Sae Technical Paper Series: Yan Zhang, Hui Xie, Nenghui Zhou, Tao Chen and Hua Zhao

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SAE TECHNICAL
PAPER SERIES
2007-01-0199
Study of SI-HCCI-SI Transition on a Port Fuel
Injection Engine Equipped with 4VVAS
Yan Zhang, Hui Xie, Nenghui Zhou, Tao Chen and Hua Zhao
State Key Laboratory of Engines, Tianjin University
Reprinted From: Homogeneous Charge Compression Ignition Engines, 2007
(SP-2100)
2007 World Congress
Detroit, Michigan
April 16-19, 2007
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Printed in USA
2007-01-0199
Study of SI-HCCI-SI Transition on a Port Fuel Injection Engine
Equipped with 4VVAS
Yan Zhang, Hui Xie
1
, Nenghui Zhou, Tao Chen and Hua Zhao
2
State Key Laboratory of Engines, Tianjin University
Copyright 2007 SAE International

1
Corresponding author.
2
Visiting Professor at SKLE and Professor at Brunel University, UK.
ABSTRACT
A strategy to actualize the dual-mode (SI mode and
HCCI mode) operation of gasoline engine was
investigated. The 4VVAS (4 variable valve actuating
system), capable of independently controlling the intake
and exhaust valve lifts and timings, was incorporated
into a specially designed cylinder head for a single
cylinder research engine and a 4VVAS-HCCI gasoline
engine test bench was established. The experimental
research was carried out to study the dynamic control
strategies for transitions between HCCI and SI modes
on the HCCI operating boundaries.
Results show that equipped with the 4VVAS cylinder
head, the engine can be operated in HCCI or SI mode to
meet the demands of different operating conditions.
4VVAS enables the rapid and effective control over the
in-cylinder residual gas, and therefore dynamic
transitions between HCCI and SI can be stably achieved.
It is easier to achieve transition from HCCI to SI than
reversely due to the influence of thermo-inertia. Two
major approaches can be applied to controlling the
HCCI-SI transitions, which are the dynamic
management of residual gas and the design of hybrid
heat release rate curve.
INTRODUCTION
Homogeneous Charge Compression Ignition (HCCI) has
been recognized as a potential technology for future
automotive engines, to observe the increasing strict
emission regulations and to meet the demand of high
fuel consumption efficiency.
The modern HCCI combustion engines date back to the
late 1970s, when HCCI combustion was first realized in
the conventional ported two-stroke gasoline engines[1,2]
for improved part-load engine performance and lower
exhaust emissions. Since then a lot of research effort
has been made to understand the HCCI combustion
characteristics and develop corresponding control
techniques, on which this new concept thrives.
Although it is a focus of recent research to extend its
operating range in terms of speed and load with HCCI
combustion, HCCI is still found limited in that in-cylinder
deflagration, resulted from extremely high burning rate,
might occur at insufficiently diluted high loads. Besides,
even though it is possible to run the whole driving cycles
in HCCI mode with certain extension, higher outputs are
demanded to enhance the drivability of the HCCI
vehicles in all driving conditions. Therefore, the research
on rapid transitions between HCCI and SI mode on the
boundary of the HCCI regime becomes a key to availing
the application of product HCCI engines in the future. It
is even more challenging to achieve the required level of
control during transient engine operation when the
charge temperature has to be correctly matched to the
operating condition during rapid transients with a high
repeatability as the speed and load are changing.
Transient responses for various means of HCCI control
such as variable compression ratio and variable valve
timing must be carefully examined to achieve seamless
transition [3].
The exhaust gas recirculation(EGR), obtained by
trapping residual gases inside the cylinder is supposed
to have the potential to enable fast and smooth transition
from SI to HCCI to SI, and to provide, in the certain
range, control for the HCCI combustion [4].
Based on the understanding of the above problems, a
cylinder head [5], with intake and exhaust valves that are
continuously variable in lifts and timings, was developed
from the BMW mass produced engines. As a result,
transitions between HCCI and SI, as well as extensions
of HCCI operating range, were achieved through the
dynamic management of in-cylinder fresh charge and
trapped residuals.
1.Engine
The engine employed in this research was a single
cylinder, 4 stroke research engine equipped with 4VVA
system. The photograph of the engine is shown in
Figure 1. The 4VVAS, a special cylinder head newly
designed by SKLE, was mounted to the original cylinder
and base of a Ricardo Hydra single cylinder research
engine. The engine profile and specifications are shown
in Figure 1 and Table 1 respectively.
Figure 1 Single-cylinder research engine with the
4VVA system
Table 1 Engine specifications
Bore`Stroke 86mm`86mm
Swept volume 0.5L
Compression ratio 10.66
Combustion chamber Pent roof / 4 valves
DOHC
Valve control 4VVA system
Fuel injection Port fueled
Fuel Standard gasoline
(93 RON)
Equivalence air/fuel ratio Stoichiometric
Intake temperature 25
Inlet pressure Naturally aspirated
Throttle WOT
2. 4VVA System
In the original BMW cam systems, only three control
variables are available, including intake valve phasing,
intake valve lift and exhaust valve phasing. As a result, it
is difficult to properly control the required amount of hot
residual gas through negative valve overlap without the
assistance of the exhaust valve lift regulation. Therefore,
a new 4VVAS system has been developed, the concept
of which is presented in literature [6] and the major
components are shown in Figure 2. 4VVAS involves 2
sets of valve systems and each is composed of a Vanos
system and a Valvetronics system. 4VVAS is coupled to
the specially designed cylinder head. It features special
oil galleries and mounting points for both the VVT
(Vanos) and VVL (Valvetronics) systems. As is shown in
Figure 3, continuous variation in lift profiles can be
obtained from a minimum of 0.3mm to a maximum of
9.5mm and positions of peaks are variable by the range
of 60CA close to the original phase.
Figure 2 Mass produced VVA parts
-300 -200 -100 0 100 200 300
0
2
4
6
8
10
Inlet
0u: xhuu_
TDC
\\T uu_:b0C^
L
i
f
t

(
m
m
)
Crank Angle (deg)
\\T uu_:b0C^
Exhaust
Figure 3 Valve lift profiles of the 4VVA system
EXPERIMENTAL SET-UP
3. Experimental system
Figure 4 demonstrates the experimental system, with the
control sub-system and the data acquisition sub-system
developed by SKLE. A layered-pattern technique is
adopted for engine management. The control sub-
system is composed of an operating unitan EFI ECU
and a 4VVAS ECU. The EFI ECU is mainly responsible
for the control of fuel injection, ignition and A/F ratio, and
the 4VVAS ECU is employed for the control of intake
valve timing, intake valve lifting, exhaust valve timing
and exhaust valve lifting according the command of the
operating unit. Besides, there were two PCs, one
carrying out transient combustion analysis and the other
fulfilling the 4VVAS monitoring and calibration. In both
HCCI and SI modes, the throttle is kept wide-open
during the experiments.
The engine is coupled directly to a 30 kW AC electric
dynamometer. An ETAS linear oxygen sensor with an
accuracy of 1.5% was mounted in the engine exhaust
pipe to measure the global lambda. In-cylinder pressure
is measured with a Kistler 6125B piezoelectric
transducer and a Kistler 5011B charge amplifier.
Cylinder pressure is calculated through averaging the
cylinder pressures of 100 consecutive cycles. The
amount of airflow is measured by a vortex flow meter
with an accuracy of 1%.
During each experiment, the coolant and oil
temperatures are strictly maintained at 801C and
551C to eliminate their effects on HCCI/SI combustion
in all the experiments. The injector, which was
manufactured by Delphi Corporation, had four split holes
to achieve better atomization. The fuel used is ordinary
93# gasoline in the market. And it is introduced by Port-
Fuel-Injection at a constant pressure differential by 2.9
bars.
RESULTS AND DISCUSSION
TRANSITIONS BETWEEN HCCI MODE AND SI MODE
Quite in contrast to practical vehicle engines, current
HCCI engine is characterized by a narrow operating
range. At the HCCI operating boundaries where either
unstable combustion or deflagration occurs and also in
the regions where HCCI can not be achieved, it is
necessary to switch the operation into the conventional
SI mode for successive and steady power output. Since
it is only through fulfilling all the required transition points
that an engine is able to run in all operating conditions,
this paper attempts to investigate in details the transition
methods at the representative points on the HCCI
operating boundaries.
3 operating points, as shown in Figure 5, are carefully
selected to investigate the inter-mode transitions:
1) n = 1000 rpm and IMEP net = 2.3 bar ( located on
the low-speed-low-load boundary )
the low/medium-speed-high-load boundary )
Figure 4 Schematic of the test setup
the high-speed-high-load boundary )
1000 2000 3000 4000
1.0
1.5
2.0
2.5
3.0
3.5
SI
HCCI
TesI poinI 2
TesI poinI 3
I
I
E
P

(

b
a
r

)
Speed (r/min)
TesI poinI l
Figure 5 Test points selected for mode transitions
HCCI SI MODE TRANSITION
Transition from HCCI to SI at test point 1 is presented in
Figure 6. Data are obtained from 100 successive engine
cycles and transition occurs between cycle 26 and cycle
33. It is found that IMEP remains unchanged before and
after the transition takes place, with slight fluctuations
during the transition process. With WOT maintained,
ISFC still rises a little after the operation shifts into SI
mode, due to the increase in pumping loss which is
represented by the Pumping Mean Effective Pressure
(PMEP) reduction in the figure.
Variations in in-cylinder pressure from cycle 26 to cycle
33 and the corresponding variations in the Mass
Fraction Burned (MFB) of the combustion process are
also shown in Figure 6. It is noticed that, with 4VVAS
controlling the valve parameters, the amount of in-
cylinder residuals gradually decreases (indicated by the
reduced peak pressure around TDC in the gas
exchange process) and step-by-step transition into SI
mode takes place (when the first derivative is reduced),
no misfire within the entire process.
0 20 40 60 80 100
-1
0
1
2
3
4
5
250
300
350
400
450
500
PMEP
ISFC
Lambda
I
S
F
C

(
g
/
k
w
h
)
P
M
E
P
(
b
a
r
)

,

L
a
m
b
d
a
,

I
M
E
P
(
b
a
r
)
Cycle
IMEP
HCCI SI
cycle 26~33
-100 0 100 200 300 400
0
5
10
15
20
25
30
35
-40 -20 0 20 40 60
0
20
40
60
80
100
30
M
F
B

(
%
)
Crank Angle (deg ATDC)
26
29
27
28
P
r
e
s
s
u
r
e

(
b
a
r
)
Cycle 26~33
26
Figure 6 HCCI-SI mode transitions at 1000rpm IMEP
2.3bar
HCCI-SI transitions at the second and the third test
points, which show similar trends to that at test point 1,
are shown in Figure 7 and Figure 8 respectively.
However, at relatively high speeds, more cycles are
demanded for the transitions and increasing numbers of
deteriorated cycles are observed, which can be
explained in the following two aspects:
(1) The initial conditions (e.g. residual gas temperature)
and the boundary conditions (e.g. cylinder wall
temperature) of the combustion vary as transition
proceeds. It appears that the transition process is
longer at high speeds when time is measured in
engine cycles. Since SI is comparatively insensitive
to initial and boundary conditions, such
phenomenon is not obviously observed. However,
in the following section dealing with SI-HCCI
transitions, it is quite notable that the transition
process occupies more engine cycles as engine
speed increases.
(2) HCCI combustion is different from SI combustion,
especially in that it requires a RGF of approximately
40%~80% to heat the fresh charge and realize
auto-ignition, while the RGF for conventional SI
combustion should not be over 15%, or it will lead to misfire. Thus there is a RGF gap between the two
0 20 40 60 80 100
-1
0
1
2
3
4
5
150
200
250
300
350
400
450
500
PMEP
ISFC
Lambda
I
S
F
C

(
g
/
k
w
h
)
P
M
E
P
(
b
a
r
)

,

L
a
m
b
d
a
,

I
M
E
P
(
b
a
r
)
Cycle
IMEP
HCCI SI
cycle 47~51
-100 0 100 200 300 400
0
5
10
15
20
25
30
35
40
-40 -20 0 20 40 60
0
20
40
60
80
100
50 51
48
47
HCCI
M
F
B

(
%
)
49
SI
P
r
e
s
s
u
r
e

(
b
a
r
)
Cycle 47~51
49
Figure 10 SI-HCCI transitions at 3000rpm IMEP
2.0bar
0 20 40 60 80 100
-1
0
1
2
3
4
5
240
260
280
300
320
340
360
380
400
PMEP
ISFC
Lambda
I
S
F
C

(
g
/
k
w
h
)
P
M
E
P
(
b
a
r
)

,

L
a
m
b
d
a
,

I
M
E
P
(
b
a
r
)
Cycle
IMEP
HCCI SI
cycle 16~21
-100 0 100 200 300 400
0
5
10
15
20
25
30
35
40
-20 0 20 40 60
0
20
40
60
80
100
HCCI
M
F
B

(
%
)
21
SI
P
r
e
s
s
u
r
e

(
b
a
r
)
Cycle 19~25
21
Figure 9 SI-HCCI transitions at 1500rpm IMEP
3.0bar
Figure 7 HCCI-SI mode transitions at 1500rpm
IMEP 3.0bar
0 20 40 60 80 100
-1
0
1
2
3
4
5
240
260
280
300
320
340
360
380
400
PMEP
ISFC
Lambda
I
S
F
C

(
g
/
k
w
h
)
P
M
E
P
(
b
a
r
)

,

L
a
m
b
d
a
,

I
M
E
P
(
b
a
r
)
Cycle
IMEP
HCCI SI
cycle 19~24
-100 0 100 200 300 400
0
5
10
15
20
25
30
35
40
-40 -20 0 20 40 60
0
20
40
60
80
100
M
F
B

(
%
)
19
20
22
23
24
21
P
r
e
s
s
u
r
e

(
b
a
r
)
Cycle 19~24
19
0 20 40 60 80 100
-1
0
1
2
3
4
5
250
300
350
400
450
500
PMEP
ISFC
Lambda
I
S
F
C

(
g
/
k
w
h
)
P
M
E
P
(
b
a
r
)

,

L
a
m
b
d
a
,

I
M
E
P
(
b
a
r
)
Cycle
IMEP
HCCI SI
cycle 27~40
-100 0 100 200 300 400
0
5
10
15
20
25
30
-20 0 20 40 60
0
20
40
60
80
100
M
F
B

(
%
)
29
27
33
31
P
r
e
s
s
u
r
e

(
b
a
r
)
Cycle 27~40
27
Figure 8 HCCI-SI mode transitions at
3000rpm IMEP 2.0bar
combustion modes. Probably, the RGF falls into the
gap as it is decreased to obtain transition from
HCCI to SI, resulting in deteriorated combustion or
even misfire in certain cycles. In order to achieve
smoother transitions, attempts should be made to
avoid the RGF gap; otherwise, the spark energy
should be increased in these cycles to offer better
ignition and combustion assistance.
SI HCCI MODE TRANSITION
SI-HCCI transitions at test point 2 and 3 are shown in
Figure 9 and 10 respectively, and it is found that
especially at high engine speeds, it might take several
HCCI cycles, sometimes even tens of HCCI cycles, to
achieve stable IMEP after the mode transition. Also at
high speeds, judging from the different MFB curves in
Figure 10, advanced ignition and deflagration occur in
the first cycle of HCCI right after the transition from SI.
The differences between the combustion characteristics
of SI and HCCI account for these phenomena. In SI
mode, the combustion of the current cycle is relatively
independent of the conditions of the preceding cycle.
However, in HCCI mode, combustion relies on the
trapped residuals as means to enable auto-ignition, and
thus there is significant dependence of the current cycle
behavior on the preceding one. In the first HCCI cycle
after the transition, high temperature remains on the
cylinder wall and in the combustion chamber, leading to
early auto-ignition. The HCCI ignition timing is further
advanced by the hot trapped residuals of the preceding
SI cycle. In order to hold back the ignition timing, it is
necessary to precisely control the fuel-injection and
spark timing and one potential method is to provide
ultra-lean mixture (e.g. to significantly reduce the
amount of fuel injected [7]) in this cycle. And results of
this method will be presented in future papers.
HYBRID HEAT RELEASE CONTROL DURING MODE
TRANSITIONS
Generally, cycles number for transitions exist as long as
the mode transition is not done within a short period (i.e.
one cycle), whether from SI to HCCI or reversely. During
these cycles, the MFB curve, shown in Figure 11, is
typical of a smaller slope in the front part (from S to T)
and a lager slope (from T to H) that follows, with the
inflexion T, which is corresponding to the combustion
process. In fact, each cycle during the mode transition is
composed of both HCCI and SI combustions. At the very
beginning, SI combustion occurs with a low heat release
rate, resulting in the small slope between S and T. Then
HCCI combustion takes place when auto-ignition
conditions are achieved through the compressive effect
of the expanding burn mixture, leading to the large slope
between T and H. As SI combustion dwindles (line ST
shortens) and HCCI combustion increases (line TH
extends) in these cycles, the SI-HCCI transition, namely
the movement of T from S to H, is achieved. Similarly,
the HCCI-SI transition can be regarded as the process
when T moves from H to S in the MFB curve.
-20 0 20 40 60
0
20
40
60
80
100
HCCI combustion
(auto-ignition at multi points)
Inflexion
(dividing SI and HCCI combustion,
representing the progress
of the mode transition process)
SI combustion
(flame propagation)
H
T
M
F
B

(
%
)
S
Figure 11 MFB in transition process
Thus it can be seen that it plays an important part in the
combustion mode transition processes to control the
position of T in the MFB curve, and here two related
parameters are studied, which are spark timing and RGF
respectively.
1) EFFECTS OF SPARK TIMING ON T POSITON
As is shown in Figure 12, T position retards as spark
timing delays until the latter reaches 10CA BTDC, after
which T position coincides with that in compression
ignition without the assistance of spark plug and the
influence of spark timing can be neglected. Therefore, it
can be found out that spark ignition functions only before
HCCI combustion occurs.
-15 -10 -5 0 5 10 15 20
0.0
0.2
0.4
0.6
0.8
1.0
\o Sul
!0 bTDC
?0 bTDC
M
F
B

(
%
)
Sul T`mù_
+0 bTDC
30 bTDC
Figure 12 Effects of Spark timing on T position
2) EFFECTS OF RGF ON T POSITON
MFB curves of several continuous cycles during
mode transition processes are shown in Figure 13.
In Figure 13a, the influence of relatively low RGF
on MFB is illustrated. In such cases, combustion is
still dominated by spark ignition and flame
propagation, and as RGF increases within this
region, T moves downwards. However, when RGF is high enough to fall into the RGF gap,
-20 0 20 40 60
0.0
0.2
0.4
0.6
0.8
1.0
21%
17%
12%
8%
M
F
B

(
%
)
Cuul û_' ^TDC)
u)
k0l 0u
RGF = 4%
-20 0 20 40 60
0.0
0.2
0.4
0.6
0.8
1.0
40%
38%
36%
34%
32%
30%
M
F
B

(
%
)
Cuul û_' ^TDC)
|)
RGF=26%
Figure 13 Effects of RGF on T position
0 1 2 3 4 5 6 7 8 9 10
0
10
20
30
40
50
0
5
0 1 2 3 4 5 6 7 8 9 10
0
20
40
60
80
100
-2
0
2
4
6
0
2
4
-5
0
5
10
15
20
25
30
p
r
e
s
s
u
r
e

(
b
a
r
)
H
R
R
(
J
/
C
A
D
)
Hybrid Mode
V
a
l
v
e

L
i
f
t

(
m
m
)
SI HCCI
I
M
E
P

(
b
a
r
)
d

m
u
x
|
u
C
^
D
C
A
5
0
Figure 14 HCCI to SI mode transition process
0 1 2 3 4 5 6 7 8
0
10
20
30
40
50
0
5
10
0 1 2 3 4 5 6 7 8
0
20
40
60
80
-2
0
2
4
6
0
2
4
0
4
8
12
16
20
24
28
p
r
e
s
s
u
r
e
(
b
a
r
)
H
R
R

(
J
/
C
A
D
)
Hybrid Mode
V
a
l
v
e

l
i
f
t
(
m
m
)
SI HCCI
I
M
E
P
(
b
a
r
)
d

m
u
x
|
u
C
^
D
C
A
5
0
Figure 15 SI to HCCI mode transition process
combustion extremely deteriorates with misfire
cycles. If RGF further increases, as shown in
Figure 13b, HCCI combustion gradually becomes
dominant, and with higher and higher RGF, T
keeps on descending until it reaches point S,
when the SI-HCCI transition is completed and
stable HCCI is achieved.
In general, two methods are available to control the
mode transition processes: dynamically manage the
residual gas and designing a hybrid heat release model.
The model set-up of HCCI combustion is presented in
literature [8] and modeling of the mode transition
process is in progress. Dynamic control based on this
new model is definitely a promising technique to achieve
seamless mode transition.
Examples of successful HCCI to SI and SI to HCCI
transitions are shown in Figure 14 and 15 respectively.
IMEP and its fluctuation (
IMEP
) are employed to
indicate the stability of the transition process. It is noted
that steady transition can be achieved when combustion
is in hybrid mode. Experiment results show that from
HCCI to SI mode transition,
IMEP
is less than 0.2bar,
and, from SI to HCCI mode transition,
IMEP
is less than
0.3bar.
CONCLUSIONS
Experiments were carried out on a 4VVAS-HCCI test
bench to investigate the transitions between HCCI and
SI in detail. Conclusions are drawn as follows:
1. With 4VVAS implemented on the engine cylinder
head, mode transitions between SI and HCCI
have been achieved at the HCCI operating
boundaries through the rapid and dynamical
management of RGF.
2. A RGF gap exists, within which combustion
deteriorates and misfire occasionally occurs.
Smooth transition can be obtained when this gap
is avoided.
3. Transition from SI to HCCI is harder to achieve
than that from HCCI to SI. This is because only
RGF management is required in the latter
situation while in the former, the influence of
thermo-inertia should also be considered.
4. The control of mode transition processes has
been realized through either the dynamic
management of RGF or the design of hybrid heat
release rate curve.
RECOMMENDATIONS FOR FUTURE WORK
At the time of writing, researches on in-cylinder
combustion sensing method (e.g. the ion-current
sensing-based feedback closed loop control technology)
to judge transition area between SI and HCCI and
adaptive algorithm in mode transition process are
underway in SKLE. According to the current results
obtained from the research on gasoline HCCI
combustion in SKLE, series of problems have been
solved on the whole, including the control of ignition and
combustion phasing, the expansion of HCCI operating
range and HCCI-SI mode transition. Therefore, a
technology of combustion feedback is demanded for
multi-cylinder HCCI vehicle engine. Once this
technology is developed, the application of HCCI engine
on vehicles can be expected soon.
ACKNOWLEDGMENTS
The study is a part of the State Key Project of
Fundamental Research Plan (Grant Number:
2001CB209204) supported by Ministry of Science and
Technology of China and National Science Fund Project
(Grant Number: 50476064) supported by National
Science Fund Committee of China.
REFERENCES
1. Onishi S., Hong Jo S., Shoda K., et al, Active
Thermo-Atmosphere Combustion (ATAC)A New
Combustion Process for Internal Combustion
Engines, SAE Paper 790501.
2. Noguchi M., Tanaka Y., Tanaka T., et al, A Study
on Gasoline Engine Combustion by Observation of
Intermediate Reactive Products during Combustion,
SAE Paper 790840.
3. Zhao, F., Asmus, T.W., Assanis, D.N., Dec, J.E.,
Eng, J.A., Najt, P.M., Homogeneous Charge
Compression Ignition (HCCI) Engines, Key
Research and Development Issues, SAE
Publication PT-94, Soc. of Automotive Engineers,
2003.
4. Koopmans L., Strm H., Lundgren S., Backlund O.
et al, Demonstrating a SI-HCCI-SI Mode Change on
a Volvo 5-Cylinder Electronic Valve Control Engine,
SAE Paper 2003-01-0753.
5. Xie H., Hu S., Zhang Y., et al, A Highly Economical
Ultra-low-emissions-producing Hybrid-mode HCCI
Engine Equipped with 4VVAS, Chinese Patent No:
200610013415.8.
6. Xie H., Hou S., Qin J., Zhang Y., et al, Control
Strategies for Steady and Transient Operation of a
4-Stroke Gasoline Engine with CAI Combustion
using a 4-Variable Valve Actuating System (4VVAS),
SAE Paper 2006-01-1083.
7. Santoso H., Matthews J., Cheng W., Managing
SI/HCCI Dual-Mode Engine Operation, SAE Paper
2005-01-0162.
8. Qin J., Xie H., Zhang Y., et al, A Combustion Heat
Release Correlation for CAI Combustion Simulation
in 4-Stroke Gasoline Engines, SAE Paper 2005-01-
0183.
Dr. Hui Xie
State Key Laboratory of Engine,
Tianjin University,
P.R. China
Email: XieHui@tju.edu.cn
ABBREVIATIONS
4VVAS 4 Variable Valve Actuating System
AC Alternating Current
ATDC After Top Dead Centre
BTDC Before Top Dead Centre
CA Crank Angle
DOHC Double Over Head Camshaft
EFI Electronic Fuel Injection
EGR Exhaust Gas Recirculation
EVP Exhaust Valve Phasing
HCCI Homogeneous Charge Compression Ignition
HRR Heat Release Rate
IMEP Indicated Mean Effective Pressure
ISFC Indicated Specific Fuel Consumption
IVP Inlet Valve Phasing
MFB Mass Fraction Burned
PMEP Pumping Mean Effective Pressure
RGF Residual Gas Fraction
SI Spark Ignition
TDC Top Dead Centre
VVT Variable Valve Timing
VVL Variable Valve Lift
WOT Wide Open Throttle
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