Numerical Investigation of a Reactivity-Controlled Compression Ignition Engine Fueled with N-Heptane and Iso-Octane

Abstract

In this numerical study, the effects of the premixed ratio, intake manifold pressure and intake air temperature on a four-cylinder, four-stroke, direct injection, low-compression-ratio gasoline engine, operated in reactivity-controlled compression ignition (RCCI) combustion mode at a constant engine speed of 1000 rpm, were investigated using Converge CFD software. The results of numerical analyses showed that the maximum in-cylinder pressure and heat release rate (HRR) increased and the combustion phase advanced depending on the rise in both intake manifold pressure and intake air temperature. The CA50 shifted by 18.5 & DEG;CA with an increment in the intake air temperature from 60 & DEG;C to 100 & DEG;C. It was observed that the combustion duration dropped from 44 & DEG;CA to 38 & DEG;CA upon boosting the intake manifold pressure from 103 kPa to 140 kPa. Moreover, a delay in the combustion phase occurred at a constant intake air temperature with an increasing premixed ratio. The maximum value of in-cylinder pressure was recorded as 36.15 bar (at 11 & DEG;CA aTDC) with the use of PRF20. Additionally, as the content of iso-octane in the fuel mixture was increased, combustion delay occurred, and the maximum value of in-cylinder temperature obtained was 11 & DEG;CA aTDC using PRF20 fuel at the earliest point. While HC and CO emissions reached the highest values at a 60 & DEG;C intake air temperature, NOx and soot emission values were detected at quite low levels at this temperature. The values of all these emissions increased with rising intake manifold pressure and reached their highest values at 140 kPa. In addition, while the highest HC and CO emission values were observed with the use of PRF60 fuel, the results revealed that the control of the combustion phase in the RCCI strategy is notably affected by the premixed ratio, intake manifold pressure and intake air temperature.