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SAE TECHNICAL
PAPER SERIES 2004-01-2997

Cycle Simulation Diesel HCCI

Modeling Studies and Control
Kushal Narayanaswamy and Christopher J. Rutland
Engine Research Center, University of Wisconsin-Madison

Reprinted From: Homogeneous Charge Compression Ignition

(SP-1896)

Powertrain & Fluid Systems

Conference & Exhibition
Tampa, Florida USA
October 25-28, 2004

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 Downloaded from SAE International by University of Minnesota, Monday, July 30, 2018
Cycle Simulation Diesel HCCI Modeling Studies and Control
Kushal Narayanaswamy and Christopher J. Rutland
Engine Research Center, University of Wisconsin-Madison
Copyright © 2004 SAE International
ABSTRACT
An integrated system based modeling approach has
been developed to understand early Direct Injection (DI)
Diesel Homogeneous Charge Compression Ignition
(HCCI) process. GT-Power, a commercial one-
dimensional (1-D) engine cycle code has been coupled
with an external cylinder model which incorporates sub-
models for fuel injection, vaporization, detailed chemistry
calculations (Chemkin), heat transfer, energy
conservation and species conservation. In order to
improve the modeling accuracy, a multi-zone model has
been implemented to account for temperature and fuel
stratifications in the cylinder charge. The predictions
from the coupled simulation have been compared with
experimental data from a single cylinder Caterpillar truck
engine modified for Diesel HCCI operation. A parametric
study is conducted to examine the effect of combustion
timing on four major control parameters. Overall the
results show good agreement of the trends between the
experiments and model predictions. Based on the
results from the parametric analysis, the cycle simulation
code is coupled with transient simulations in speed and
load to demonstrate the capability to develop close-loop
control strategies.
INTRODUCTION
Homogeneous Charge Compression Ignition (HCCI)
engines have in recent years developed as an
alternative combustion system to Spark Ignition (SI) and
Compression Ignition (CI) engines. It is a hybrid concept,
where a premixed charge is ignited by compression heat
to inherit the benefits of SI and CI engine operations.
Experimental results [1-3] show that HCCI engines have
low NOx and particulate matter emissions, while
maintaining high thermal efficiencies at low load.
However, the absence of a mechanism to trigger ignition
has resulted in a major challenge to control combustion
in these engines. Other disadvantages include high
carbon monoxide (CO) and hydrocarbon (HC)
emissions, higher rate of pressure rise and limited
operating range. The potential benefits and limitations
have prompted researchers to explore modeling tools in
2004-01-2997
conjunction with experiments to gain a better
understanding of the fundamental principles governing
HCCI operation. Over the years analysis of HCCI
combustion has been done using single-zone [4-5],
multi-zone [6-7], multi-dimensional CFD with detailed
chemistry [8-9] and probability density function (PDF)
based models [10-11], coupled at times with an engine
cycle simulator. These models cover a range of
complexities depending on their intended use to
describe in-cylinder phenomena and available
computing time.
System level engine cycle models involve full cycle
simulations of processes occurring in an engine along
with its sub systems. Gas exchange between various
flow components is modeled as a part of the multiple
cycle calculations, where convergence criteria are set to
determine steady state solution. These simulations are
not computationally intensive and hence they are widely
used for design analysis in engine optimization studies.
They are a quick and effective way to closely mimic the
physical processes occurring in the cylinder. Cycle
simulation studies can be used to understand the
challenges impeding the successful development of
HCCI combustion concept. Combustion phasing, engine
control during transients, operating range extension,
combustion mode transitions, multi-cylinder analysis and
other key issues can be addressed by a model based
screening analysis on the engine as well its subsystems.
Several studies on HCCI have been performed using
cycle simulation codes with varying degrees of flexibility.
Ogink and Golovitchev [12-13] used single and multi-
zone detailed chemistry models coupled with a
commercial engine cycle code to analyze gasoline
HCCI. Bhave et al. [14] have used a PDF based cycle
simulator to model a dual fuelled multi–cylinder HCCI
engine. Agrell et al. [15] have demonstrated transient
control of gasoline HCCI with valve actuation techniques
and using a simplistic knock integral method to predict
the onset of combustion. However the majority of the
work using system level tools is limited to premixed
charge with lower hydrocarbon type fuels, where mixing
effects are minimal and auto ignition can be predicted
with good accuracy.
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IVC
Fuel Injection
Vaporization Combustion
(Chemkin)
Figure 1. Schematic representation of coupling between GT-Power and user defined models.
In this paper, an integrated system level based modeling
approach has been used to simulate early Direct
Injection (DI) Diesel HCCI operation. The tendency of
Diesel fuel to exhibit significant cool flame chemistry, the
requirement of elevated temperature for fuel to vaporize
and the reduced time available for mixing make it difficult
to achieve a homogenous charge in DI-Diesel HCCI.
Numerical simulations describing such complex
phenomena should accurately predict spray dynamics,
mixture formation, wall impingement and onset of auto
ignition. Such a comprehensive modeling effort is
usually realized with multi-dimensional CFD codes and
are generally beyond the scope of engine cycle
simulators. In order to best describe the DI-Diesel HCCI
within the realms of system level modeling, an external
cylinder model is coupled with a commercial one
dimensional (1-D) gas dynamics code. This procedure
aims at a compromise between computational time and
model accuracy to study the overall behavior in DI-
Diesel HCCI engine operation. The goal of the modeling
work is to capture realistic trends in parametric studies
and help in evaluating effective control strategies.
INTEGRATED MODEL
The integrated full cycle engine simulator is a coupling
between two numerical codes. GT-Power, a commercial
1-D gas dynamics code licensed by Gamma
Technologies Inc. is used to simulate the gas exchange
EVO
In-Cylinder Emissions
Models
Heat Transfer Energy, Species
Conservation
process [16]. A flexible feature of linking this code with
user written programs is utilized to implement an
external cylinder model describing various engine
related processes during the valve closure period.
Figure 1 shows a schematic representation of the
linkage between GT-Power and the external cylinder
model. During each engine cycle, GT-Power (parent)
exchanges pressure (P), temperature (T) and species
mass fraction (Yi) information with the external cylinder
model (child) at Inlet Valve Closure (IVC) and Exhaust
Valve Opening (EVO). The child communicates with the
parent at every time step (dt) during the closed portion of
the engine cycle, by passing cylinder pressure,
temperature and heat transfer information (Q). This is
used by GT-Power mainly to evaluate cycle averaged
performance variables.
The external cylinder model includes sub-models for fuel
injection, vaporization, combustion, heat transfer, energy
conservation and species conservation. In order to
ensure the least inhomogeneity in the cylinder mixture in
DI engines, early injection of fuel is desirable. When fuel
is injected early during the intake or compression stroke,
the use of high-pressure diesel injectors is limited by the
relatively low cylinder gas pressure, which leads to spray
impingement on the cylinder walls [17]. Hence low
pressure injection systems like hollow cone sprays are
preferred. At the expense of a longer duration of
injection the low momentum of the injected spray helps
 Downloaded from SAE International by University of Minnesota, Monday, July 30, 2018
droplets to be suspended in the air for a longer time
aiding in better mixture preparation. A simple top hat
profile is used to model fuel injection by specifying the
injection duration and the amount of fuel injected during
the cycle. The spray penetration and the break up
process are not modeled. The liquid fuel is assumed to
have atomized into fine droplets of a specified Sauter
Mean Diameter (SMD) and are suspended in the
cylinder charge by the end of the injection period. The
SMD of the droplets are initialized and from the amount
of liquid fuel present, the number of droplets in the
cylinder is calculated. The number of droplets is kept
constant and the rate of fuel evaporation is modeled by
combining equations governing mass diffusion and heat
transfer [18]. CHEMKIN II [19], a gas phase chemical
kinetics solver is used for the detailed chemistry
calculations. A 62 species skeletal chemistry mechanism
with 262 reactions for n-heptane [20-21] is input to
CHEMKIN II, to model Diesel fuel chemistry. The
Woschni [22] correlation is used to calculate heat
transfer from the cylinder with specified temperature for
cylinder head, liner and the piston surfaces.
METHODOLOGY AND ASSUMPTIONS
This section gives a brief description of the methodology
and the assumptions used for analyzing the DI-Diesel
HCCI combustion with the integrated cycle simulator.
The proposed model was used to consider very early
injection cases only and primarily aimed for parametric
studies.
1) The standard version of GT Power is used to
model the gas exchange process. At IVC, the in-
cylinder pressure, temperature and species
mass fraction information are passed on to the
external cylinder model.
2) The external model uses single zone
calculations for a part of the compression stroke
when the in-cylinder gas temperature is low. In
the single zone model, the combustion chamber
is considered to be of uniform pressure,
temperature and composition. During this
period, the temperature inhomogeneities in the
cylinder and fuel vaporization rates are minimal
due to lower mean gas temperature. It is
assumed that the injected spray atomizes into
fine droplets of size equal to the input SMD. The
droplets are treated as point sources,
suspended in the gaseous mixture until the
vaporization model is activated at the end of the
fuel injection period.
3) A multi-zone model is implemented once the
average in-cylinder temperature reaches 450 K.
In the multi-zone calculations, the engine
cylinder is divided into specified number of
zones representing regions of different
temperature and mass distributions. When
compared to single zone models, they are a
step closer to describing physical processes
occurring in the cylinder. Advantages of multi-
zone models include more gradual pressure
rise, increased burn duration and ability to
predict CO and HC emissions. The multi-zone
models found in the literature mainly differ in
considering the number of zones and in
accounting for heat and mass transfer between
them. The proposed multi-zone concept in the
engine cycle simulator is based on Noda and
Foster [23]. The cylinder zones interact only due
to volume expansion or compression. All the
zonal properties are coupled to the average
cylinder pressure and an additional constraint
where, volume of all the zones sum to the total
cylinder volume at any given time.
4) The cylinder pressure, temperature and species
mass fraction information are passed back to
GT-Power at EVO to simulate the exhaust
process.
The choice of temperature to shift from single zone to a
multi zone model is two fold. First, it is estimated that the
detailed chemistry calculations are ineffective at
temperatures lower than 450 K. This leads to
improvements in computing time without any
appreciable loss of accuracy. Secondly, the cylinder gas
temperature at IVC for some operating conditions may
be lower than the wall temperature (433 K in numerical
simulations). During the compression process, the
direction of heat transfer is reversed when the cylinder
gas temperature becomes greater than the wall
temperature. A multi-zone model initialized at IVC will
have to incorporate heat and mass transfer among the
zones to predict correct temperature distribution in the
cylinder during this reversal of cylinder heat transfer.
However, due to lack of mixing models in the engine
cycle simulator, it is desired that the multi-zone
calculations be activated once the mean gas
temperature is slightly higher than the wall temperature.
This ensures a realistic estimate of temperature and fuel
stratification in the cylinder when the zonal temperatures
and mass fractions are initialized.
CFD calculations [9,24] are used to determine the initial
temperature and mass fraction of the zones. A total of
five zones are identified to closely represent crevice,
boundary layer and core zones. Figure 2 shows a
schematic representation of the cylinder with the zones.
The temperature and fuel-air distribution used to
initialize the zones are listed in Table 1. The same
conditions are used for all the results presented in this
paper.
The concept of a multi-zone model is particularly of
significance in DI-HCCI where atomization and
vaporization process play an important role in mixture
preparation and predicting the start of combustion. The
amount of liquid fuel at the start of multi-zone
calculations is initialized in the same proportion as the
gaseous mass in the different zones. Due to
temperature stratification, the fuel vaporization rates and
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its cooling effect vary in different zones affecting the Table 2. Specifications of Engine Modeled.
onset of ignition. For slightly delayed injection timings
but early enough to be termed as HCCI, the fuel droplets Bore x Stroke 137.2 mm x 165.1 mm
are included in the innermost zone to capture the effect
of fuel inhomogeneity in the cylinder. While the two Compression ratio 16.1:1
innermost zones (zones 4-5) are assumed adiabatic,
wall heat transfer is equally divided among the three Displacement 2.44 Litres
outer zones (zones 1-3).
Connecting rod 261.6 mm
length
Squish height 1.57 mm

Combustion In-piston Mexican hat with sharp

chamber geometry edged crater
Piston Articulated
5 Valve train (4-valve) EVC: -355o ATDC Compression
IVC: -143o ATDC Compression
EVO: 130o ATDC Compression
4 IVO: 335o ATDC Compression
Direct fuel injector Coaxial with cylinder and piston
3 orientation bowl

2
Table 3. Conditions for Baseline Simulation.
1
Speed 821 rpm
Figure 2. Schematic distribution of zones in the cylinder (fuel
droplets of equal size dispersed in the zones). Intake Pressure 1.027 bar

Table 1. Initial conditions for multi-zone model when the Intake Temperature 331 K
cylinder temperature is 450K.
Fuel Tetradecane ( C14 H 30 )
Temperature (K) Mass Fraction (%)
Start of Fuel Injection -128 ATDC Compression
Zone1 433 5
Duration of Injection 32.5 CAD
Zone2 440 10
Fuel Injected 55.3 mg/cycle

Zone3 447 20 Equivalence Ratio ( φ ) 0.35

Zone4 452 25 Initial SMD 50 µm

Zone5 455 40 Initial Droplet Temperature 324 K

Cylinder Wall Temperature 433 K

RESULTS AND DISCUSSION Piston Temperature 523 K

The integrated cycle simulator is used to model Cylinder Head Temperature 553 K
experimental results performed on a Caterpillar (CAT)
3401E single cylinder oil test engine. The details of the
engine are listed in Table 2. A baseline operating
condition was chosen to examine the reliability of model Figure 3 compares the cylinder pressure and heat
predictions for parametric analysis. The details of the release rate from the multi-zone model simulation with
operating condition are listed in Table 3. measured data. A comparison of the key combustion
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parameters between experiment and numerical values
are listed in Table 4. The start of combustion occurs well
before TDC for this operating condition. The simulated
cylinder pressure closely follows the experimental data
during the compression stroke and predicts the start of
combustion within reasonable accuracy. A two stage
ignition phenomena typical of higher hydrocarbon fuels,
is observed in experiments as well as in the numerical
result. While the simulation results predict earlier first
stage ignition than measured values, there is a delay in
main combustion event. The peak cylinder pressure is
slightly over predicted and there is deviation from the
measured data during the expansion process.
80
70
contamination of the engine lubricating oil in the
experiments indicated fuel loss. An approximate
estimate of the lost fuel (12% of the injected fuel) due to
wall impingement and film formation was made from a
molar carbon balance in the engine intake and exhaust
flows and CFD calculations [9,24]. Since the coupled
simulation lack models for wall impingement, the
estimated reduced fuel amount is used in multi-zone
calculations. Thirdly, the Woschni model in its original
form is used to calculate the heat transfer between the
combustion chamber and the environment. This model
has been validated for SI and Diesel engines and
improvements are required when the Woschni
correlation is used for HCCI operation. Finally, the five-
zone model assumes heat transfer between three outer
1300 zones and the cylinder wall. A more fundamental
1200 description of zones accounting for heat and mass
Experiment interactions would improve the modeling accuracy. The
Simulation 1100
authors are currently working on improvements in the
1000 various sub models to make better predictions.

Heat Release Rate [J/deg]

60
Cylinder Pressure [bar]

900
2200
50 800 Zone 1 5
2000 Zone 2
700 4
40
600 Zone 3
1800
500
Zone 4
30
1600 Zone 5
400
Temperature [K]

20
3
300 1400
200
10
1200
100
0 0 1000
-40 -30 -20 -10 0 10 20 30 40 2
Crank Angle [deg ATDC] 800

Figure 3. Baseline validation – comparison of cylinder pressure 1

600
and heat release rate.
400
Table 4. Comparison of important combustion parameters
-40 -30 -20 -10 0 10 20 30 40
between measured and simulated results.
Crank Angle [deg ATDC]
Experiment Simulation
Figure 4. Zonal temperatures for the baseline condition.
First Stage -23.4 deg ATDC -26.3 deg ATDC
Ignition The zonal temperatures, heat release rates, vapor fuel
mass and CO mass fractions as a function of crank
Second Stage -12.4 deg ATDC -11.6 deg ATDC angle are shown in Figures 4-7. They help to better
Ignition understand, the effect of fuel and temperature
stratifications on HCCI combustion. Figure 4 shows that
Maximum 75.581 bar 78.14 bar there is not much difference in the zonal temperatures
Pressure during the early part of the compression process. The
two adiabatic core zones (zones 4-5) follow each other
closely as they are initialized with a small difference of 3
K (Table 1). Moreover, the effect of cooling is more
The discrepancy between the calculated and pronounced in Zone 5 due to vaporization of a higher
experimental results can be explained by a combination quantity of fuel mass. As the peak temperature in these
of factors. In order to reduce computing time, only five zones is a little over 2000 K, they may be identified as
zones are used in the calculations. Increasing the regions favoring the production of NOx in the cylinder.
number of zones would smooth out the pressure trace The temperature rise in the outer zones (zones 1-3) is
resulting in a more gradual heat release. Secondly, gradual due to heat transfer with the cylinder walls.
 Downloaded from SAE International by University of Minnesota, Monday, July 30, 2018

The multi-zone model distinctly predicts the cool flame 0.000012

behavior in the different zones. A rise in temperature is 5 Zone 1
observed in all the zones (Figure 4) close to 700 K Zone 2
indicating the onset of first stage ignition. Figure 5 shows 0.000010 Zone 3
the predicted heat release rate for the baseline Zone 4

Vapor Fuel Mass [kg]

condition. The model predicts both the first and the
0.000008 Zone 5
second stage ignition occurring simultaneously in the
4
two adiabatic zones (zones 4-5), resulting in bulk of the
heat release. Increased distinction in temperature
0.000006
initialization between the two adiabatic zones will delay
the combustion event in Zone 4 and result in a more
gradual heat release and lower peak cylinder pressure. 3
0.000004
The outer zones are compressed due to the main
combustion event resulting in burning of the fuel air
mixture in zones 2 and 3. 0.000002
2

1
500 0.000000
Zone 1 -40 -30 -20 -10 0 10 20 30 40
Zone 2 Crank Angle [deg ATDC]
400 Zone 3 Figure 6. Vapor fuel mass for different zones in the multi-
zone model.
Heat Release Rate [J/deg]

Zone 4
Zone 5
300 0.025

4 Zone 1
200 0.020 Zone 2
Zone 3
Zone 4
CO Mass Fraction

100 0.015 Zone 5

3
0 0.010
5
-30 -25 -20 -15 -10 -5 0
Crank Angle [deg ATDC] 2
Figure 5. Predicted heat release rate for the baseline 0.005
condition.
1
Figures 6 and 7 show the predicted vapor fuel mass and
0.000
CO mass fractions for the different zones. The mass of
-40 -30 -20 -10 0 10 20 30 40
vapor fuel in each zone increases initially due to
Crank Angle [deg ATDC]
vaporization. Fuel consumption during first stage ignition
signifies a drop, followed by an increase due to Figure 7: CO mass fractions for different zones in the multi-
continued vaporization at elevated temperature (Figure zone model.
6). A subsequent drop in the vapor fuel mass is
observed due to the onset of second stage ignition in validate the use of the system level-modeling tool in
zones 2-5. Due to earlier combustion and higher HCCI control system analysis. The effect of combustion
temperature, zones 3-5 consume all the fuel and oxidize timing on four major control parameters is investigated.
CO completely. While lower gas temperature results in While the effect of injection timing and Exhaust Gas Re-
incomplete combustion in zone 2, the main combustion circulation (EGR) are compared with measured results,
event is absent in the outermost zone (zone 1). The only computed values are presented for variations in
unburnt fuel and remaining CO in these zones can be intake gas temperature and IVC.
identified as regions contributing to the HC and CO
emissions in the cylinder. EFFECT OF INJECTION TIMING

A parametric study is conducted to examine if the Fuel injection timing is one of the most promising
integrated cycle simulator could be used to predict techniques to control the start of combustion in HCCI
general trends for DI-Diesel HCCI process. This would
 Downloaded from SAE International by University of Minnesota, Monday, July 30, 2018

engines. It provides a direct way to alter or induce 90

charge stratification in the combustion chamber. Early
injection of fuel is desirable to achieve a near
homogeneous mixture since it provides increased time 75
for mixing. However, the fuel properties also play an
important role in spray dynamics and evaporation
60

Cylinder Pressure
affecting mixture preparation and start of combustion.

Experimental pressure traces with early injection of

45
Diesel fuel using a low-pressure injector on the CAT
3401E engine (Table 2) are shown in Figure 8. The
study is performed with injection timing varied from –140
30
to –100 deg ATDC. The other parameters are similar to SOI=-140 deg ATDC
the baseline condition (Table 3). It would be expected for SOI=-128 deg ATDC
the onset of combustion to be advanced for later
15 SOI=-120 deg ATDC
injection timings due to increased fuel-air stratification.
However, experimental data showed that the overall SOI=-110 deg ATDC
energy release is not the same for all injection timings, SOI=-100 deg ATDC
0
implying fuel lost during the engine operation.
-20 -15 -10 -5 0 5
Measurements of lost fuel and CFD calculations predict Crank Angle [deg ATDC]
that the amount of wall film formed depended on
injection timing as well as ambient gas conditions [9,24].
Figure 8 Experimental pressure profiles [24] for various
The fuel injected into the combustion chamber for
injection timings. Arrow indicates the change in direction of
varying injection timings encounters different cylinder
main combustion event as injection timing is delayed.
environments. This affects the spray dynamics resulting
in variation of wall film amount formed for different 90
operating conditions. For the range of injection timings
considered in this study, the predicted wall film amount
reaches a minimum near –120 deg ATDC. The start of 75
combustion is advanced initially, when the injection
timing is varied from –140 deg to –120 deg ATDC due to
Cylinder Pressure [bar]

increasing equivalence ratio of the cylinder mixture. For 60

subsequent injection timings, a turn around is seen for
the onset of combustion due to competing effects of
availability of vapor fuel and stratification of the cylinder 45
charge.

Deducting the estimated quantity of fuel lost in wall film 30 SOI=-140 deg ATDC
formation, the effect of injection timing on DI-HCCI SOI=-128 deg ATDC
combustion characteristics is simulated (Figure 9). The
SOI=-120 deg ATDC
calculated pressure traces show similar trend, where the 15
direction of ignition timing changes for fuel injection SOI=-110 deg ATDC
timing of –110 deg ATDC. However, the peak cylinder SOI=-100 deg ATDC
pressure predicted by the multi-zone model is higher 0
than the experimental data. The location of first stage -20 -15 -10 -5 0 5
ignition is the same for all injection timings and occurs Crank Angle[deg ATDC]
slightly earlier than the experimental cases. The results
shown are consistent with the predictions in the baseline Figure 9. Computed pressure profiles for various injection
operating condition and the discrepancy in modeling and timings. Arrow indicates the change in direction of main
the experimental values can be attributed to the reasons combustion event as injection timing is delayed.
explained in the previous section. The multi-zone model
is activated once the cylinder gas temperature is 450 K EFFECT OF EGR
based on the initial conditions listed in Table 1. For fuel
injection timings of –110 and –100 deg ATDC, multi- Measured and computed results for the effect of cooled
zone calculations are activated before the end of fuel EGR on ignition timing are shown in Figures 10-11. The
injection. The remaining fuel for these two operating fraction of exhaust gas to be mixed with the fresh intake
conditions is injected into the innermost zone (zone 5) to air is modeled by regulating an orifice diameter in an
capture the effects of limited mixing time and enhanced EGR pipe (heat exchanger) connecting the intake and
stratification. exhaust manifolds. Both experimental and computed
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ignition timing for the experiments is more pronounced

90
when compared to simulation results. This may be due
to small variations in the intake temperature during the
experiments that can have a significant affect on the
75
start of combustion [24].
Cylinder Pressure [bar]

EFFECT OF INTAKE GAS TEMPERATURE

60

The intake air temperature is being explored as an

indirect control parameter to phase combustion in HCCI
45
engines. Changes in engine operating conditions affect
the cylinder gas temperature at IVC altering the rate of
EGR = 0% heat release. Figure 12 shows that the combustion
30
timing is advanced with increase in intake air
EGR = 10%
temperature. The parametric study is based on baseline
EGR = 30% condition (Table 3) with only the intake air temperature
15 EGR = 40 % varied. The change of gas temperature has thermal and
composition effects. With increase in temperature, the
gas density as well as the trapped air quantity decreases
0
and the equivalence ratio of the mixture increases.
-20 -15 -10 -5 0 5
Higher temperature enhances the chemical kinetics and
Crank Angle [deg ATDC] fuel evaporation rates resulting in shorter ignition delays
and earlier combustion.
Figure 10. Experimental pressure profiles [24] for varying EGR 90
amounts. Arrow indicates the change in direction of main
combustion event with increasing EGR percentage.
75
90
Cylinder Pressure [bar]

60
75
Cylinder Pressure [bar]

45
60

45
30 Tintake = 347K
Tintake = 352K
15
Tintake = 357K
30 Tintake = 362K
EGR = 0%
EGR = 10%
0
15 EGR = 30%
-20 -15 -10 -5 0 5
EGR = 40 % Crank Angle [deg ATDC]
0
Figure 12. Computed pressure profiles showing the effect of
-20 -15 -10 -5 0 5
intake air temperature on ignition timing. Arrow indicates
Crank Angle [deg ATDC] advanced combustion with increasing intake air temperature.
Figure 11. Computed pressure profiles for varying EGR
amounts. Arrow indicates the change in direction of main EFFECT OF IVC
combustion event with increasing EGR percentage.
Another alternative to control HCCI combustion is the
pressure traces show that ignition is at first advanced for use of Variable Valve Timing (VVT) techniques. Use of
low EGR cases and then begins to retard with increase valve overlap and varying IVC strategies is particularly
in EGR percentage. The effect of cooled EGR on the attractive due to their fast response to transients. By
start of combustion can be explained on the basis of two varying IVC, the effective compression ratio of the
competing effects. Firstly the equivalence ratio of the engine is altered to obtain favorable combustion
mixture increases resulting in early combustion. phasing. Simulated results from the parametric study
Secondly a decrease in specific heat ratio of the cylinder show a delay in the start of combustion as IVC timing is
charge due to the diluting effects of product of retarded (Figure 13). The location of IVO is fixed and the
combustion causes a delay in ignition. The change in valve profile is skewed to obtain the desired IVC timing
 Downloaded from SAE International by University of Minnesota, Monday, July 30, 2018
in the simulations. The same quantity of fuel is injected
in all the cases (55.3 mg/cycle) and the injection timing
is 3 crank angle degree (CAD) after IVC. As the IVC
timing is retarded, the thermal conditions in the cylinder
are changed affecting the fuel vaporization rates. This
alters the quantity of the vapor fuel and location of first
and second stage combustion events.
90
IVC = -82 deg ATDC
IVC = -93 deg ATDC
75 IVC = -115 deg ATDC
IVC = -143 deg ATDC
Cylinder Pressure [bar]
60
45
30
15
0 cycle. Figure 14 shows that the IMEP controller
-20 -15 -10
Crank Angle [deg ATDC]
Figure 13. Computed pressure profiles showing the effect of
varying IVC on combustion timing. Arrow indicates delayed
combustion for later IVC.
The results from the parametric studies are reasonable
in capturing the essential physics in DI-Diesel HCCI
process. Of the four parameters studied, variable IVC
seems to be very effective for ignition timing control.
TRANSIENT SIMULATIONS WITH SYSTEM MODELS
In recent years with the advent of advanced electronic
controls, experimental work demonstrating closed loop
HCCI control is on the rise [25-26]. Most control
strategies for successful HCCI operation aim at
influencing the in-cylinder mixture conditions at IVC to
affect combustion phasing, emissions and performance.
There are numerous ways to alter the charge condition
at IVC and a model based screening analysis is required
on the engine and its subsystems to optimize this multi-
variable problem. System level models compliment the
experiments well and provide a fast, accurate and good
understanding of the various control strategies. The
cycle simulation studies described previously can be
coupled to transient simulations in developing simple
operational controllers. Two examples demonstrating the
use of coupled simulation in control system analysis are
presented in this paper. The multi-zone model is used to
determine combustion characteristics while the standard
control templates in GT-Power are used to analyze
fundamental step and ramp transients in load and
speed. The control structure is a continuous feedback
controller based on proportional-integral (PI) type. At
every time step the controller tries to minimize the error,
which is the difference between the sensed and target
values. The robustness of the controller is determined by
the two controller gains, one each for the proportional
and integral error terms. The inputs required for the
controller are the two gain terms and the minimum and
maximum controller output. The choice of controller
gains were mainly evolved by trial and error after an
initial estimate based on steady state runs between the
minimum and maximum controller output. More
information on PI controllers and initial guesses to
determine controller gains can be found in [16].
A dual control scenario for simultaneous control of load
and combustion timing is shown in Figure 14. The
parametric study from the cycle simulation code
indicated that amongst the variables considered, varying
IVC timing was the most effective way to phase
combustion. Hence, an IVC controller using crank angle
corresponding to 50% heat release (CA50) as its input,
is used to control combustion phasing. A second PI
controller is used to control transients in load (IMEP) by
varying the amount of fuel injected during an engine
-5 0 5 responds by injecting more fuel for a step change in load
(3.5 to 4.5 bar) requested at 3.5 seconds. The increase
in fuel quantity injected is likely to advance combustion.
However, the IVC controller delays inlet valve closure to
compensate for the increased load regulating CA50 to
the set value of –7 deg ATDC. The fuel injection timing
through out the simulation is set to 3 CAD after IVC and
the engine speed is maintained at 821 rpm.
Figure 15 shows the response of the controllers to ramp
transients in speed. The IMEP and IVC controllers are
required to control the load and CA50 at 4 bar and –3
deg ATDC respectively. During the positive ramp, the
engine speed is increased from 821 to 1321 rpm over 5
seconds. With increase in speed, start of combustion is
likely to be retarded due to reduced time available for
mixing, vaporization and ignition. The IVC controller
achieves faster combustion by early inlet valve closure
targeting the set CA50 value of –3 deg ATDC. During
the negative speed ramp, the ignition timing controller
delays inlet valve closure to obtain the desired
combustion phasing. The speed change has very little
effect on IMEP and the requested load (4 bar IMEP) is
achieved by actuating the required quantity of fuel.
The controller gains used in the simulation for the two
unfiltered PI controllers are listed on Table 5. The effect
of controller characteristics to capture cycle-to-cycle
variations, response time between control computation
and necessary actuation are some of the issues that
were not considered. The exercise was mainly to
demonstrate the use of integrated cycle simulation tool
in identifying parameters that aid in developing simple
control modules.
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1400
5
90 1300

85 1200
IMEP Controlled

Engine Speed [rpm]

4
1100
80

Fuel Injected [mg/cycle]

1000
75
3
IMEP [bar]

900
70
800

Fuel Actuated 65
2 0 2 4 6 8 10 12 14 16 18 20 22
T im e [s ]
60
Target IMEP 0 -40
1 Sensed IMEP 55
Injected Fuel
50 -2 CA50 set to -3 deg ATDC -60

0 45
0 1 2 3 4 5 6 7

IVC, SOI [deg ATDC]

-4 Target CA50 -80

CA50 [deg ATDC]

Time [s] Sensed CA50
-80 -6 -100
0 -90
Corresponding SOI
-8 -120
-2
IVC Actuated -100

-110
Actuated IVC
IVC, SOI [deg ATDC]

-10 -140
CA50 [deg ATDC]

-4 -120
Matching SOI
-130
-6 CA50 set to -7 deg ATDC -12 -160
-140 0 2 4 6 8 10 12 14 16 18 20 22

-150
Time [s]
-8
Target CA50 -160
5 100

-10 Sensed CA50

-170
Actuated IVC IMEP set to 4 bar 90
-12
Matching SOI -180 4

Target IMEP

Fuel Injected [mg/cycle]

-190
0 1 2 3 4 5 6 7 Sensed IMEP 80
Time [s] 3
IMEP [bar]

70
Figure 14. Step transient in load - Response of IMEP and IVC
controllers to control load and CA50. Engine speed = 821 rpm. 2
Injected Fuel 60
Table 5. Numerical values of controller gains used in
simulations
1
50
Proportional Gain Integral Gain

IVC Controller 0.01 0.1

0 40
0 2 4 6 8 10 12 14 16 18 20 22
IMEP Controller 4 40
Time [s]

Figure 15. Ramp transients in speed - Response of IMEP and

IVC controllers to control load and CA50
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CONCLUSION AND FUTURE WORK
A coupled simulation involving a commercial engine
cycle code and an external cylinder model is used to
model DI Diesel HCCI process. A multi-zone model
accounting for fuel and temperature stratifications in the
combustion chamber and a moderately detailed kinetic
mechanism solved with chemkin are used to enhance
the accuracy of modeling predictions.
Comparison of numerical results with experimental data
predicts the two stage ignition phenomena and the start
of combustion fairly well. However, the peak cylinder
pressure is over predicted and there is deviation from
the experimental data during the expansion process. A
possible remedy for the discrepancies would be to
include more zones in the multi-zone calculations as well
as tuning the initial conditions for temperature and fuel-
air distribution between them. Nevertheless, the
predicted trends were generally in good agreement with
the experiments. A parametric study examining the
effect of injection timing, EGR, intake temperature and
IVC on the combustion characteristics was conducted.
While a turn around effect similar to experimental results
was observed with injection timing and EGR, varying
IVC timing had a significant effect in delaying the onset
of main ignition event. In order to address the issue of
closed-loop engine control, the integrated cycle
simulation code was successfully used to demonstrate
simple operational controllers during transients in speed
and load.
The integrated program could be made more robust
depending on the desired extent of compromise
between computational time and accuracy. Models for
spray dynamics, improvements in heat transfer model
and a more fundamental description of zones accounting
for heat and mass interactions will improve the modeling
accuracy. Injection strategies, droplet distribution,
vaporization rates and other key issues involving
combustion control in DI Diesel HCCI can be better
understood using this tool in parametric studies. The
integrated code could be used to evaluate control
concepts during transients and develop guidelines to
optimize combustion process in various operating
regimes.
ACKNOWLEDGMENTS
This material is based upon work supported by
DOE/Sandia National Laboratories under grant number
DE-FC26-02AL67612. The authors wish to acknowledge
Yongchul Ra and Eric Hruby of University of Wisconsin
for modeling insights and experimental data.
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CONTACT

Kushal Narayanaswamy
Email: kushal@erc.wisc.edu

Christopher J. Rutland
Email: rutland@engr.wisc.edu

Engineering Research Building

1500, Engineering Drive,
Madison, WI-53706