extensive library of gas-  S p  Pi Vi
phase kinetics, surface kinetics, gas transport and P is the instantaneous cylinder pressure, P i, Vi, Ti are,
thermodynamic data. The principals required steps of this respectively, the working fluid pressure, volume, and
software are: temperature at some reference state (inlet valve closing or start
 The pre-processing stage: the user is required to of combustion), vswirl is the swirl velocity, Vd is the
create a chemistry set that specifies applicable data. It is here displacement volume, P motored is the motored cylinder pressure
that the kinetic mechanism with each elementary reaction is at the same crank angle as the pressure P.
loaded into a gas-phase kinetics file. The Woschni correlation coefficients denoted by C11, C12 and
 The thermodynamic data file: can then be loaded C2 are the additional parameters required to run the software
from the internal library. Complicated mechanisms with many and they are taken from [19] Table II.
 TABLE I. HEAT TRANSFER CORRELATION COEFFICIENTS [19]
Coefficient Value
Gaz-Phase Thermodynamique Heat transfer Correlation
a 0.035
Reaction Data Base Coefficients b 0.071
c 0.0

TABLE II. THE WOSCHNI CORRELATION COEFFICIENTS [19]

Chemkin Coefficient Value
Interpreter Woschni Correlation C11 2.28
Coefficients C12 0.308
C2 0.324

Chemkin Link
File C. Composition of initial gas mixture
The global combustion reaction of a lean mixture of isooctane
(IC8H18 and water) with air can be expressed as:
 (1 -  ) C8H18   H 2O  12.5(1   ) O 2  3.76 N 2   8  (1 -  )
(5)
Gaz-Phase CO2   (9 - 8 ) H 2O  (1   ) 12.5(1   )O 2  3.76 *12..5(1   ) N 2
Subroutine library
The global combustion reaction of a rich mixture of isooctane
(IC8H18 and water) with air is given by:
 (1   ) C 8 H 18   H 2 O  12.5 (1   ) O2  3.76 N 2   8 (1   ) (6)
Application CO 2  9 (1   )    H 2 O  (  1) (1 -  ) C 8 H 18  12.5 (1   ) N 2
Code
The equivalence ratio is defined by:
mcarb
Fig. 1. Chemkin package working flow diagram
m air
 (7)
 mcarb 
 
 m 
 air  stoe
Where, the denominator corresponds to the stoichiometric ratio
of fuel and air. φ =1 corresponds to a stoichiometric ratio, φ <1
is lean (air excess), and φ >1 is rich (fuel excess).
III. RESULTS AND DISCUSSION
A. Validation
The average cylinder temperatures at five different intake
temperatures (480, 485, 492.5, 497.5, and 510 K) are shown in
Fig. 3. These were compared with numerical results of Yanbin
[20]. In this study, computations were performed using the
CHEMKIN computer code. Yanbin [20] had used the KIVA-
MZ model. Fig. 3 confirms that results show a good agreement
with the Yanbin results. Then, this study was extended to
evaluate, in the first part, the combine effects of CR and steam
injection on performance, combustion and emissions
characteristics of HCCI engine. The second part consists in
numerical evaluation of the performance and emissions for
Fig. 1. An engine cylinder: l : The connecting rod length ; a : the
crank arm radius ; B : the bore; s : the distance between crank axis
combine effect of IP and steam injection on HCCI engine.
and wrist pin axis; L : stroke length ; Vc : The clearance volume;
Vd : the displacement volume; Vt : the cylinder volume; TDC: top
dead center ; BDC: top bottom center
 Tin=480K Lines: Yanbin (2008) 3500 0% H2O
10% H2O

Temperature (K)
Tin=485K Symbols: Present study
1750 CR=20
Average Cylinder Temperature [K]

Tin=492.5K 20% H2O

Tin=497.5K 2500
Tin=510K
1500
1500

1250 500
-50 -25 0 25 50
1000 Crank_rotation_angle (b)
Fig. 3. Effect of steam injection on cylinder temperature for two compression
-20 -10 0 10 20 30 40 ratio: a: CR=15 and b: CR=20
Crank Angle (Degree)

3200 0%H2O

Peak Temperature (K)

Fig. 2. Comparison between the present study and Yambin’result [17] 10%H2O
3000 20%H2O
B. Combine effect of compression ratio and steam injection
on HCCI engine 2800
In this subsection, the performance, emission and combustion
2600
characteristics of HCCI engine at different steam injection and
compression ratios were determined, compared and analyzed. 15 16 17 18 19 20
1. Combustion characteristics Compression ratio
1.1. Cylinder temperature
Fig.4 illustrates the steam injection effect on cylinder Fig. 4. Compression ratio effect on peak cylinder temperature for different
steam injection
temperature for two compression ratio 15 and 20. It can be
seen that the increase of steam injection decreases the cylinder
temperature whatever the compression ratio. This is due to the 0% H2O
cooling water effect. It is found also that for the compression 120
10% H2O
CR=15
Pressure (atm)

ratio equals to 15, the steam ratio injection advanced the 20% H2O
ignition timing. However, for CR= 20, the effect of steam 80
injection on ignition timing becomes neglected.
Fig. 5 presents the peak cylinder temperature with three 40
steam injection for different compression ratios. Comparing the
temperature evolution for 0% and 20% H2O injection, it is 0
shown that the cylinder temperature leads to a maximum -50 -25 0 25 50
decrease equals to 186.881 K with CR=20 and a minimum Crank_rotation_angle (a)
decrease equals to 177.952 K with CR=15, when compared to
gasoline operation (0%H2O). 160 0% H2O
CR=20 10% H2O
1.2. Cylinder pressure
Pressure (atm)

120 20% H2O

Combustion characteristics results such as cylinder pressure
versus crank angle for three steam ratio with two compression 80
ratio 15 and 20 are shown in Fig. 6. At low compression ratio 40
(CR=15), the steam injection advanced significantly the
ignition timing. However, at high CR=20, the steam injection 0
decreases the cylinder pressure, without any effect on ignition -50 -25 0 25 50
timing. Crank_rotation_angle (b)
Fig. 5. Steam injection effect on cylinder pressure for two compression ratios
0% H2O a: CR=15 and b: CR=20
3500
10% H2O
Temperature (K)

CR=15
20% H2O The maximum cylinder pressure evolutions with compression
2500
ratio, at three steam injection ratios are shown in Fig.7.
Compared to gasoline engines (0%H2O), this figure shows that
1500
the cylinder pressure increases slightly from 0 atm at low
compression ratio (CR=15) to 13 atm at higher compression
500
ratio (CR=20).
-50 -25 0 25 50
Crank_rotation_angle
(a)
 0%H2O The indicated torque is given by:
Peak Pressure (atm)
170
10%H2O
150 20%H2O Pi Pi  60
130 Ti   (9)
w 2  N
110
Where
90
Pi: indicated power
14 15 16 17 18 19 20 21 imep: the indicated mean effective pressure [N/m2]
Compression ratio N: engine speed [rpm]
z: 1(for stroke engines), 2(for4 stroke engines)
Fig. 6. Compression ratio effect on pressure for different steam injection
Ve: engine swept volume [m3]
1.3. Ignition timing Ti : engine indicated torque [Nm]
On behalf of engine performance analysis, the determination of w: engine angular speed [l/s]
optimal ignition timing is a key issue of the study. Vd: engine displacement volume [m3]
Fig. 8 depicts the effect of steam injection on ignition imep is a better parameter than torque to compare engines for
timing at different compression ratio obtained from the data design and output because it is independent of engine speed,
presented in Figs. 4 and 6. These results show that the N, and engine size, Vd.
compression ratio effect on HCCI combustion ignition timing 2.1. Indicated power
is non-linear for the three steam ratios. In general, high values Fig.9 represents the evolution of indicated power versus
of compression ratio, results in earlier combustion initiation. compression ratio for three steam ratios. It was observed that
We found also that with a value of compression ratio less than the indicated power decreases with increasing the steam ratio.
15, ignition timing becomes infinite and no combustion occurs. A maximum decrease is 17% at CR=20 and a minimum one is
At high compression ratio, CR= 20, there is no effect of steam 14% at CR=15. Thus to omit the negative steam injection
injection on ignition timing. effect on performance, it is recommended to increase the
2. Performance compression ratio. It is notable that the peak indicated power
for the condition of (10% H2O and CR=18) is approximately
In this subsection, the performance like indicated power, equal to the peak indicted power for ((0% H2O and CR=15).
indicated torque and indicated mean effective pressure (imep)
2.2. Indicated torque
have been numerically simulated and their evolutions have The engine torque evolutions with respect to compression
been plotted versus compression ratio for three steam injection ratio for three steam injection are shown in Fig.10. The engine
ratios (0%; 10% and 20%). torque results are similar to engine power results. It is
The indicated mean effective pressure is given by: observed, that the indicated torque increases slightly with
Pi  z  60
imep  (8) compression ratio. It is found that the indicated torque
Ve  N decreases with the increase of water vapor percentage. This is
due to the cooling steam injection effect. As a solution, to
correct the reduction of the engine performance, an increase in
the compression ratio is required.
8
0% H2O 2.3. Indicated mean effective pressure (imep)
6 10% H2O
20% H2O
Indicated mean effective pressure (imep) is essential to
4 estimate the indicated torque in internal combustion engine; it
2 also provides important information about the mechanical
Ignition Timing

0 efficiency of the engine thermodynamic cycle.

-2

-4
8 0%H2O
Peak Indicated Power

-6 10%H2O
6
-8 20%H2O
4
(kW)

-10
15 16 17 18 19 20
Compression Ratio 2
0
15 16 17 18 19 20
Compression ratio
Fig. 7. Compression ratio effect on Ignition Timing for different water vapor
at 1000 rpm

Fig. 8. Compression ratio effect on peak indicated power for different steam
injection ratios
Fig.11 shows the indicated mean effective pressure evolution 80
with the compression ratios for three steam ratios. It can be delta 0-10

CO Reduction %
seen that imep increases with the compression ratio for all 60 delta 0-20
steam ratio injection. But at a fixed CR, the imep decreases 40
with the percentage of steam injection. 20
3. Emissions characteristics 0
Emission of different exhaust gas species (CO2, and CO) 14 15 16 17 18 19 20 21
with varying steam injection ratio for different compression Compression ratio
ratio is presented in this section.
3.1. Carbon monoxide (CO) Fig. 11. Steam injection effect on CO concentraion for different compression
Carbon monoxide, CO, is emitted as a result of incomplete ratio
combustion of carbon and oxygen under high temperature
25

CO2 Reduction %
inside the cylinder. Fig. 12 shows the steam injection effect on delta 0-10
CO emissions for different compression ratios. Where delta 0- 20
delta 0-20
10 is the CO concentration reduction between (0% H2O and 15
10% H2O) and delta 0-20 is the CO concentration reduction 10
between (0% H2O and 20% H2O). It was found, whatever, the 5
compression ratio, the reduction of CO emissions is about 40% 0
for 10% steam injection and 70% for 20% steam injection. 14 15 16 17 18 19 20 21
Compression ratio
3.2. Carbon dioxide (CO2)
Fig. 13 shows the steam ratio effect on CO2 emissions Fig. 12. Steam injection effect on CO2 concentraion for different compression
versus compression ratio for three steam ratios. It is observed ratio
that the higher is the steam injection ratio the lower are the
CO2 emissions. Therefore, the decrease of the cylinder C. Combine effect of intake pressure and steam injection on
temperature due to the cooling steam effect leads to lower HCCI engine
amount of carbon dioxide. As a conclusion, at any In this subsection, the combine effects of intake pressure and
compression ratio the reduction of CO2 concentration is nearly steam injection on engine performance parameters,
10% for 10% steam injection and 20% for 20% steam combustion and emissions characteristics are checked out.
injection. 1. Combustion characteristics
0%H2O 1.1. Cylinder temperature
80
Peak Indicated
Torque (Nm)

10%H2O The curves of cylinder temperature versus crank angle for

70 20% H2O three steam injections and two intake pressures are plotted in
60 Fig. 14. It is seen that the steam injection decreases the
50 cylinder pressure for the two intake pressure. Compared to
gasoline engine, the cylinder temperature decreases of about
40 190 K at IP=0.9 atm and 199 K at IP=1.5 atm. The steam
14 15 16 17 18 19 20 21 injection effect on ignition timing is manifested only for IP=
Compression ratio 0.9 atm.

Fig. 9. Compression ratio effect on indicated torque for different steam 0 %H2O
Temperature (K)

injection 10 %H2O
2500 0.9 atm 20 %H2O
20 0%H2O
10%H2O
Peak imep (bar)

15 1500
20%H2O
10
5 500
-50 -25 0 25 50
0 Crank_rotation_angle
15 16 17 18 19 20 (a)

Compression ratio

Fig. 10. Compression ratio effect on indicated mean effective pressure for
different steam injection
 3500 0 %H2O 200 0% H2O

Pressure (atm)
Temperature (K)
10 %H2O 1.5 atm 10% H2O
1.5 atm 150
2500 20 %H2O 20% H2O
100
1500 50
500 0
-50 -25 0 25 50 -50 -25 0 25 50
Crank_rotation_angle (b) Crank_rotation_angle (b)
Fig. 13. Steam injection effect on cylinder temperaure for two intake pressure; Fig. 15. Steam injection effect on cylinder pressure for two intake pressure; a:
a: IP=0.9 atm and b: IP=1.5 atm IP=0.9 atm and b: IP=1.5 atm

Fig. 15 shows the peak cylinder temperature versus steam TABLE III. PEAK CYLINDER PRESSURE

injection ratios obtained for three intake pressure cases. It is Steam IP=0.9 IP=1.2 IP=1.5
clearly observed that at fixed steam injection, the peak % (atm) (atm) (atm)
temperature increases with the increase of intake pressure. So, 0 116.3887 156.301 196.6871
the maximum increase of the peak temperature is about 47 K at 5 114.2024 153.3694 192.9702
0% H2O and a minimum increase is around 38 K at 20 %H2O. 10 111.7905 150.1139 188.8348
15 109.169 146.5637 184.3181
1.2. Cylinder pressure 20 106.4118 142.8247 179.5643
Cylinder pressure data analysis is the most effective tool to
analyze engine combustion behavior because cylinder pressure It was observed that the peak cylinder pressure increased
history directly influences power output, combustion significantly with the increase of the intake pressure. The
characteristics and emissions characteristics. Figs.16. describes increase of inlet pressures generating more free radicals that in
the averaged cylinder pressure profiles versus steam injection turn accelerate the chemical reactions. But, increasing the
obtained for two intake pressure. It is observed that the steam steam injection decreases the cylinder pressure due to the
injection decreases the cylinder pressure for the two intake cooling steam injection effect.
pressure. At IP=0.9 atm, the steam injection advanced the
ignition timing, but at IP=1.5, the steam injection has no effect 2. Performance
on ignition timing. In this subsection, performance parameters such as Pi, Ti and
imep results versus steam injection at three intake pressure are
The steam injection effect on peak cylinder pressure obtained
studied.
for the three intake pressure cases are summarized in Table III.
2.1. Indicated power
3160 IP=0.9 atm
Fig. 17 shows the intake pressure effect on indicated power for
Peak Temperature

IP=1.2 atm
IP=1.5 atm
different steam injection. Results showed that the indicated
3060 power leads to a maximum increase of about 3.89% with 0%
H2O and a minimum increase of around 3.27% with 20%H2O.
(K)

2960
2.2. Indicated torque
2860 Fig.18 describes indicated torque variations versus steam
-5 0 5 10 15 20 25 injection for three injection pressures. The indicated torque
Steam injection ratio decreases with steam injection but increases with the intake
pressure. It’s clear that a value of indicated torque for IP=1.5
Fig. 14. Cylinder temperature evolution versus steam injection at three intake atm with 20% H2O is the same value for IP=1.2 atm with 0%
pressures H2O.
IP=0.9 atm
Peak Indicated

120 0% H2O 10 IP=1.2 atm

power (kW)
Pressure (atm)

10% H2O
0.9 atm IP=1.5 atm
90 20% H2O
5
60
30 0
0 -5 5 15 25
-50 -25 0 25 50 Steam injection
Crank_rotation_angle (a) Fig. 16. Indicated power evolution versus steam injection at three intake
pressures
 IP=0.9 atm delta 0-10

CO2 Reduction %
Peak indicated 100 25
torque(Nm) IP=1.2 atm
20 delta 0-20
IP=1.5 atm
15
50
10
5
0 0
0 5 10 15 20 0.8 1.3 1.8
Steam injection Intake pressure (atm)
Fig. 17. Indicated torque evolutions versus steam injection for three intake Fig. 20. Steam injection effect on CO2 emission for different intake pressure
pressures
CONCLUSION
2.3. Indicated mean effective pressure (imep) The combined effect of increasing inlet air pressure (or
Fig.19 describes the imep variations versus steam injection for compression ratio) and steam injection on engine
three intake pressures. The simulated results depict an increase performance, combustion and emission characteristics have
of imep with the increase of intake pressure. A maximum been carried out. Combustion simulations of the mixture
increase is about 7.95 bar at 0% H2O and a minimum increase (isooctane and water) with air in an internal combustion engine
is around 6.67 bar at 20% H2O. It can be seen that the same have been performed. The following conclusions can be drawn
imep value is found for (IP=1.5 atm with 20% H2O) and for from the analysis of the results obtained during the
(IP=1.2atm with 0% H2O). So to correct to reduction of imep investigation:
due to the steam injection, it is suggested to increase the intake  Combustion characteristics show an advancing in the
pressure. ignition timing, decrease in the burn duration and
3. Emissions characteristics increase in the temperature and the pressure with the
increase in the compression ratio.
Figs. 20 and 21 show the evolution of carbon monoxide and
 Increasing the compression ratio leads to the decrease
carbon dioxide for combine effects of increasing inlet air
of CO2 concentration and the increase of CO
pressure and steam injection. It can be seen that whatever is
concentration, it is may be due to the dissociation of
the intake pressure, the reduction of CO and CO2 is almost
CO2 at high combustion temperature as a result of
40% and 10% respectively for 10% of steam injection and
increasing compression ratio.
70% and 20%, respectively for 20% of steam injection.
 The injection of water vapor in HCCI engine
25 IP=0.9 atm decreases its power, torque and imep. This decrease is
Peak imep (bar)

20 IP=1.2 atm strongly depends on stream ratio amount.

15
IP=1.5 atm  The water vapor injection decreases considerably the
10 emissions species.
 Whatever is the intake pressure (or compression
5
ration), the CO reduction is almost 40% for 10% of
0 steam injection and 70% for 20% of steam injection.
0 5 10 15 20  At any intake pressure (or compression ratio) the CO2
Steam injection reduction is about 10% for 10% of steam injection
and 20% for 20% of steam injection.
Fig. 18. Peak imep evolution versus steam injection at three intake pressures
 Increasing injection pressure, indicated power is
increased about 32.45% at 0% H2O and 27.25% at
80 delta 0-10
20% H2O, CO2 increased and CO decreased.
CO Reduction %

delta 0-20
60  From our test findings it is recommended for the
engine constructor to use together a CR=18 and 10%
40
steam injection provided better result on emission
20 reductions without loss on engine performance.
0  If the engine is exist and we want to injected water
0.8 1.3 1.8 vapor, it is suggested to increase the intake pressure.
Intake pressure (atm) In this study, we pick out a suitable choice of a
combine usage of IP = 1.5 atm with 20% steam
Fig. 19. Steam injection effect on CO emission for different intake pressure injection in terms of performance and emission
characteristics.

Finally, combined effect of compression ratio (or intake

pressure) and steam injection is more beneficial way to
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