Reactivity Controlled Compression Ignition

Abhijeet Chausalkar
Section 1 Introduction to RCCI
In recent years, many advanced combustion strategies have been proposed in order
to meet current and future emissions mandates. Most of the current strategies can be
grouped in the category of premixed, low temperature combustion (LTC). By operating
at low in-cylinder temperatures and maintaining longer ignition delay period, it is
possible to reduce NOx, soot emissions with the added advantage of achieving high
thermal efficiency. Thermal NOx is the dominant form of NOX emission when engine
operate at high temperatures since activation energy required for NO formation is high.
Therefore, lower in-cylinder temperature in LTC does not allow to reach the threshold
activation energy resulting in low NOX emissions. Further, longer ignition delay allows
more time for mixing hence rich regions inside the cylinder are reduced, inhibiting soot
formation in those regions. High thermal efficiency is achieved in LTC due to reduced

Fig.1: LTC, PCCI, HCCI, and diesel engine[1] Fig. 2: High efficiency clean operating
regimes shown in -T space [1]
heat transfer losses. Fig. 1 shows different operating windows in terms of equivalence
ratio and local temperature of various combustion strategies such as LTC, HCCI,
PCCI. From fig 1, it is clear that NOx and soot are generated when engine operates
between local temperature of 2200 - 3000K and local equivalence ratio of 2-6.Diesel
engine operates in the range of 2200 to 2600 K and equivalence ratio range of 5 to
0.5 generating high level of soot and NOx emissions. Other combustion concepts
shown in the figure such as HCCI, PCCI and LTC operate in the combustion regimes
that generate very low soot and low NOX emissions. Based on LTC, researchers have
shown experimentally and using simulation that Homogeneous Charge Compression
Ignition (HCCI) and Premixed Charge Compression Ignition (PCCI) concepts are
promising techniques for simultaneous NOx and soot reduction. HCCI is achieved by
creating a perfectly premixed charge prior to ignition. An early injection, well before

TDC, is used to create a premixed charge. PCCI combustion is achieved by enhancing

the pre combustion mixing time and introducing high levels of EGR .This is done to
reduce the peak equivalence ratio from the threshold soot formation equivalence ratio
limit and to reduce temperature for lower NOx. From the above discussion and figure
2, it is inferred that when engine operates under conditions when local equivalence
ratio is in between 0.2-1 and local temperature is in between 1500-2000K, the
combustion is highly efficient (near 100% combustion efficiency).But premixed low
temperature combustion strategies(HCCI & PCCI) face two major problems. They are:
1. Control of Combustion Phase
2. Control of Heat Release Rate
Further, it was inferred from various studies on HCCI using gasoline, diesel,
gasoline/diesel blends that optimum efficiency depends on reactivity of the fuel in
different operating conditions [3]. For example, in a diesel engine when in cylinder
charge temperature is around 725 K & combustion phasing of 8 CA , neat diesel
provides optimum fuel reactivity to achieve optimum combustion efficiency whereas
when the temperature is increased to 780K , optimum combustion efficiency is
maintained using 70-30 blend of diesel and gasoline. This is because with the
combustion duration of 8 CA at elevated temperature of 780K, neat diesel could not
achieve optimum combustion efficiency due to increase heat losses and reduced
thermal efficiency [3]. Hence, reactivity of fuel becomes critical with the operating
conditions i.e changing operating conditions results in different in cylinder
conditions, demanding different fuel reactivity conditioned to maintain optimum
combustion efficiency. Further, controlling the combustion phase & heat
release rate is important in HCCI engine to maintain optimum combustion
efficiency.

Fig. 3: Ignition delay Characteristics of different fuels calculated using SENKIN code
(47) and reduced PRF mechanism (46). Initial pressure = 70 bar, Equivalence Ratio =
0.5. [3]

The figure 3 implies that different fuels due to distinct reactivitys has different ignition
delay characteristics and has a distinct narrow operating range where the combustion
efficiency is maximum. Hence, there is need to use different fuel blends (fuel
reactivitys) to ensure optimum combustion efficiency so that combustion phase can
be appropriately controlled. Partial ultimately NOX and soot emissions. Therefore, a
new concept evolved by using approaches for overcoming problems in HCCI and it is
called as RCCI, abbreviated as Reactivity controlled charge ignition. It is also
called as dual fuel PCCI. RCCI combustion is achieved using in-cylinder blending of
two fuels with different auto ignition characteristics utilizing the reactivitys of different
fuels to control the combustion phase and heat release rate. Section 2 explains the
working principle of RCCI.
Section 2 Working Principle of RCCI
Figure 4 shows schematic of a typical RCCI engine configuration. In a four stroke
engine working on RCCI, low reactivity fuel say gasoline is injected in the cylinder in
the early phase of compression stroke. A pulse is used for injection and this pulse is
timed to mix with intake air so that it is too lean to produce appreciable soot or
nitrogen oxides upon combustion, but not so lean that it creates significant amounts
of unburned hydrocarbons and carbon monoxide.Since low reactivity fuel is injected
early, more time is available for the formation of mixture of gasoline and air till this
mixture is compressed and ignited. Hence in RCCI, ignition delay is longer than diesel
engine.

Fig. 4: Schematic of cylinder injection and fuel distribution in RCCI [4]

Long ignition delay ensures homogenous premixed mixture within the cylinder at the
end of compression stroke. High reactivity fuel say diesel using a direct injector is
injected in this mixture to start the combustion. Diesel provides local rich air fuel
mixture required for auto ignition. Diesel is injected to maintain blending ratio of two
fuels (gasoline/diesel) for optimum combustion phase and heat release rate. The
timing and volume of these pulses are optimized to control the combustion event to
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maximize efficiency. Since RCCI combustion is controlled by the reactivitys of the

fuels hence the combustion occurs in stages. For example, RCCI using gasoline/diesel
blend has two stage of combustion, low temperature and high temperature
combustion. First stage of combustion is diesel like i.e. low temperature combustion
since diesel is injected for starting the combustion. No flame propagation is observed
but as the combustion progresses flame starts to form at some distance from the tip
of the injector initiating second stage of combustion i.e high temperature combustion.
A laminar flame propagates from the cylinder periphery to the centre during RCCI
combustion.Therefore, the RCCI engine integrates combustion phasing and duration
control to achieve high efficiency and low emissions by using fuels with differing
reactivitys delivered through multiple injections to achieve optimum fuel reactivity
stratification. Among the fuel choice for RCCI, gasoline is well suited for high load
conditions whereas diesel is best for low load conditions due to their reactivity towards
combustion. Blending ratio of gasoline and diesel are used to optimize the combustion
and emissions. This enhanced combustion process improves performance, at all load
conditions.
Section 3 Chemical Kinetics of RCCI
RCCI is a new combustion concept and research is still ongoing to understand the
chemical mechanism going during RCCI process within the cylinder. Many aspects of
RCCI chemical mechanism are still under study. In a study done on heavy-duty,
single cylinder, optically accessible research engine, it is found that radicals CH2O
(formaldehyde), OH play a dominant role in the combustion process of RCCI [3]. This
study uses n-heptane and isooctane as primary fuels representing gasoline for RCCI.

Fig. 5: Cylinder Pressure Rise & Heat release [3] Fig. 6: In-cylinder RCCI Combustion [3]
Fig 5 shows the cylinder pressure distribution and heat release rate during RCCI in
study. In fig 5, low temperature heat release is primarily due to n-heptane
decomposition. The high temperature heat-release begins near -6 ATDC and peaks
near 2 ATDC. The relatively symmetric shape of the high-temperature heat release
curve suggests that no mixing controlled combustion is present, consistent with the
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long ignition dwell.The figure confirms that the combustion in RCCI occurs in two
stages, low temperature and high temperature combustion stages. The mechanism of
reaction zone in RCCI appear as sequential auto ignition [3]. Here, it is important to
understand what is sequential auto ignition? From fig 6, it is clear that during RCCI
combustion, initially small auto ignition pockets appear at -5. ATDC and then by -3.
ATDC, these small pockets merge to form reaction zone. Image at +1 ATDC to +5
ATDC indicate that the reaction zone move towards the injector located at the centre.
Hence from these images, it is inferred that auto ignition process in RCCI is sequential.
Further, it is interesting to understand the role of H2CO (formaldehyde) and OH
radicals during the RCCI combustion. Imaging studies has been conducted to
understand the onset, distribution and location of these radicals during first and second
stage of combustion [3]. Consider following chemiluminescence images:

Fig. 7: First Stage of RCCI [3]

Fig. 8: Second Stage of RCCI [3]

Fig. 9 Variation of Species [3]

Fig 9 indicates that formaldehyde radical (red) are formed during the first stage of
combustion and OH radical (green) are formed during second stage of combustion.
No OH radical built up is observed in the low temperature combustion (first stage). Fig
7 & 8 imply that the formaldehyde (red) is formed near the centre of the piston bowl
rim because it contains large concentration of n-heptane and therefore it is inferred
that low temperature combustion is due to decomposition of low reactivity fuel.
The second stage starts when piston is near to TDC (-11ATDC). Initial presence of
OH radical (green) is observed with the onset of second stage of combustion at -3
ATDC. Presence of OH radical can be observed by combustion luminosity.
Decomposition of high reactivity fuel initiates the formation of OH radical. It is
important to note here that two stages of combustions having different radical
pool is the result of different reactivitys of the fuels (n heptane and isooctane).
The high-temperature reaction zone grows from the liner towards the center of the
combustion chamber. The point at which the ignition starts and reaction zone starts
growing is mainly controlled by difference in the fuel reactivity. The ignition location is
controlled by the location of the highest concentration of high reactivity fuel (e.g. diesel
fuel) and that the combustion process proceeds in a staged event from regions of high
to low fuel reactivity.
Other study [5] suggest that as the in-cylinder fuel blending ratio is varied towards
lower global reactivity blends (up to 25/75% diesel/gasoline ratio), the ignition delay
gets longer and the fuel reactivity stratification is improved. That implies a premixed
stage of combustion slightly lowered and a flame propagation enhanced, shortening
combustion duration.
Section 4 Flame Propagation in RCCI
Flame growth is not observed close to the injector due to sequential auto ignition points
at different location but as the distance from the injector increases the flame starts to

Fig 10: Flame Growth & Propagation versus the Distance from Injector in RCCI [3]
form and follow laminar pattern. Fig 10 shows the growth of flame as function of
distance from the injector.There is no flame close to the injector due to lean nature
of charge that is insufficient to support the growth of flame. Fig 11 shows that the
laminar flame propagates after some distance from the injector and the flame speed
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increases as it moves away from the centre of combustion chamber. Flame speed is
typically in the range of 20 cm/s to 75 cm/s.
Section 5 Comparison of RCCI with Conventional Diesel combustion regime
(CDC) & alternate approaches (EGR etc)
In this section, comparison of diesel and RCCI combustion regime has been done.

Fig 12: Comparison of cylinder pressure [6]

Fig.13: Comparison of Heat release

rate [6]

Fig.14: Comparison of in cylinder temperature of RCCI and Diesel combustion [6]

Figure 12 & 13 compares experimental and simulation results of RCCI and
conventional diesel engine. At 10 CA after TDC, the peak pressure and heat release
rate is 120MPa and 600 J/CA for RCCI combustion whereas for conventional diesel
engine it is 100MPa and 300J/CA. It implies that in RCCI, the peak pressure is 20%
higher and heat release rate is 100% above the conventional diesel engine
combustion parameters.
Hence, thermal efficiency of RCCI combustion is higher than diesel engine since
it takes advantage of the optimisation strategy used on the basis of reactivity of
the fuel to control the combustion phase and heat release rate. Further, it will be
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interesting to study the comparison of emission characteristics of RCCI with

conventional diesel engine. Consider table 1 for comparing the emission
characteristics. From the table, it is inferred that reduction of 99.89% in NOx and
84.2% in soot is achieved using RCCI over diesel combustion regime, but level of
incomplete combustion in the form unburnt hydrocarbons is higher by order of
19.Increase in UHC is due to large ring pack crevice volume.
Table 1: Comparison of emission characteristics of RCCI and Diesel engine [3]
NOx (g/kWh)

Soot (g/kWh)

Regimes
RCCI

0.011

0.012

Incomplete Combustion
(%)
2

Diesel

10

0.076

0.1

Several experiments have been done to evaluate the validity and effectiveness of
RCCI combustion with respect to US tier 2 Bin 5 emission norms and other alternate
approaches The results are shown in fig 15 & 16

Figure 15: Comparison of experimental values of NOx, Soot & thermal efficiency [3]

Fig 16: Comparison of experimental values of NOx and Soot emissions of RCCI vs
Conventional Diesel at variable load [7]

Figure 15 implies that use of RCCI in a diesel engine increases its thermal efficiency
by 17.5% as compared to baseline Euro 4 diesel engine. Higher thermal efficiency of
RCCI is due to lower heat losses in the cycle. In addition to this, it is higher than all
the other alternate approaches .Further, NOx emission reduction is 93.33% and soot
reduction is 78.2% as compared to baseline Euro 4 diesel engine. Further, RCCI
approach indicates significant emission benefits as compared to other alternate
approaches using 50% EGR levels in Euro 4 engine. Results in figure 15 imply that
RCCI generates lower NOx and Soot emissions at low and high load conditions as
compared to conventional diesel engine hence RCCI strategy is consistently reducing
NOx and soot emissions at all load conditions in engine.
Section 6 Advantages of RCCI
1. RCCI shows extremely low engine out NOx and soot emissions, well below the US
Tier 2 bin 5 emission standards without after treatment devices.
2. RCCI combustion show higher thermal efficiency than conventional diesel engine
due to lower heat losses.
3. Fuel savings of 20 percent as compared to conventional diesel engines
4. Lower engine costs since expensive high pressure fuel injector is replaced by
relatively low pressure fuel injector.
5. Use of DOC with RCCI reduces the PM emission by 47% compared to 30% with
conventional diesel engine and 9% with PCCI
6. Many advanced engines provide high output and efficient fuel use, but performance
declines markedly at low loads or while idling. The RCCI engine overcomes this
obstacle through stratified fuel reactivity and a throttle upstream from the intake port
to maintain the optimal fuel/air mixture.
Section 7 Major Challenges in RCCI
1. Higher hydrocarbon emissions due to large crevice volume of the piston.
2. Higher carbon monoxide emissions that are in line with the emissions due to
gasoline fuel.
3. Lower exhaust temperature presenting difficult oxidation of HC and CO
emissions. Maximum exhaust temperature in RCCI is around 300 K where in a
conventional diesel engine (CDC) maximum exhaust temperature is 550K.
Lower exhaust temperature will cause difficulty in the oxidation of HC emissions
since hydrocarbons oxidation also take place in the exhaust of the engine.
Section 8 Conclusion
From the above study, it is concluded that RCCI is an innovative approach that can be
effectively used to increase fuel efficiency, reduce NOX and soot emission to meet
stringent emission norms. Difference in fuel reactivitys is used to control the
combustion phase and heat release rate in low temperature premixed engine. Engine
is designed to inject low reactivity fuel early in the compression stage and high
reactivity fuel is injected near the TDC for initiating the combustion. Low reactivity fuel
generates low temperature combustion stage whereas high reactivity fuel produces
high temperature stage in RCCI combustion. The mechanism of reaction zone in RCCI
appear as sequential auto ignition. Formaldehyde and OH radical pool plays critical
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role in the combustion stages of RCCI. No flame is observed near the injector but as
the distance from the injector increases, the flame growth is observed. Recent studies
in RCCI include experimental and simulations studies on different fuels such as
gasoline/ diesel, ethanol/ diesel, gasoline /biodiesel. RCCI generates higher CO and
HC emissions as compared to diesel which is one important challenge in further
optimising the RCCI. Higher HC emission is due to large crevice volume. Another
challenge in RCCI is its lower exhaust temperature than diesel.
References
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