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AND INTERNATIONAL COPYRIGHT It may not be reproduced, stored in a retrieval system, distributed or transmitted, in whole or in part, in any form or by any means. Downloaded from SAE International by Brought to by the J. Robert Van Pelt Library / Michigan Technological Univ. , Thursday, January 24, 2013 05:33:03 PM

JSAE 20077106 SAE 2007-01-2038

Effect of Ethanol on the HCCI Combustion

Kohtaro Hashimoto
Honda R & D Co., Ltd.
Copyright 2007 Society of Automotive Engineers of Japan, Inc. and Copyright 2007 SAE International

ABSTRACT
Bio-ethanol is one of the most promising alternative fuels for vehicles. It is important for the spread of bioethanol to investigate its ignition quality and its optimum combustion procedure. It is particularly important for the application of bio-ethanol to a homogeneous-charge compression ignition (HCCI) engine to investigate the HCCI combustion characteristics of ethanol. In this study, the inhibiting effects of ethanol on the HCCI combustion of heptane were investigated by using a rapid compression machine (RCM) under various conditions. The results indicate that ethanol effectively retarded the hot ignition period of HCCI combustion due to its effective retardation of the cool flame period. The hot ignition peak period for 30 wt% ethanol/70 wt% heptane was more delayed than that of PRF having an octane number of 60 under the =0.4 condition. In addition, the hot ignition peak period for 50 wt% ethanol/50 wt% heptane was more delayed than that of PRF having an octane number of 80. Furthermore, the effects of diethyl ether, which can be produced from ethanol, on HCCI combustion were investigated by using RCM. Diethyl ether had significantly high ignition quality, suggesting that HCCI combustion control with ethanol and diethyl ether would be effective.

It is important for the further application of bioethanol to utilize such characteristics as its low ignition quality for a new combustion method like homogeneous charge compression ignition (HCCI) [2]. As the most important issue of HCCI engine is its difficulty to control the ignition, it is necessary for the application of bio-ethanol to an HCCI engine to investigate the HCCI characteristics of ethanol under various conditions. Also, diethyl ether, which is easily produced from ethanol by using an acid catalyst, has high ignition quality, and HCCI control can be achieved by using ethanol and diethyl ether produced onboard. Thus, it is important for HCCI control with ethanol and diethyl ether to investigate the ignition quality of a diethyl ether/ethanol mixture. On the other hand, few studies on the effect of ethanol and diethyl ether on HCCI combustion have been presented [3]. The objective of this study is to obtain basic information about the effect of ethanol on HCCI combustion in order to be able to control HCCI combustion by using ethanol. The inhibiting effects of ethanol on the HCCI combustion of heptane were investigated in this study by using a rapid compression machine (RCM). The effect of diethyl ether on the HCCI combustion of ethanol was also investigated for HCCI combustion control using diethyl ether and ethanol.

INTRODUCTION
A sustainable energy system such as that provided by bio-fuel should be established to satisfy the COP3 requirements and to confer energy security. Bioethanol is one of the most promising bio-fuels for vehicles because it can be easily produced from such biomass as sugar, starch and cellulose, and because it is suitable for a spark-ignition (SI) engine due to its high octane number and fairly low boiling point. The research and development of SI engines for ethanol fuel have been presented, and flexible fuel vehicles which can use both ethanol and gasoline, pure or mixed in any proportions, have been commercialized in Brazil and the United States. Nakata et al. have presented a study of an ethanolfueled SI engine having high torque and thermal efficiency [1].

EXPERIMENTS
EXPERIMENTAL APPARATUS The HCCI combustion experiments were conducted with a rapid compression machine as shown in Figure 1. This machine was designed according to the description presented by Murase et al [4]. It consists of a driving air reservoir, a cam-driving piston, a cam, a compression piston, a compression cylinder, and a combustion chamber head. Compressed air is introduced into the driving air reservoir. The camdriving piston is pushed by this air when a signal from the control panel opens six solenoid valves. The cam is mounted on a linear roller rail and connected to the driving piston with a push rod. The compression piston is pushed upwards by the rod following the cam which reproduces the compression stroke of a reciprocating engine. Cooling water is introduced into the pancake-shaped cylinder head compression

-1988-

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cylinder block to keep the wall temperature constant. The stroke of the compression piston is 80 mm and the compression ratio can be varied. The combustion chamber is a cylinder of 80 mm in diameter and volume of 402 cm3.
Pressure Transducer Combustion Chamber Compression Piston

line). Figure 2 (b) shows the temporal differential profiles of the pressure rise for heptane, in which the cool flame peak and hot ignition peak can be clearly seen. The differential profiles of the pressure rise for each fuel enable the time of the maximum pressure rise ratio at the cool flame (cool flame peak period), cool flame pressure rise (integral of the temporal differential profiles during a cool flame), and the time of the maximum pressure rise ratio (hot ignition peak period) during hot ignition to be obtained.

Compression Cylinder

Driving Air Reservoir

6 5 Pressure (MPa) 4 3 2 1 0 40 45 50 Time (ms) 55 60

Driving Cylinder

2.0 1.5 1.0 0.5 0.0

Figure 1 Rapid Compression Machine

FUELS Different mixtures of ethanol and heptane were prepared to investigate the effect of ethanol on HCCI combustion by RCM experiments. Mixtures of diethyl ether and ethanol were also prepared to investigate the effect of diethyl ether on auto-ignition under HCCI combustion conditions. The primary reference fuel (PRF, a mixture of heptane and iso-octane) having various octane numbers was also used under each experimental condition, and toluene/heptane mixtures were used to compare the inhibiting effects because toluene is the typical high-octane component in gasoline. EXPERIMENTAL PROCEDURE The experimental conditions to investigate the effect of ethanol on HCCI combustion are shown in Table 1. The RCM combustion chamber was evacuated by using a vacuum pump before the fuel mixture was injected by a syringe. Five minutes after this fuel injection, heated air was introduced to the combustion chamber to set the pressure to the atmospheric level. Another 5 minutes later, the air/fuel mixture was compressed. The pressure in the combustion chamber was measured by a pressure transducer located at the center of the cylinder head and recorded on a PC. Figure 2 (a) shows pressuretime profiles of the heptane/air mixture (0.3 equivalent ratio; ) and compressed air. The difference in pressure between the fuel/air mixture compression and air-only compression is considered to represent the pressure rise by oxidative heat release (dashed
Table 1 Experimental Condition of RCM Experiments

1.8 1.6 1.4 1.2 1 0.8 0.6 0.4 0.2 0 -0.2 -0.4 40 45

(b)

dp/dt (MPa/ms)

50 Time (ms)

55

60

Figure 2 (a) The pressure time profiles of the heptane / air mixture ( :0.3) , and difference in pressure (dashed line) (b) Temporal differential profiles of the pressure rise of heptane combustion C.R.: 13.9, Initial Temperature: 40

RESULTS AND DISCUSSION

EFFECT OF ETHANOL ON HOMOGENEOUSCHARGE COMPRESSION IGNITION The APPENDIX shows the experimental results from HCCI combustion of the ethanol-mixed fuel under all the experimental conditions used in this study. The standard deviation of cool flame peak period or hot flame peak period of heptane combustion from day to day was less than 0.5ms. The analysis was initially focused on the result obtained for a compression ratio of 13.9, =0.4, and initial temperature of 40. Figure 3 shows the effect of adding ethanol to heptane on the hot ignition peak period for HCCI combustion with the RCM. The results are compared with those for PRF and show that ethanol retarded the hot ignition of HCCI combustion. The hot ignition peak period for the 20 wt% ethanol fuel was same as that for PRF having an

Compression Ratio (C.R.) 12.1, 13.9, 16.1 40, 50 (C.R.:12.1) Initial Temperature 30 (C.R.:16.1) Equivalent Ratio () 0.3, 0.4

-1989-

Pressure (MPa)

Cam Roller Rail

Compression Solenoid Valves Rod Cam Driving Piston Push Rod

(a)
Air heptane =0.3 Difference

3.0 2.5

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60 58 Hot Ignition Period (ms) 56 54 PRF 60 O.N. 52 50 48 46 0 10 20 30 40 Ethanol Concentration (wt%) 50 PRF 40 O.N. PRF 80 O.N
Cool Flame Period ms

55 54 53 52 51 50 49 48 47 46 0 10 20 30 40 Ethanol Concentration wt% 50 PRF 70 O.N. PRF 40 O.N. PRF 90 O.N.

Figure 3 Effect of Adding Ethanol to Heptane on the Hot Ignition Peak Period for HCCI Combustion with the RCM C.R. :13.9, :0.4, Initial Temperature: 40

Figure 4 Effect of Adding Ethanol to Heptane on the Cool Flame Peak Period for HCCI Combustion with the RCM C.R. :13.9, :0.4, Initial Temperature: 40
0.8 Cool Flame Pressure RiseMPa 0.7 0.6 0.5 0.4 0.3 0.2 0 10 20 30 40 Ethanol Concentrationwt% 50 PRF 20 O.N. PRF 40 O.N. PRF 60 O.N. PRF 70 O.N.

octane number (O.N.) of 40. The hot ignition peak period for the 50 wt% ethanol fuel was more delayed than that for PRF having an octane number of 80. Figure 4 shows the effect of adding ethanol to heptane on the cool flame peak period for HCCI combustion with the RCM. It can be seen that ethanol effectively retarded the cool flame of HCCI combustion. The cool flame peak period for the 30 wt% ethanol fuel was almost same as that for PRF having an octane number of 90. Figure 5 shows the effect of adding ethanol to heptane on the cool flame pressure rise for HCCI combustion with the RCM. Although this figure indicates that ethanol reduced the cool flame heat release of HCCI combustion, the effect was not particularly strong in comparison with its cool flame retarding effect. The cool flame heat release for the 50 wt% ethanol fuel was almost the same as that for PRF having an octane number of 70. The author's study on the HCCI combustion of various hydrocarbons using the same RCM suggests that hot ignition peak period was affected by both the cool flame period and cool flame heat release [5]. It can thus be said that ethanol effectively inhibited HCCI combustion not only by reducing the cool flame heat release but also by retarding the cool flame period. Figure 6 shows the hot ignition peak period for heptane, 30 wt% toluene/70 wt% heptane, and 30 wt% ethanol/70 wt% heptane. The retarding effect of heptane on the ethanol hot ignition peak period was greater than that of toluene, which is known to effectively inhibit the HCCI combustion [6]. Thus, it can be said that ethanol is suitable for inhibition of HCCI combustion. Next, effects of experimental conditions on the HCCI combustion of ethanol-mixed fuel were investigated. Figure 7 shows the effect of compression ratio (C.R) and ethanol concentration on the hot ignition peak period under initial temperature of 40 and =0.4. Lower compression ratio produced more delayed hot ignition period. Under compression ratio of 13.9 and 16.1, the hot ignition peak period for the 50 wt% ethanol fuel was more delayed than that for PRF having an octane number of 80. Furthermore, the hot ignition peak period for the 50 wt% ethanol fuel was more delayed than that for PRF having an octane

Figure 5 Effect of Adding Ethanol to Heptane on the Cool Flame Pressure RIse for HCCI Combustion with the RCM C.R. :13.9, :0.4, Initial Temperature: 40
52 Hot Ignition Period (ms) 51 50 49 48 47 46 Heptane Toluene 30wt% Ethanol 30wt%

Figure 6 Hot Ignition Peak Period for Heptane, 30 wt% Toluene/70wt% Heptane, and 30 wt% Ethanol/70 wt% Heptane C.R.: 13.9, :0.4, Initial Temperature: 40

number of 90 under compression ratio of 12.1. Thus, ethanol effectively retarded the hot ignition peak period under each compression ratio. Figure 8 show the effect of initial temperature and ethanol concentration on the hot ignition peak period under compression ratio of 16.1 and =0.4. Lower initial temperature produced more delayed hot ignition period. Under each initial temperature, the hot ignition peak period for the 50 wt% ethanol fuel was between that for PRF having an octane number of 80 and that for octane number 90. Figure 9 shows the effect of equivalent ratio () and ethanol concentration on the hot ignition peak period under a compression ratio of 13.9 and initial

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80 75 Hot Ignition Period (ms) 70 65 60 55 50 45 40 0

C.R. 12.1 C.R. 13.9 C.R. 16.1

CR12.1 PRF 90 O.N. CR13.9 PRF 90 O.N. CR13.9 PRF 80 O.N. CR16.1 PRF 90 O.N. CR16.1 PRF 80 O.N.

10

20

30

40

50

Ethanol Concentration (wt%)

Figure 7 Effects of Compression Ratio (C.R) and Ethanol Concentration on the Hot Ignition Peak Period initial temperature: 40, =0.4

ethanol 10 or 20 wt% mixtures of =0.4 was more retarded than that of =0.3. These result suggested that the ethanol mixture having an equivalent ratio of 0.4 more effectively retarded the hot ignition peak period than that having an equivalent ratio of 0.3. As shown in Figure 4, ethanol effectively retarded the cool flame of HCCI combustion. Also, fuel-air mixture having higher equivalent ratio in the combustion chamber of RCM reaches lower adiabatic core temperature when it was compressed due to its lower specific heat ratio. The cool flame period under=0.4 was more delayed than that under =0.3. The retardation effect of ethanol on cool flame period was emphasized under =0.4 due to its lower adiabatic core temperature. Thus, the ethanol mixture having an equivalent ratio of 0.4 would more effectively retard the hot ignition peak period than that having an equivalent ratio of 0.3 due to its effective retardation of cool flame period. In order to investigate the reason for the cool flame retardation effect of ethanol, a simple chemical reaction calculation for HCCI combustion was performed. The CHEMKIN 4 package was used, which includes a simple HCCI engine combustion solution, together with the heptane reaction model from Lawrence Livermore National Laboratory which includes 544 chemical species and 2446 chemical reactions [7]. An HCCI engine calculation at 1500 rpm was performed under the adiabatic condition at a compression ratio of 13.4. Fuel calculations were performed for both heptane alone and 10 wt% ethanol/90wt% heptane. During the period of cool flame heat release, a sensitivity analysis for heat release was performed and the important reactions to inhibit this heat release were picked up. Figures 10 (a) and (b) respectively show the calculated pressure profile and rate of heat release profile. Figure 10 (a) indicates that the chemical reaction calculation reproduced the effective retardation of hot ignition by ethanol under the HCCI conditions applied. Figure 10 (b) indicates that ethanol not only reduced the heat release of the cool flame, but also retarded the cool flame. The sensitivity analysis for heat release suggested that the important factors inhibiting this heat release were the reaction which consumes the hydroxy radical by the ethanol molecule to produce the 1-hydroxy-1-ethyl radical,
CH3CH2OH + OH CH3CHOH + H2O

60 58 Hot Ignition Period (ms) 56 54 52 50 48 46 44 0 10 20 30 40 50 Ethanol Concentration (wt%) Initial Temperature 30 Initial Temperature 40

30 PRF 90 O.N.

40 PRF 90 O.N. 30 PRF 80 O.N.

40 PRF 80 O.N.

Figure 8 Effects of Initial Temperature and Ethanol Concentration on the Hot Ignition Peak Period Compression Ratio:16.1, =0.4
70 =0.3 =0.4 Hot Ignition Period (ms) 65 =0.3 PRF 90 O.N. =0.4 PRF 90 O.N. =0.3 PRF 80 O.N. =0.3 PRF 70 O.N.

60

55

50

=0.4 PRF 80 O.N.

45 0 10 20 30 40 50 Ethanol Concentration (wt%)

and the subsequent reaction of the 1-hydroxy-1-ethyl radical with an oxygen molecule to produce acetaldehyde and the hydroperoxy radical,
CH3CHOH + O2 CH3CHO + HO2

Figure 9 Effects on Equivalent Ratio () and Ethanol Concentration on the Hot Ignition Peak Period initial temperature: 40, Compression Ratio: 13.9

temperature of 40. The hot ignition peak period for the 50 wt% ethanol fuel was not as delayed as that for PRF having an octane number of 80 for=0.3. On the other hand, the hot ignition peak period for the 50 wt% ethanol fuel was more delayed than that for PRF having an octane number of 80 for =0.4. Furthermore, the hot ignition peak period for the

It is important for low-temperature oxidation heat release to increase the free radicals such as hydroxy radical. The inhibiting mechanism by above reactions is plausible because these reactions consume the hydroxy radical to produce fairly inactive hydroperoxy radical. As the specific heat of the fuel-air mixtures containing ethanol heptane was different, the compressed gas temperature of the ethanol fuel may

-1991-

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have been lower than that of heptane. The difference between the fuel mixture temperature of heptane alone and 10 wt% ethanol/90wt% heptane at the crank angle of -20TDC was only 0.5K, so the effect of specific heat was negligible with this 10 wt% addition of ethanol. Ethanol thus retarded the cool flame heat release by chemical effect rather than thermal effect. Sakai et al. have studied the effect of ethanol on octane number and fuel spray ignition [8]. Their chemical reaction calculation suggests that one ethanol molecule has less inhibition effect than toluene. However, molar weight of ethanol is much lower than that of toluene. Thus, the inhibition effect of ethanol per mass fraction would be higher than that of ethanol molar fraction.
(a) Pressure Profile
9000 8000 7000 Pressure (kPa) 6000 5000 4000 3000 2000 1000 0 -20 -10 0 Crank Angle 10 20
Heptane Ethanol 10wt%

octane having an octane number of 100. These results suggest that HCCI combustion can be effectively controlled by using ethanol and diethyl ether. Also, required ethanol-conversion efficiency of on-board reformer would not be so severe because the hot ignition peak period for the 60wt% diethyl ether/40wt% ethanol fuel was the same as that for heptane. Diethyl ether undergoes low-temperature oxidation under HCCI combustion conditions. Figure 12 shows the estimated low-temperature oxidation mechanism by analogy of dimethyl ether, which can easily undergo low-temperature oxidation. Furthermore, as the secondary hydrogen atom of diethyl ether is more easily abstracted than the primary hydrogen atom of dimethyl ether, diethyl ether is more likely to undergo low-temperature oxidation than dimethyl ether. Ogura et al. have calculated the activation energies of intermolecular hydrogen abstraction reactions of etherderived alkyl peroxy radicals [9]. Their result shows that the activation energy of the secondary hydrogen atom abstraction is 5.4kcal lower than that of primary atom abstraction. Thus, diethyl ether has significantly high ignition quality.

(b) Rate of Heat Release Profile

6000 Rate of Heat Release(kJ/s) 5000 4000 3000 2000 1000 0 -20 -15 -10 -5 0 5 10 15 20 CranK Angle Heptane Ethanol 10wt%

140 130 120 110 100 90 80 70 60 50 40 0

Hot Ignition Period (ms)

Iso-oc tane

Heptane

20 40 60 80 Diethyl Ether Concentration (wt%)

100

Figure 11 Hot Ignition Peak Period for the Diethyl Ether/Ethanol Mixture using RCM. C.R: 13.9, : 0.4, Initial Temperature: 40
H2 C H2 C H2 C O O O H2 C CH

H3C

CH3

H3C

C H

+ O2
CH3

H3C

Figure 10 Chemical Reaction Calculation Result Heptane and Ethanol 10wt%/Heptane 90wt% Fuel Combustion under HCCI Engine Condition; (a) Pressure Profile (b) Rate of Heat Release Profile

OOH

OOH O C H

O CH3

+ O2
CH3

H3C

H3C

Chain Branchin

EFFECT OF DIETHYL ETHER ON HOMOGENEOUS CHARGE COMPRESSION IGNITION Figure 11 shows the hot ignition peak period for the diethyl ether/ethanol mixture using RCM under a compression ratio of 13.9, =0.4, and initial temperature of 40. Diethyl ether has significantly high ignition quality. Figure 11 indicates that the hot ignition peak period for the 60 wt% diethyl ether/40 wt% ethanol fuel was the same as that for heptane alone having an octane number 0. The hot ignition peak period of the 30 wt% diethyl ether/70 wt% ethanol fuel was also more delayed than that of iso-

Figure 12 Estimated Low-Temperature Oxidation Mechanism of Diethyl Ether

CONCLUSION
The inhibiting effects of ethanol on the HCCI combustion of heptane were investigated in this study by using RCM under various conditions. The results show that ethanol effectively retarded the hot ignition of HCCI combustion not only due to reducing effect on the cool flame heat release but also due to its retardation effect on the cool flame period. The hot

-1992-

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ignition peak period for the 30 wt% ethanol/70 wt% heptane was more delayed than that for PRF having an octane number of 60 for =0.4. The hot ignition peak period for the 50 wt% ethanol/50 wt% heptane was also more delayed than that for PRF having an octane number of 80. The investigation of the cool flame inhibition mechanism by a chemical reaction analysis suggests that the reaction of ethanol with the hydroxy radical and the subsequent reaction to produce acetaldehyde would suppress the cool flame heat release. The effects of diethyl ether, which can be easily produced from ethanol, on HCCI combustion were also investigated by using RCM. Diethyl ether proved to offer significantly high ignition quality, suggesting that HCCI combustion can be effectively controlled by using ethanol and diethyl ether.

5.

6.

7.

8.

REFERENCES
1. Nakata, K., Utsumi, S., Ota, A., Kawatake, K., Kawai, T., Tsunoda, T., "The Effect on Ethanol on a Spark Ignition Engine", SAE Paper, 2006-013380 (2006). 2. Yu, H., Xing, L., Zu, L., Li., J., Zhen, H., "Effect of High-Octane Oxygenated Fuels on n-HeptaneFueled HCCI Combustion", Energy & Fuels, 20 1425-1433 (2006). 3. Mack, J. H., Flowers, D. L., Buchholz, B. A., Dibble, R. W., "Investigation of HCCI combustion of diethyl ether and ethanol mixtures using carbon 14 tracing and numerical simulations", Proceeding of the Combustion Institute, 30, 26932700 (2005). 4. Murase, E., Ono, S., Hanada, K., "Development of a New Compact Rapid Compression Machine 9.

for Engine Combustion Research", Nainenkikan, 31 9-13 (1992). Hashimoto, K., "Evaluation of HomogeneousCharge Compression Ignition Characteristics of Hydrocarbons Using Rapid Compression Machine", Proceeding of the 44th symposium (Japanese) on combustion, 86-87 (2006). Tanaka. S., Ayala, F., Keck. J. C., Heywood, J. B., "Two-Stage Ignition in HCCI Combustion and HCCI Control by Fuels and Additives", Combustion and Flame, 132, 219-239 (2003). Curran, H. J., Gaffuri, P., Pitz, W. J., and Westbrook, C. K. "A Comprehensive Modeling Study of n-Heptane Oxidation" Combustion and Flame, 114, 149-177 (1998). Sakai, Y., Ogura, T., Koshi, K., Arai, M., Kaneko, T., "A Study on Mechanism of Octane Number Increase with Oxygenates Blending", Transactions of Society of Automotive Engineers of Japan, 37, 3, 103-108 (2006). Ogura, T., Miyoshi, A., Koshi, M., "A Construction of a Detailed Reaction Mechanism for ETBE Oxidation", Proceeding of the 44th symposium (Japanese) on combustion, 110-111 (2006).

CONTACT
Kohtaro Hashimoto Honda R & D Fundamental Technology Research Center 1-4-1 Chuo, Wako-shi, Saitama, 351-0193 JAPAN kohtaro_hashimoto@n.w.rd.honda.co.jp

-1993-

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APPENDIX
Experimental Results from HCCI Combustion of the Ethanol-mixed Fuel under all the RCM Experimental Conditions
(a) Compression Ratio: 12.1, Initial Temperature: 40

Ethanol Concentration Cool Flame Peak Period (ms) Cool Flame Pressure Rise (MPa) Hot Ignition Peak Period (ms) Ethanol Concentration Cool Flame Peak Period (ms) Cool Flame Pressure Rise (MPa) Hot Ignition Peak Period (ms)

0wt% 0.3 0.4 49.2 49.2 0.516 0.621 51.6 50.4 0wt% 0.3 0.4 44.8 44.8 0.465 0.547 47.2 46.0

30wt% 0.3 0.4 54.2 57.4 0.360 0.446 59.4 59.6 30wt% 0.3 47.8 0.333 52.6

50wt% 0.3 0.4 64.8 73.4 0.211 0.244 76.2 79.8 50wt% 0.3 53.2 0.215 63.6

(b) Compression Ratio: 12.1, Initial Temperature: 50

0.4 48.4 0.415 50.8

0.4 56.6 0.258 62.2

(c) Compression Ratio: 13.9, Initial Temperature: 40

Ethanol Concentration Cool Flame Peak Period (ms) Cool Flame Pressure Rise (MPa) Hot Ignition Peak Period (ms) Ethanol Concentration Cool Flame Peak Period (ms) Cool Flame Pressure Rise (MPa) Hot Ignition Peak Period (ms) Ethanol Concentration Cool Flame Peak Period (ms) Cool Flame Pressure Rise (MPa) Hot Ignition Peak Period (ms) Ethanol Concentration Cool Flame Peak Period (ms) Cool Flame Pressure Rise (MPa) Hot Ignition Peak Period (ms)

0wt% 0.3 0.4 46.6 47.0 0.502 0.611 48.6 48.0 30wt% 0.3 0.4 49.0 49.6 0.382 0.475 52.2 51.4 0wt% 0.3 0.4 44.6 44.2 0.522 0.611 46.4 45.0 0wt% 0.3 0.4 45.4 44.8 0.592 0.637 47.0 45.6

10wt% 0.3 0.4 46.6 47.8 0.481 0.603 48.8 49.0 50wt% 0.3 0.4 53.2 54.0 0.300 0.326 60.6 58.0 30wt% 0.3 0.4 45.2 46.0 0.380 0.500 47.8 47.4 30wt% 0.3 0.4 48.2 48.4 0.427 0.485 51.0 49.8

20wt% 0.3 0.4 47.2 48.4 0.417 0.545 49.6 49.8

(d) Compression Ratio: 16.1, Initial Temperature: 40

50wt% 0.3 0.4 47.4 48.6 0.186 0.258 53.2 52.0 50wt% 0.3 0.4 51.2 54.0 0.315 0.364 57.2 57.2

(e) Compression Ratio: 16.1, Initial Temperature: 30

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