Investigation of Combustion Phasing Control Strategy During Reactivity Controlled Compression Ignition (RCCI) Multicylinder Engine Load Transitions

Abstract

The dual fuel reactivity controlled compression ignition (RCCI) concept has been successfully demonstrated to be a promising, more controllable, high efficiency, and cleaner combustion mode. A multidimensional computational fluid dynamics (CFD) code coupled with detailed chemistry, KIVACHEMKIN, was applied to develop a strategy for phasing control during load transitions. Steadystate operating points at 1500 rev/min were calibrated from 0 to 5 bar brake mean effective pressure (BMEP). The load transitions considered in this study included a loadup and a loaddown load change transient between 1 bar and 4 bar BMEP at 1500 rev/min. The experimental results showed that during the load transitions, the diesel injection timing responded in two cycles while around five cycles were needed for the diesel commonrail pressure to reach the target value. However, the intake manifold pressure lagged behind the pedal change for about 50 cycles due to the slower response of the turbocharger. The effect of these transients on RCCI engine combustion phasing was studied. The CFD model was first validated against steadystate experimental data at 1 bar and 4 bar BMEP. Then the model was used to develop strategies for phasing control by changing the direct port fuel injection (PFI) amount during load transitions. Specific engine operating cycles during the load transitions (six cycles for the loadup transition and seven cycles for the loaddown transition) were selected based on the change of intake manifold pressure to represent the transition processes. Each cycle was studied separately to find the correct PFI to diesel fuel ratio for the desired CA50 (the crank angle at which 50% of total heat release occurs). The simulation results showed that CA50 was delayed by 7 to 15 deg for the loadup transition and advanced by around 5 deg during the loaddown transition if the precalibrated steadystate PFI table was used. By decreasing the PFI ratio by 10% to 15% during the loadup transition and increasing the PFI ratio by around 40% during the loaddown transition, the CA50 could be controlled at a reasonable value during transitions. The control strategy can be used for closedloop control during engine transient operating conditions. Combustion and emission results during load transitions are also discussed.