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An Experimental and Modeling Study to

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Investigate Effects of Two-Stage Direct
Injection Variations on HCCI Combustion
ab ab ab
Ali Turkcan , Ahmet Necati Ozsezen , Mustafa Canakci , Gokhan
c cd c
Coskun , Hakan Serhad Soyhan & Usame Demir
a
Department of Automotive Engineering, Kocaeli University, Izmit,
Turkey
b
Alternative Fuels RandD Center, Kocaeli University, Izmit, Turkey
c
Department of Mechanical Engineering, Sakarya University,
Sakarya, Turkey
d
TEAM-SAN Co., Technopark, Sakarya University, Sakarya, Turkey
Accepted author version posted online: 09 Sep 2014.Published
online: 20 Jan 2015.

To cite this article: Ali Turkcan, Ahmet Necati Ozsezen, Mustafa Canakci, Gokhan Coskun, Hakan
Serhad Soyhan & Usame Demir (2015) An Experimental and Modeling Study to Investigate Effects of
Two-Stage Direct Injection Variations on HCCI Combustion, Combustion Science and Technology, 187:4,
642-658, DOI: 10.1080/00102202.2014.960562

To link to this article: http://dx.doi.org/10.1080/00102202.2014.960562

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 Combust. Sci. Technol., 187: 642–658, 2015
Copyright © Taylor & Francis Group, LLC
ISSN: 0010-2202 print / 1563-521X online
DOI: 10.1080/00102202.2014.960562

AN EXPERIMENTAL AND MODELING STUDY TO

INVESTIGATE EFFECTS OF TWO-STAGE DIRECT
INJECTION VARIATIONS ON HCCI COMBUSTION

Ali Turkcan,1,2 Ahmet Necati Ozsezen,1,2 Mustafa Canakci,1,2

Gokhan Coskun,3 Hakan Serhad Soyhan,3,4 and Usame Demir3
1
Department of Automotive Engineering, Kocaeli University, Izmit, Turkey
Downloaded by [BYU Brigham Young University] at 03:50 21 January 2015

2
Alternative Fuels RandD Center, Kocaeli University, Izmit, Turkey
3
Department of Mechanical Engineering, Sakarya University, Sakarya, Turkey
4
TEAM-SAN Co., Technopark, Sakarya University, Sakarya, Turkey

In this study, homogenous charge compression ignition (HCCI) combustion with two-stage
direct injection (TSDI) strategies was modeled with stochastic reactor model (SRM) and
validated by using the experimental results of the TSDI gasoline HCCI engine. For the
experimental study, a diesel engine was converted to an electronically controlled HCCI
gasoline engine. The effects of injection timings and injection ratios on the HCCI combus-
tion characteristics were studied at high equivalence ratio and constant engine speed. The
injection timings (first and second) and fuel quantity for each injection were adjusted to get
desired mixture formation in the cylinder. During the experiments, the maximum cylinder
gas pressure, pressure rise rate and start of combustion were directly controlled by using the
second fuel injection timing and injection ratio. Using optimal second fuel injection timing
and injection ratio caused a reduction on NOx and HC emissions. The model results of the
HCCI combustion were in good agreement with the experimental results. Both of the experi-
mental and modeling results showed that the second fuel injection timing had a strong effect
on the HCCI combustion when compared to the first injection timing.

Keywords: 0D simulation; Experimental validation; Homogenous charge compression ignition; Stochastic reactor
model; Two-stage direct injection

INTRODUCTION
Homogenous charge compression ignition (HCCI) is a form of internal combustion
in which well mixed fuel and oxidizer are compressed to the point of auto-ignition. HCCI
has characteristics of both homogeneous charge spark ignition (SI) and stratified charge
compression ignition (CI), and has the potential to combine their best properties. The fuel
and oxidizer are mixed together as in SI engines, but instead of an electric discharge to
ignite the mixture, the pressure and temperature of the mixture are raised by compression
until the entire mixture reacts simultaneously as in CI engines. The main characteristic of

Received 18 November 2013; revised 25 August 2014; accepted 28 August 2014.

Address correspondence to Hakan Serhad Soyhan, Department of Mechanical Engineering, Sakarya
University, Sakarya 54187, Turkey. E-mail: hsoyhan@sakarya.edu.tr
Color versions of one or more of the figures in the article can be found online at www.tandfonline.com/
gcst.

642
 HCCI COMBUSTION WITH TWO-STAGE DIRECT INJECTION 643

HCCI is the simultaneous burning of the fuel-air mixture because of ignition occurring at
several places.
In recent years, a number of studies related to the HCCI combustion have been
published (Soyhan et al., 2009; Vuilleumier et al., 2014). It is emphasized that two main
parameters play an important role in controlling auto-ignition timing and combustion rate in
the HCCI combustion. One of them is temperature-time history, the other is auto-ignition
characteristic of the fuel (Stanglmaier and Roberts, 1999). The temperature-time history
includes intake temperature (Lee and Lee, 2007; Liu et al., 2009; Maurya and Agarwal,
2011), intake pressure (Canakci, 2008, 2012), variable compression ratio (Machrafi and
Cavadiasa, 2008; Wagner et al., 2003), variable valve timing for adjusting the level of inter-
nal exhaust gas recirculation (EGR) with negative valve overlap (NVO), external and cooled
EGR (Xingcai et al., 2006; Xu et al., 2009; Kim and Lee, 2006), and direct injection timing
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(Dong et al., 2009; Yang and Zhao, 2011). After the intake valve closed, the temperature-
time history and fuel concentration can be controlled only with injection (single or double)
timing in direct injection (DI) engines. Marriott and Reitz (2002) experimentally inves-
tigated the effects of injection timing on the DI gasoline engine with high compression
ratio and high intake air temperature without spark assist. They observed that combustion
phasing can be controlled with changing injection timing over a range of engine speeds,
intake temperature, and equivalence ratios. Lee and Lee (2007) investigated the effects of
injection parameters on the DI gasoline engine. They studied experimentally on the two
different combustion modes by using single stage injection. They found that the combus-
tion pressure increased and start of combustion timing advanced towards top dead center
(TDC) in the stratified charge compression ignition (SCCI) combustion mode, when the
injection timing (40–70◦ CA bTDC) was retarded. The combustion pressure increased and
start of combustion advanced in the controlled auto-ignition (CAI) mode, when the injec-
tion timing (90◦ CA, 270◦ CA, and 360◦ CA bTDC) was advanced. Yang and Zhao (2011)
applied partial fuel stratification strategy to overcome rapid combustion and high engine
knock of the HCCI engine. In this strategy, most of the fuel was injected into the intake
manifold; the rest of the fuel was directly injected at compression stroke. They evalu-
ated DI timings and DI fractions as injection parameters. According to the results, the
pressure rise rate increased with retarding DI timing and increasing DI fraction when iso-
octane was used for DI. Moreover, they observed that the ignition timing retarded, cycle
to cycle variations increased, and combustion duration shortened with the increase in DI
fraction.
Two-stage direct injection (TSDI) technique allows desired fuel-air mixture con-
centration in the cylinder due to more flexible controlling for fuel injection timing and
duration in the DI gasoline engines. Wang et al. (2005) simulated injection parameters,
such as first and second injection timings, and injection ratio on the three-dimensional (3D)
gasoline direct injection (GDI) combustion by using computational fluid dynamics (CFD)
code. When the first injection was applied at early crank angle 50◦ CA after top dead cen-
ter (aTDC), it seems that evaporation process of the gasoline occurred slowly. If the first
injection timing was applied at 100◦ CA aTDC, the homogeneous charge was obtained and
gasoline spray evaporated completely. They found that, at the late first injection timings
(150 ◦ CA aTDC), gasoline spray was collected near the cylinder wall due to the high inten-
sity air motion. They declared that if the optimal first injection timing was used, better
engine performance could be obtained. Wang et al. (2006a) improved the 3D CFD model
and it was validated by using experimental data obtained from a DI-HCCI gasoline engine.
Their experimental and computational studies showed that the second fuel injection timing
 644 A. TURKCAN ET AL.

can directly control start and rate of HCCI gasoline combustion. The second fuel injection
improves combustion stability, suppresses knock tendency, and extends HCCI high load
range. Canakci and Reitz (2003) applied double injection technique to the gasoline DI-
HCCI concept with using a high compression ratio (16.1) and intake air temperature. They
observed that double injection technique was very useful to control start of combustion.
In addition, significant reduction in NOx emissions, as well as high thermal efficiency, was
obtained by using optimal double injection timings and ratios. Cao et al. (2008) developed a
3D CFD engine simulation program to show the effects of single and double injection tim-
ings on the combustion phasing in the DI-HCCI gasoline engine. They observed the effect
of charge cooling when the single stage injection was used during the intake stroke. When
the single stage injection was late at the compression stroke, a local fuel-rich zone was cre-
ated. This situation led to promote an early combustion phasing and higher NOx emissions.
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In order to reach the best engine performance and lowest total NOx emissions, they used
double injection with optimal injection ratios. Hunicz and Kordos (2011) investigated the
effects of the second fuel injection timing and injection ratios on the combustion character-
istics by using the TSDI technique with NVO at low compression ratio. They found that the
TSDI technique had more benefits compared with single-stage injection. When using equal
injection ratios, the lowest emissions level and cyclic variability were observed. The cylin-
der gas pressure and heat release rate decreased with retarding the second fuel injection
timing.
According to the authors’ knowledge, Kraft et al. were the first reporters of the
stochastic reactor model (SRM) approach combined with an engine code (Kraft et al.,
2000). Further applications of developing SRM approach for more accurate simulation of
the engine combustion were published in the literature (Blurock et al., 2010; Mosbach
et al., 2008). Although more than 10 years have passed from the first HCCI simulation
using SRM approach, there are limited investigations on computational techniques of SRM
compared to experimental studies on TSDI application at HCCI engines. Su et al. (2007)
modeled TSDI in a HCCI diesel engine by using SRM based on probability density func-
tion (PDF). They incorporated a new wall-impingement sub-model with SRM for direct
injection and observed that TSDI technique leads to longer combustion duration and conse-
quently extends the HCCI operating range. Mosbach et al. (2006) simulated a dual injection
primary reference fuel HCCI engine using SRM with developed injection, penetration, and
evaporation sub-processes models. They observed that the second injection helps to prevent
knock, thereby extending the operating range on the high load side.
As seen in the literature review, TSDI technique is important for combustion control
in DI gasoline HCCI engine. However, there are not enough studies about using SRM for
the TSDI technique in DI-HCCI gasoline engine with high compression ratio and intake
temperature without spark ignition and EGR. Therefore, in this study, a set of experimental
data with four different first and second injection timings was simulated by SRM technique.
First, injections were selected at 100◦ CA, 110◦ CA, 120◦ CA, and 130◦ CA aTDC in intake
stroke while the second injection was fixed at 30◦ CA bTDC in compression stroke. Second
injections were preferred at 30◦ CA, 25◦ CA, 20◦ CA, and 15◦ CA bTDC while the first
injection was fixed at 120◦ CA aTDC. Results from simulation were validated with exper-
imentally obtained pressure data. Afterwards, the validation fuel-air equivalence ratio ()
and temperature distribution with stochastic particle accumulation depending on the first
and second injection timings were investigated. Finally, emissions from the experimental
study and SRM simulations were given.
 HCCI COMBUSTION WITH TWO-STAGE DIRECT INJECTION 645

EXPERIMENTAL SETUP AND PROCEDURE

In this study, a naturally aspirated, water-cooled, single cylinder DI diesel engine
was converted to a DI-HCCI gasoline engine fueled with (97 octane) gasoline. The engine
specifications are shown in Table 1 and schematic diagram of the engine test cell is shown
in Figure 1. Table 2 shows some properties of the test fuel. The test engine is coupled to

Table 1 Engine specifications

Engine Super Star 7716 model diesel engine

Type DI, natural aspirated, 4-stroke, water cooled
Cylinder number 1
Bore (mm) 98.46
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Stroke (mm) 100

Engine speed (rpm) 1100
Intake temperature (K) 373
Connection rod length (mm) 219
Compression ratio 17:1
Intake valve open (bTDC) 22
Intake valve close (aBDC) 60
Exhaust valve open (bBDC) 66
Exhaust valve close (aTDC) 16

Figure 1 Experimental setup.

Table 2 Some properties of the test fuel

Property Unit Gasoline

Density (at 15◦ C) kg m−3 747.6

Viscosity (at 40◦ C) mm2 s−1 0.61
Lower heating value MJ kg−1 41.4
Copper strip corrosion (3 h, 50◦ C) Degree of corrosion No. 1a
Distillation
10% ◦C 46.2
50% ◦C 80.2
90% ◦C 147.5
 646 A. TURKCAN ET AL.

a DC electrical dynamometer. K type thermocouples with a digital temperature indicator

were used in measuring the intake air, exhaust gas, fuel, oil, and cooling water inlet-outlet
temperatures. The intake charge temperature (Tin ), engine coolant temperature, and fuel
temperature were controlled in closed-loop at 100 ± 2◦ C, 75 ± 2◦ C, and 30 ± 2◦ C, respec-
tively. An orifice meter and a differential pressure manometer were used to measure air
consumption.
The cylinder pressure was measured with a Kistler water-cooled pressure transducer
model 6061B, which was installed on the engine cylinder head. The charge output from the
transducer was converted to an amplified voltage using a Kistler 5011B charge amplifier.
The 1500 pulses per rotation from a shaft encoder on the engine crankshaft were used as the
data acquisition clocking pulses to acquire the cylinder pressure and top dead center (TDC)
signal. The output of the charge amplifier and the TDC signal from the magnetic pick-up
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were converted to digital signals and recorded by a National Instrument fast data acquisition
card NI PCIe 6251. The cylinder gas pressure data of 50 cycles were averaged to eliminate
cycle-to-cycle variation. Then, the pressure data was used to calculate the heat-release rate
and main combustion characteristics.
A gasoline injector was installed on the engine cylinder head. Fuel injection pressure
(Pinj ) was fixed at 10 MPa by using a low pressure common rail system. First and sec-
ond injection timings and the fuel quantity per cycle (Qcyc ) were controlled by a designed
electronic control unit, which was synchronized with a crank angle sensor. In this study,
two different exhaust gas analyzers were used for measuring the concentrations of the
exhaust gas emissions. A Bosch BEA 350 analyzer was used for HC and Capalec Cap
3200 was used for NOx emissions. These exhaust emissions were measured continuously
after auto-calibration for each case.
The test engine was run with diesel fuel until the oil temperature reached to 60 ±
2◦ C. Then it was switched to HCCI mode with the use of TSDI strategy. Before each
experiment, coolant, intake air, and fuel temperatures were fixed to eliminate their effects
on the HCCI combustion. Experimental studies were carried out for the same energy input
(17.3 mg fuel, which approximately corresponds to 710 J per cycle) and constant engine
speed (1100 rpm). Different injection timings (SOI1 : first injection timing; SOI2 : second
injection timing) and injection amounts for the first and second injections were used in the
experiments.

MODELING HCCI COMBUSTION WITH SRM

There are several reduced and skeletal mechanisms developed for primary reference
fuel (PRF) available in the literature (Soyhan et al., 2002). A skeletal kinetic model having
33 species and 38 reactions was modified especially for HCCI combustion by Tsurushima
(2009). Since it has one of the least numbers of species in all of the available skeletal
mechanisms for PRF describing HCCI combustion, in this study his mechanism is coupled
to the SRM code. To investigate the NOx formation, sub-mechanisms taken from GRI3.0
(Lissianski and Qin, 1999) were added to the kinetic model.
In the current study, SRM Suit software (CMCL Innovation, 2014) was used to sim-
ulate HCCI combustion. SRM software has a breathing model where the simulations were
carried out between intake valve opening (IVO) and exhaust valve closing (EVC). Su et al.
(2006) implemented a new PDF-based computational model to simulate a HCCI engine
with DI during gas exchange to the SRM solver. To be consistent with the experimental
 HCCI COMBUSTION WITH TWO-STAGE DIRECT INJECTION 647

studies, we had early first injection timing that can easily be simulated by using the breath-
ing model. From the experience during the simulation studies, a model calibration process
with breathing model simulation has more accurate results than close volume simulations,
which are between intake valve close (IVC) and exhaust valve open (EVO). This situa-
tion led us to investigate the effects of the first injection on the HCCI combustion. The
same engine specifications were used as with the experimental setup. A single cycle was
simulated between IVC and EVO timings. An experimental engine, which has 3% crevice
volume of the total cylinder, was implemented to the SRM. To increase the simulation
consistency, 20 µm blow-by or ring gap defined from the experimental geometry were
used in the SRM. Time steps were chosen as 0.25◦ CA with 1000 number of particles for
each simulation. Su et al. (2007) showed that increasing the number of particles for SRM
simulations can decrease the statistical errors significantly. The input parameters were set
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to 12 for stochastic particle weighting factor. The model constant, C , in a mixing set-
ting was set to 2.0 as suggested by Kraft et al. (2000), 3–5 ms for the main mixing,
and 1 ms for the DI mixing time applied to the model. Initial pressure and temperature
were set to 100 kPa and 373 K, respectively. SRM software includes the structure of the
boundary layer and the crevices models with principles of heat and mass transfer through
the cylinder wall, which is translated in the context of the stochastic modeling approach.
The heat loss through the cylinder wall leads to a significant temperature gradient in the
boundary layer, thus the wall temperature was set to 435 K ± 2. Injection was modeled
by setting the 60◦ cone angle, 150 m/s injection velocity, and 300 K fuel liquid inlet
temperature. Initial sauter mean diameter 50 µm was applied for modeling the injected
particles.

RESULTS AND DISCUSSION

The effects of injection parameters, such as first and second fuel injection tim-
ings, and injection rates on combustion characteristics were investigated experimentally
and computationally. The combustion characteristics were analyzed in terms of maximum
cylinder gas pressure (Pmax ), maximum pressure rise rate (MPRR), the start of combustion
determined by CA10 (the crank angle at which the mass burn fraction reaches to 10%) and
CA50 (the crank angle at which the mass burn fraction reaches to 50%) for varying injec-
tion parameters. Injected fuel’s and some important species’ mass fraction were obtained
from the simulations. It was observed that the engine was working very noisily and in an
unacceptable way when MPRR was greater than 1.0 MPa/◦ CA. On the other hand, the
combustion efficiency was reduced and the cycle-to-cycle variation of the maximum cylin-
der gas pressure was increased when the COVimep values reached to 10%. Therefore, in
this study, upper load limit of the HCCI combustion was defined as the MPRR (dP/dθ max )
of 1.0 MPa/◦ CA. The MPRR was obtained higher than 1 MPa/◦ CA if the first and sec-
ond injection timings were selected at the earlier crank angles before 100◦ CA aTDC in
intake stroke and 30◦ CA bTDC in compression stroke, respectively. The COVimep was
obtained higher than 10% when the second fuel injection timings were selected at later
crank angles after 15◦ CA bTDC in compression stroke. The first injection timings were
selected between 100 and 130◦ CA aTDC with increments of 10◦ CA and second fuel injec-
tion timings were selected between 30 and 15◦ CA bTDC with increments of 5◦ CA. In the
current study, intake TDC and combustion TDC were defined to be 0◦ CA and 360◦ CA,
respectively.
 648 A. TURKCAN ET AL.

Effects of First and Second Fuel Injection Timings on HCCI Combustion

Figure 2 shows experimental and modeling results for comparing the effects of the
first (a) and second (b) fuel injection timings on the cylinder gas pressure. As shown in
Figure 2a, the first injection timing was variable in the intake stroke, such as 100◦ CA,
110◦ CA, 120◦ CA, and 130◦ CA aTDC, while timing of the second injection was 30◦ CA
bTDC where the maximum engine moment was obtained. The second injection timing
was variable at the later compression strokes, such as 30◦ CA, 25◦ CA, 20◦ CA, and 15◦ CA
bTDC, while keeping the first injection timing constant at 120◦ CA aTDC in intake stroke
as shown in Figure 2b. The fuel injection ratio of the first injection to the second injection
is defined as I 1 /I 2 . The injection ratio (ir) was selected as 4 (I 1 /I 2 = 4/1). This means
that 80% of the total amount of the fuel per cycle was injected during the first injection
timing to form a homogenous charge in the cylinder. The rest of the fuel was injected
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during the second injection at the end of the compression stroke to control ignition timing.
Obtained experimental and modeling results for the first and second fuel injection timings
were in good agreement and both results showed the same trend. At the retarding first
injection timings, fuel spray may collect near the cylinder wall due to high intensity air
motion and thus evaporation process is decreased (Wang et al., 2005). For this reason, as
shown in Figure 2a, the cylinder gas pressure was slightly decreased at 130◦ CA aTDC first
injection timing. The second fuel injection timing has a significant effect on the cylinder gas

7.0 7.0
1100 rpm Exp 100 °CA aTDC 1100 rpm Exp 30 °CA bTDC
Tin = 100 °C Exp 110 °CA aTDC Tin = 100 °C Exp 25 °CA bTDC
6.5 6.5
Model 100 °CA aTDC Model 30 °CA bTDC
Cylinder gas pressure (MPa)

Pinj = 10 MPa Pinj = 10 MPa

Model 110 °CA aTDC Model 25 °CA bTDC
Cylinder gas pressure (MPa)

6.0 SOI2 = 30°CA bTDC 6.0 SOI1 = 120°CA aTDC

I2/I2 = 4 I2/I2 = 4
5.5 5.5

5.0 5.0

4.5 4.5

4.0 4.0

3.5 (a) 3.5

(b)
3.0 3.0
350 355 360 365 370 375 380 385 390 350 355 360 365 370 375 380 385 390
Crank angle (°CA) Crank angle (°CA)
7.0 7.0
1100 rpm Exp 120 °CA aTDC 1100 rpm Exp 20 °CA bTDC
Tin = 100 °C Exp 130 °CA aTDC 6.5 Tin = 100 °C Exp 15 °CA bTDC
6.5
Pinj = 10 MPa Model 120 °CA aTDC Pinj = 10 MPa Model 20 °CA bTDC
Cylinder gas pressure (MPa)

Cylinder gas pressure (MPa)

Model 130 °CA aTDC Model 15 °CA bTDC

6.0 SOI2 = 30°CA bTDC 6.0 SOI1 = 120°CA aTDC
I2/I2 = 4 I2/I2 = 4
5.5 5.5

5.0 5.0

4.5 4.5

4.0 4.0

3.5 (a) 3.5

(b)
3.0 3.0
350 355 360 365 370 375 380 385 390 350 355 360 365 370 375 380 385 390
Crank angle (°CA) Crank angle (°CA)

Figure 2 Comparison of cylinder gas pressure for model and experimental studies with reference to the changing
in the first (a) and second (b) injection timings.
 HCCI COMBUSTION WITH TWO-STAGE DIRECT INJECTION 649

pressure when compared with the first injection timing. Generally, the cylinder gas pressure
was decreased with retarding second fuel injection timing as shown in Figure 2b since the
charge cooling effect increases with retarding the second injection timings, which means
there is not enough time for vaporization.
Figure 3 shows the effects of first and second fuel injection timings on the combus-
tion characteristics. It can be seen that results of experimental and modeling studies were

6.4 6.4
Exp
Model
6.2 6.2

6.0 6.0

5.8 5.8

Pmax (MPa)
Pmax (MPa)
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5.6 5.6
1100 rpm
1100 rpm
5.4 5.4 Tin = 100 °C
Tin = 100 °C
Pinj = 10 MPa
Pinj = 10 MPa
5.2 5.2 SOI1 = 120°CA aTDC
SOI2 = 30°CA bTDC
I2/I2 = 4
I2/I2 = 4
5.0 Exp 5.0
(a) Model (b)
4.8 4.8
100 110 120 130 30 25 20 15
SOI1°CA aTDC SOI2°CA bTDC
1.05 1.05
Exp Exp
Model Model

0.90 0.90
MPRR (MPa/ °CA)
MPRR (MPa/ °CA)

0.75 0.75

0.60 0.60

0.45 0.45

(a) (b)
0.30 0.30
100 110 120 130 30 25 20 15
SOI1°CA aTDC SOI2°CA bTDC
8.5 8.5
Exp Exp
8.0 Model 8.0 Model

7.5 7.5

7.0 7.0
CA50 (°CA)
CA50 (°CA)

6.5 6.5

6.0 6.0

5.5 5.5

5.0 5.0

4.5 4.5

4.0 4.0
(a) (b)
3.5 3.5
100 110 120 130 30 25 20 15
SOI1°CA aTDC SOI2°CA aTDC

Figure 3 Comparison of combustion characteristics for model and experimental studies with reference to the
various of the first injection timings while the second injection fixed at 30◦ CA (a) and various of the second
injection timings while the first injection fixed at 120◦ CA (b).
 650 A. TURKCAN ET AL.

close to each other for the combustion characteristics. Pmax and MPRR were significantly
decreased by retarding second fuel injection timing while there was not any significant
difference with changing the first injection timings. The results showed that CA50 was
obtained at earlier crank angle by retarding the first fuel injection timings from 100◦ CA
to 120◦ CA aTDC. Because the Pmax and MPRR slightly increased, this increase led to
advanced ignition timings. The CA50 were retarded at the 130◦ CA first injection timing due
to impinging the fuel spray on the cylinder wall. The effects of the second fuel injection
timings on the CA50 parameter were found to be stronger than those of the first injec-
tion timings. The obtained results from experimental and modeling studies showed that
CA50 can be directly controlled by the second fuel injection timings. The local rich mix-
ture is created by the second fuel injection timing. Therefore, the second injection timing
can control the CA50. The CA50 occurred at later crank angle with retarding the second
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fuel injection timings because latent fuel vaporization is a dominant factor for the combus-
tion process and chemical reaction rate. Retarding the second fuel injection timing causes
a decrease in the cylinder gas pressure and evaporation, so it causes a delay for CA50 as
shown in Figure 3.
In the following two figures, we show the fuel-air equivalence ratio () distributions
with normalized mass and temperature of stochastic particle for the first and second injec-
tion timings. Here, it is important to know that, different from the conventional definition
of equivalence ratio, we excluded the effect of CO2 and H2 O in these figures.
In these figures, normalized mass represents total number of the stochastic particles
in a range of 0 to 1. The left column shows the first injection variable effects on the fuel-
air equivalence ratio () distribution. It is clearly seen in Figure 4 that retarding the first
injection slightly delayed the particles to accumulate in a narrow range. However fuel-air
equivalence ratio () becomes homogenous at about 50◦ CA bTDC for all cases. The right
column shows the effects of varying the second injection timing on the fuel-air equivalence
ratio () distribution. Inhomogeneity of the fuel-air equivalence ratio () of the particles
distribution increased while the second injection timing was retarded. Figure 5 shows the
fuel/air equivalence ratio () distributions with temperature (colored) of stochastic particle
accumulation for the first and second injection timings. Here, the left and right columns
again show the effects of the first and the second injection timing on the fuel-air equivalence
ratio () distribution, but with a temperature scale. It is clear to say that retarding the first
injection timing does not significantly cause inhomogeneity in the temperature field in the
combustion chamber. Among the others, the first injection at 120◦ CA aTDC looks like the
most homogeneous case according to the distribution of the fuel-air equivalence ratio ().
However, the general trend shows a slight increase in temperature region inhomogeneity by
retarding the first injection. The right column shows the effects of varying second injection
timing on the fuel-air equivalence ratio () distribution with temperature scale. Retarding
the second injection timing dramatically causes an increase in the inhomogeneity of the
fuel-air equivalence ratio () and temperature distribution of the particle accumulation.
As seen in Figures 4 and 5, pressure drop and the increase of the combustion duration are
more related to the second injection timing than the first one.
Figure 6 shows the effects of first and second fuel injection timings on the maxi-
mum cylinder gas temperature, NOx emissions, and HC emissions. The maximum cylinder
gas temperatures were obtained from the simulations. NOx emissions were obtained from
experimental studies to relate with maximum cylinder gas temperature. HC emissions were
obtained from experimental and modeling studies to compare to each other. The experimen-
tal and modeling results exhibited the same trends according to the variations of the first
 HCCI COMBUSTION WITH TWO-STAGE DIRECT INJECTION 651
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Figure 4 Equivalence ratio distributions with normalized mass (colored) of stochastic particle ensemble depend-
ing on ◦ CA for the various timings of the first injection while the second injection is fixed at 30◦ CA (left column)
and various timings of the second injection while the first injection is fixed at 120◦ CA (right column).
 652 A. TURKCAN ET AL.
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Figure 5 Equivalence ratio distributions with temperature [K] (colored) of stochastic particle ensemble depending
on ◦ CA for the various timings of the first injection while the second injection is fixed at 30◦ CA (left column) and
various timings of the second injection while the first injection is fixed at 120◦ CA (right column).
 HCCI COMBUSTION WITH TWO-STAGE DIRECT INJECTION 653

275 1100 rpm , Tin = 100 °C, Pinj = 10 MPa, SOI1 = 120°CA aTDC
275 1100 rpm , Tin = 100 °C, Pinj = 10 MPa, SOI2 = 30°CA bTDC 1950 400
400
2050 250
250

Max. cylinder gas temperature (°K)

360 225 360
2000 1900

Max. cylinder gas temperature (°K)

225
200
200 1950 320 320
NOx emission (ppm)

175 1850

HC emission (ppm)

NOx (ppm)
175

HC (ppm)
1900 280
280 150
150 1800
1850 125
125 240 240
NOx emission experimental NOx emission experimental
1800 100 NOx emission model 1750
100 NOx emission model 200
200 75 HC emission experimental
75 HC emission experimental 1750
HC emission model HC emission model 1700
50 Temperature model 160
50 Temperature model 160
1700
25 1650
25 120
1650 120 (b)
(a) 0
0
30 25 20 15
100 110 120 130
SOI2 °CA bTDC
SOI1°CA aTDC

Figure 6 Comparison of emission characteristics for model and experimental studies with reference to the various
timings of the first injection while the second injection fixed at 30◦ CA (a) and various timings of the second
injection while the first injection fixed at 120◦ CA (b).
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and second fuel injection timings. The second fuel injection timing significantly affected
the maximum cylinder gas temperature, NOx emissions, and HC emissions compared to
the first injection timing. NOx emissions may be formed with the stratified charge, which is
obtained by using the second fuel injection, and leads to higher local temperatures, which
produce higher NOx emissions (Wang et al., 2006b). Therefore, the second fuel injection
timing has a dominant effect especially on the NOx emissions as shown in Figure 4. The
maximum cylinder gas temperature and NOx emissions exhibited the same trend accord-
ing to the variations in the second fuel injection timings. The values belonging to both
parameters decreased by retarding the second fuel injection timing, due to increasing cool-
ing effects. It is known that lower HC emissions can be obtained with the more complete
combustion and evaporation process. Retarding the second fuel injection timing caused
a decrease in the cylinder gas temperature and evaporation; therefore, the HC emissions
increased.

Effects of Injection Ratio on HCCI Combustion

Figure 7 shows the effects of injection ratios (I 1 /I 2 = 4 and I 1 /I 2 = 1.5) on the cylin-
der gas pressure at two different second injection timings, which were set at 30◦ CA and
25◦ CA bTDC while keeping the first injection timing constant (120◦ CA aTDC). The exper-
imental and modeling studies showed that the variation of injection ratio has a significant
effect on the cylinder gas pressure and exhibited the same characteristics. When the injec-
tion rate decreased from 4 to 1.5, the cylinder gas pressure decreased due to an increase in
the cooling effect. The location of maximum cylinder gas pressure was observed at earlier
crank angles.
Figure 8 shows the variations in the combustion characteristics in terms of Pmax ,
MPRR CA50, and combustion efficiency. The second fuel injection timing had strong
effects on the combustion characteristics, even though the injection ratio was decreased
from 4 to 1.5. The experimental and modeling results of the Pmax decreased when the injec-
tion ratio dropped; however, the MPRR values were almost the same at 30◦ CA bTDC since
the richer mixture in cylinder at the second injection timing led to faster combustion and
chemical rate. The experimental and modeling results of the CA50 showed that the injection
ratio was an important parameter for controlling HCCI combustion. Changes in CA50 loca-
tions obtained by means of decreasing injection ratio had the same trend in the experimental
 654 A. TURKCAN ET AL.

7.0 7.0
1100 rpm Exp 30 °CA bTDC (I1/I2 = 4) 1100 rpm Exp 25 °CA bTDC (I1/I2 = 4)
Tin = 100 °C Exp 30 °CA bTDC (I /I = 1.5) Tin = 100 °C Exp 25 °CA bTDC (I /I = 1.5)
1 2 1 2
6.5 6.5
Pinj = 10 MPa Model 30 °CA bTDC (I /I = 4) Model 25 °CA bTDC (I /I = 4)
1 2 Pinj = 10 MPa 1 2

Cylinder gas pressure (MPa)

Cylinder gas pressure (MPa)

Model 30 °CA bTDC (I /I = 1.5) Model 25 °CA bTDC (I /I = 1.5)

SOI1 = 120°CA aTDC 1 2 1 2
6.0 6.0 SOI1 = 120°CA aTDC

5.5 5.5

5.0 5.0

4.5 4.5

4.0 4.0

3.5 3.5

3.0 3.0
350 355 360 365 370 375 380 385 390 350 355 360 365 370 375 380 385 390
Crank angle (°CA) Crank angle (°CA)
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Figure 7 Comparison of cylinder gas pressures for model and experimental studies with reference to the change
in injection ratio.

6.6 1.2
Exp 1100 rpm Exp
Model Model
Tin = 100 °C
1.1
6.4 Pinj = 10 MPa
SOI1 = 120°CA aTDC
1.0
MPRR (MPa/ °CA)
Pmax (MPa)

6.2
0.9

6.0 0.8

0.7
5.8
0.6

5.6 0.5
30 (I1/I2 = 4) 30 (I1/I2 = 1.5) 25 (I1/I2 = 4) 25 (I1/I2 = 1.5) 30 (I1/I2 = 4) 30 (I1/I2 = 1.5) 25 (I1/I2 = 4) 25 (I1/I2 = 1.5)
Injection ratio Injection ratio
6.6 100
Exp
6.0 Model

5.4 90
Combustion efficiency (%)

4.8
4.2
80
CA50 (°CA)

3.6
3.0
70
SOI1 = 100°CA aTDC

SOI1 = 110°CA aTDC

SOI1 = 120°CA aTDC

SOI1 = 130°CA aTDC

SOI2 = 25°CA bTDC

SOI2 = 30°CA bTDC

SOI2 = 25°CA bTDC

SOI2 = 20°CA bTDC

SOI2 = 15°CA bTDC

SOI2 = 30°CA bTDC

2.4
1.8
1.2 60

0.6
0.0 50
30 (I1/I2 = 4) 30 (I1/I2 = 1.5) 25 (I1/I2 = 4) 25 (I1/I2 = 1.5) SOI2 = 30°CA bTDC SOI1 = 120°CA aTDC SOI1 = 120°CA aTDC
Injection ratio ( I1/I2 = 4 ) ( I1/I2 = 4 ) ( I1/I2 = 1.5 )

Figure 8 Comparison of combustion characteristics for model and experimental studies with reference to the
change in injection ratio and combustion efficiency (in these figures, 30 and 25 represent SOI2 timings).

and modeling studies. Increment in the injected amount of fuel at the second injection tim-
ing causes the local fuel-air equivalence ratio () to increase. Therefore, the locations of
CA50 were observed at the earlier crank angles. In addition, the effects of SOI1 , SOI2 , and
injection ratio on the combustion efficiency are illustrated in Figure 8. The SOI2 timing
had a strong impact on the combustion efficiency while there was a small difference in the
 HCCI COMBUSTION WITH TWO-STAGE DIRECT INJECTION 655

500 500

Tmax (oK)
1900
450 450
1100 rpm
1800 NOx emission exp
Tin = 100 °C
400 NOx emission model 400
Pinj = 10 MPa
HC emission exp
350 SOI1 = 120°CA aTDC HC emission model 350
NOx (ppm) 1700

HC (ppm)
Temperature model
300 300
1600

250 250
1500
200 200

150 1400 150

100 100
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30 (I1/I2 = 4) 30 (I1/I2 = 1.5) 25 (I1/I2 = 4) 25 (I1/I2 = 1.5)

Injection ratio

Figure 9 Comparison of emission characteristics for model and experimental studies with reference to the change
in injection ratio (in these figures 30 and 25 represent SOI2 timings).

change of combustion efficiency for variations of the SOI1 timing. Figure 8 clearly indi-
cates that the combustion efficiency can be directly controlled by the SOI2 timing despite
changing the injection ratio. Moreover, it showed intense sensitivity to varying the injection
ratio as shown in Figure 8. When the injection ratio decreased from 4 to 1.5, it also signif-
icantly decreased at two different second injection timings due to the decrease in Pmax , as
well as combustion temperature.
Figure 9 shows the effects of injection ratio on the maximum cylinder gas tempera-
ture, NOx emissions, and HC emissions. The maximum cylinder gas temperature and NOx
emissions decreased and HC emissions increased with decreasing the injection ratio at
30◦ CA bTDC. The experimental and modeling results exhibited the same trends accord-
ing to the variation of injection ratio at 30◦ CA bTDC. When the injection ratio decreased
at 25◦ CA bTDC, the experimental NOx and HC emissions had the same trend at 30◦ CA
bTDC test case. On the other hand, the modeling results of the maximum cylinder gas
temperature increased and HC emission slightly decreased due to higher MPRR. The exper-
imental results showed that cooling effects increased with decreasing injection ratio and
this situation led to lower NOx and higher HC emissions. At the same time, the second fuel
injection timing significantly affected NOx and HC emissions although the injection ratio
was changed. It can be said that both NOx and HC emissions can be decreased by using
optimal second fuel injection timing and injection ratio.

CONCLUSIONS
In this study, combustion behavior of an HCCI engine was simulated to evaluate the
effects of TSDI technique on the combustion and emissions characteristics of a DI-HCCI
gasoline engine. Obtained results from the model and experiments showed that imple-
menting the TSDI technique significantly affected HCCI combustion. Also, the following
conclusions can be reached:
 656 A. TURKCAN ET AL.

1. HCCI combustion showed strong sensitivity to the second fuel injection timing as com-
pared to the first injection timing. Overall, combustion and emissions parameters of the
gasoline HCCI engine can be directly controlled by the second fuel injection timing
even though the injection ratios are not changed.
2. The Pmax , MPRR, and maximum cylinder gas temperature slightly decreased and HC
emissions slightly increased when the first injection timing was later than 120◦ CA
aTDC.
3. The Pmax , MPRR, NOx , combustion efficiency, and maximum cylinder gas temperature
decreased and HC emission increased by retarding the second fuel injection timing.
In addition, retarding the second fuel injection timing caused to the locations of the
CA50 to occur at the later crank angles.
4. When the injection ratio was decreased from 4 to 1.5 at 30◦ CA bTDC, the Pmax , com-
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bustion efficiency, and NOx emissions decreased respectively, meanwhile HC emissions

slightly increased. The dilemma between NOx and HC emissions may be solved by
using optimal second fuel injection timing and injection ratio.
5. SRM simulations show that the inhomogeneity in normalized mass are mostly related
to the second injection timing rather than the first one.
6. Although validation of the HC emissions does not seem good enough for the sim-
ulations, the trend in all simulations of HC emissions is the same as experimental
results.
7. SRM simulations show that the decrease in the combustion pressure and the increase in
the combustion duration are more related to the second injection timing rather than the
first one.

FUNDING
This study was supported by the grants from TUBITAK (Project No. 111M180),
Scientific Research Foundation of Kocaeli University (Project Nos. 2011/22 and 2011/44),
and Research Fund of the Sakarya University (Project Nos. 2012-02-04-014 and 2014-50-
02-008). The authors would like to thank the individuals who were involved in making this
work possible.

NOMENCLATURE

CA10 mass burn fraction reaches to 10%

CA50 mass burn fraction reaches to 50%
CFD computational fluid dynamics
CI compression ignition
COV coefficient of variation
DI direct injection
DOI duration of injection (first DOI1 , second DOI2 )
EGR exhaust gas recirculation
HCCI homogenous charge compression ignition
imep indicated mean effective pressure
MPRR maximum pressure rise rate
NVO negative valve overlap
PFI port fuel injection
 HCCI COMBUSTION WITH TWO-STAGE DIRECT INJECTION 657

Pinj fuel injection pressure

Pmax maximum cylinder gas pressure
Qcyc fuel quantity per cycle
SI spark ignition
SOI1 first injection timing
SOI2 second injection timing
SRM stochastic reactor model
TDC top dead center (before bTDC, after aTDC)
Tin the intake charge temperature
TSDI two stage direct injection
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