Numerical simulation on combustion process of a hydrogen direct-injection stratified gasoline Wankel engine by synchronous and asynchronous ignition modes

A Wankel engine with hydrogen direct-injection enrichment is recognized as an attractive method to enhance combustion efficiency. In this paper, on the basis of the chemical kinetic mechanisms, a three-dimensional simulation model was established and validated by the measured results. The ignition and combustion processes in a gasoline Wankel engine with hydrogen direct-injection enrichment were implemented for numerical simulation. The influence of twin-spark timing was firstly analyzed by synchronous ignition. Further investigation was then conducted to simulate how to effect the combustion by asynchronous ignition based on the favorable synchronous ignition timing. Results showed that, the average flow velocities were 18.8, 20.7, 23.6, and 25.4 m/s for the spark timings (ST) of 45, 35, 25, and 15 degrees CA BTDC respectively. With retarded ST, the rich equivalence ratio approached to twin-spark plug continually. For synchronous ignition, at a larger advance of ST, the duration between the timing of the vortex dissipation and ST was longer, and the ignition delay was more prolonged. As the ST advanced, the combustion rate was enhanced with the increment in chamber temperature, the reactants (C8H18, C7H16, and H-2) consumption and intermediates (H2O2, OH, and CH2O) generation were accelerated, the maximum H2O2 and CH2O decreased whereas the maximum OH increased, and nitrogen oxides (NOx) and carbon monoxide (CO) increased sequentially. For asynchronous ignition, the accelerated flame front was in accordance with the rotating direction of the rotor while the opposite direction was inhibited during the combustion process. An earlier ignition of leading-spark plug (L-plug) or trailing-spark plug (T-plug) provided the higher flame speed and faster H-2 consumption, which contributed to the higher in-cylinder pressure, combustion temperature, and NO and CO production. The preferable ignition and combustion characteristics was realized when the L-plug angle was 25 degrees CA BTDC, and the T-plug angle was 35 degrees CA BTDC. Compared with the favorable synchronous ignition timing, the flame propagation and H-2 consumption were expedited, the peak pressure increased by 2.8%, the corresponding crank position advanced by 3 degrees CA and there was no increase in NOx and CO generation. Therefore, it was recommended in engineering applications that the ST of T-plug advanced appropriately while the ST of L-plug remained constant.