Energy Conversion and Management 181 (2019) 372–381

Contents lists available at ScienceDirect

Energy Conversion and Management

journal homepage: www.elsevier.com/locate/enconman

Effect of dual-spark plug arrangements on ignition and combustion T

processes of a gasoline rotary engine with hydrogen direct-injection
enrichment
⁎
Changwei Jia,c, , Cheng Shib,c, Shuofeng Wanga,c, Jinxin Yanga, Teng Sua, Du Wanga
a
College of Environmental and Energy Engineering, Key Laboratory of Beijing on Regional Air Pollution Control and Beijing Lab of New Energy Vehicles, Beijing University
of Technology, Beijing 100124, PR China
b
School of Mechanical Engineering, Beijing Institute of Technology, Beijing 100081, PR China
c
Collaborative Innovation Center of Electric Vehicles in Beijing, Beijing Institute of Technology, Beijing 100081, PR China

A R T I C LE I N FO A B S T R A C T

Keywords: A gasoline rotary engine enriched with directly injected hydrogen could be regarded as an appealing option to
Dual-spark plug improve combustion efficiency while reducing emissions. In this paper, a three-dimensional dynamic simulation
Combustion process model coupling with the chemical kinetic mechanisms was established using CONVERGE software and validated
Gasoline rotary engine by the experimental data. The numerical model was implemented for evaluating the influences of varying duel-
Hydrogen direct-injection
spark plug locations on flow field distributions, combustion processes and major emissions formation of a ga-
Ignition arrangement
soline rotary engine with hydrogen direct injection enrichment. Simulation results showed that, a mainstream
flow field formed during the end period of the compression stoke whose direction was identical to the rotor
rotating direction. The variation of trailing-spark plug location resulted in slight influence on the mean flow
velocity as well as notable impact on hydrogen concentration and turbulent kinetic energy distribution. It was
conducive to initial ignition when the local equivalence ratio was intensified near the duel-spark plug on the
leading side of the combustion chamber. Higher hydrogen concentration near spark plugs could effectively
improve the combustion intensity. The preferable combustion and emission performance were achieved when
the duel-spark plug positioned symmetrically with respect to the minor axis. Compared with the scheme of the
closest duel-spark plug, the peak pressure increased by 24.4% and corresponding crank position advanced by
9.2°CA. Despite nitric oxides emissions increased slightly, carbon monoxide emission notably reduced by 57.6%
versus the scheme of the farthest duel-spark plug. When the leading-spark plug remained constant, the trailing-
spark plug arranged on the major axis of cylinder wall and kept an appropriate offset from the minor axis was
recommended in engineering applications.

1. Introduction
Acting as a unique type of internal combustion engines, the rotary
engine (RE) has been produced in large quantities from 1950s to
nowadays. The development of modern manufacturing technology has
made RE is more likely to be a potential formidable contender for
several of the markets served by the reciprocating engine, including
range extender for battery electric vehicles, mobile propulsive power
for scooters and unmanned aerial vehicles, etc. [1–3]. Moreover, var-
ious improved thermal cycles and systems have been presented based
on the operating principle of RE, such as the total artificial heart, or-
ganic Rankine cycle and microelectromechanical system [4,5]. The RE
possesses its typical advantages over the conventional reciprocating
engine, for instance, lightweight architecture, compact size design, high
operating speed, smooth torque characteristic, less vibration and low
noise [6,7]. Although the RE shows merits mentioned above, some
negative aspects seriously restrict its development. Generally, RE suf-
fers disadvantages in bad sealing capability, low thermodynamic effi-
ciency, and unwished emissions of hydrocarbons (HC), carbon mon-
oxide (CO) [8], and carbon dioxide [9]. A major contributor to these
drawbacks is the narrow and long combustion chamber geometry of RE
that has an excessively large surface area to volume ratio, which ac-
celerates heat dissipation and reduces the combustion efficiency [10].
Meanwhile, the aggravated quenching effect leads to the increment in
unburnt HC [11]. Compared with the reciprocating engine, the linear
sealing method of RE is less durable and efficient due to poor

⁎
Corresponding author at: College of Environmental and Energy Engineering, Beijing University of Technology, Beijing 100124, PR China.
E-mail address: chwji@bjut.edu.cn (C. Ji).

https://doi.org/10.1016/j.enconman.2018.11.078
Received 10 October 2018; Accepted 29 November 2018
0196-8904/ © 2018 Elsevier Ltd. All rights reserved.
C. Ji et al.
Nomenclature
ABDC after bottom dead center
ATDC after top dead center
AMR adaptive mesh refinement
BBDC before bottom dead center
BTDC before top dead center
CA crank angle
CO carbon monoxide
DSP dual-spark plug
H2 hydrogen
HC hydrocarbons
lubrication, which causes further increased CO and HC emissions re-
sulted from the residual gas leakage [12]. Fortunately, many scholars
have engaged in overcoming these drawbacks in recent years. A variety
of innovative technical measures has been successfully implemented for
the RE, such as innovation designs of corner and apex seals [13], hy-
drogen (H2) fuel blends [14], heat pipe assisted cooling system [15],
and novel jet ignition device [16], which could effectively improve the
thermal efficiency and fuel combustion. Among them, the application of
H2 enrichment is attractive for helping engines gain a superior overall
performance.
H2 is a high-efficiency and eco-friendly alternative fuel, which is
recognized as a promising option for sustainable energy resources
[17,18]. In comparison with other fuels, as a gaseous fuel, adopting H2
in RE profits from its suitable physicochemical properties such as wide
flammability range, small quenching gap, low ignition energy, fast
diffusive velocity and high auto-ignition temperature [19–21]. In ad-
dition, for the gasoline-fueled RE, blending a certain proportion of H2
with gasoline is a more feasible method than H2 solely used in REs. The
hydrogen-doped charge not only takes full advantage of gasoline and
H2 properties simultaneously, but also potentially alleviates difficulties
in storage and refilling versus the pure H2 usage [22]. Meanwhile, in-
troducing gasoline/hydrogen bi-fueled REs would be a bridge-tech-
nology for transition to fuel cell powered vehicles [23]. In terms of H2
enrichment, a number of technical approaches can be mostly classified
into two concepts. One concept is the hydrogen port-injection (HPI),
which is conducive to enhancing the indicated thermal efficiency and
reducing the exhaust emissions [24]. Knowing from existing in-
vestigation viewpoints, HPI enrichment could lead to the brake specific
fuel consumption and lean operation limit of engine improved pro-
portionally [25]. The coefficient of variations of gasoline-fueled RE also
apparently diminished with the increase of H2 blending ratio by HPI
usage [26]. Nevertheless, when HPI applied to the gasoline engine,
power output may decline due to the reduced mass flow of intake air
[27]. Even worse, the poor fuel distribution made it cannot burned fully
at the rear region of the combustion chamber even with high H2
blending ratio [28]. The hydrogen direct-injection (HDI) is another way
realizing the H2 enrichment, which deemed to be a more advanced
technical method versus HPI for several reasons. Firstly, relevant re-
searches [29–31] devoted to promotion of using HDI technology in
gasoline piston engines have illustrated that faster burning velocity and
higher power density would be achieved, rather than those by HPI
enrichment. The second attractive feature lies in the flexibility of H2
injection strategies while adopting HDI enrichment, which is beneficial
for organizing a rational fuel-air mixture distribution [32]. Thirdly,
direct-injection also offers the possibility to prevent the occurrence of
abnormal combustion phenomena, especially for backfire [33]. The last
but not least, inhomogeneous H2 distribution in the elongated cylinder
of RE could effectively eliminate unburnt gasoline at the trailing side of
combustion chamber, so as to promote the flame spread and combus-
tion efficiency [34]. In view of the literature, the study of gasoline RE
with HDI enrichment is still rare. In previous studies done by Ji and
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Energy Conversion and Management 181 (2019) 372–381
HDI hydrogen direct-injection
HPI hydrogen port-injection
L-plug leading-spark plug
MAP manifold absolute pressure
NOx nitric oxides
PRF primary reference fuel
RE rotary engine
TDC top dead center
TKE turbulent kinetic energy
T-plug trailing-spark plug
Φ equivalence ratio
Yang et al. [35,36], HDI was comparative investigated on mixture
formation and combustion process versus HPI and the effects of H2
nozzle location on combustion processes were systematically analyzed.
These studies revealed that, the H2 filled more than half of the overall
cylinder by HDI enrichment, which improved the combustion efficiency
drastically. Also, using HDI method led to slight increase in the charged
energy and engine volumetric efficiency as well as the increment in
peak pressure in contrast to HPI method.
The combustion characteristics and emission performance of spark-
ignition engines can be ameliorated not only by H2 addition, but by the
improvement of ignition source as well. The overarching focus of recent
study has been primarily to ameliorate the combustion process in REs
between the number of ignition points and their locations. Abraham
et al. [37] are the scholars who considered multipoint ignition used in
REs in earlier times, and they presented a 3D model of the natural gas-
fueled RE by two ignition points per rotor. The studies indicated that
two ignition points were useful for decreasing the flame spread distance
and reducing the high HC emissions. Jaber et al. [38] assessed the
possibilities offered by placement of multipoint (two or three) spark
plugs for a hydrogen-fueled Mazda RE, and their research confirmed
that the increment of spark plug number results in faster flame propa-
gation speed and larger local mass burning rate. Chen et al. [39] ana-
lyzed the flow field, combustion process and major emissions of a
peripheral-ported RE fueled with diesel through numerical simulation.
Results proved that the distribution of more mixture formation between
the dual spark ignition and more fuel concentration close to the trailing
side spark plug was contribute to the amelioration of burning effi-
ciency. In their another investigation [40], they used two assisted spark
plugs for ignition source to simulate the air-fuel mixing and combustion
process in a novel natural gas-diesel RE. Moreover, Spreitzer et al. [41]
validated a calculation model for studying combustion and flow phe-
nomena through a Wankel RE with two plugs positioned parallel on the
same side. Fedyanov et al. [42] also applied two spark plugs on a ga-
soline-fueled RE with H2 additives, and theoretical investigated to the
flame front propagation. To sum up, the dual-spark plug (DSP) system
feasibly serves as a preeminent configuration, and it is sufficiently
characterized for purpose of obtaining a more complete and faster
combustion for REs.
As stated above, despite preliminary studies illustrated that the
feasible HDI was suitable to improve combustion quality, these studies
was merely relate to a single ignition source of the original engine, but
the issue of unburnt region at the rear of combustion chamber under
certain HDI condition was still unresolved. Thus, it is imperative to
analysis more in-depth and detailed enough in this field, and we have
an intense motivation to investigate completeness of fuel combustion in
a gasoline-fueled RE by the coupling function between DSP ignition and
HDI enrichment. Furthermore, there is only very few efforts centered in
the combustion of RE with this two factors used simultaneously and
perhaps no numerical investigations involved in optimizing combustion
by a computation model of the gasoline RE with the combination of a
H2 injection nozzle and varying DSP locations. In this connection, the
C. Ji et al.
objective of this study is seeking to bridge the gap identified in papers.
A three-dimensional dynamic simulation model coupling with the
chemical kinetic mechanisms is established as an analysis means, and
the accuracy for the calculation tool is validated by the experimental
data. The numerical model serves for evaluating the influences of dif-
ferent DSP locations on combustion process in a gasoline RE with HDI
enrichment. Some crucial phenomena are captured in more detail
during RE simulation running, which are difficult to acquire intuitively
via the measured approach, especially for the in-cylinder flow field,
turbulent kinetic energy (TKE), equivalence ratio (Φ) distribution,
flame surface propagation, fuel consumption, intermediates production,
and exhaust emissions formation. This study also aims at providing an
engineering guide and valuable reference to determine an appropriate
spark plug arrangement for gasoline-fueled RE with HDI enrichment.
2. Model establishment and validation
2.1. Geometric model and mesh realization
Based on CATIA software, a side-ported Z160F RE geometric model
was established, which was equipped with two spark plugs and a HDI
nozzle. The schematic of the simulated RE is shown in Fig. 1 for the
state where chamber II is at top dead center (TDC). The H2 nozzle ar-
rangement is according to the preliminary research, which could
achieve favorable mixture formation and combustion processes [35].
The position of H2 nozzle is offset from the major axis by 50 mm in the
Y-axis negative direction, and the injection angle is in the normal di-
rection of cylinder wall. The number of orifice is single and diameter of
orifice is 3 mm. Table 1 lists the technical parameters of the RE.
The ignition mode consists of a leading-spark plug (L-plug) and a
trailing-spark plug (T-plug). Between them, the L-plug (the ignition
source of original RE) is mounted in the X-axis negative direction, and
the distance from the L-plug to the minor axis is 13.8 mm (L). With the
placement for L-plug remains constant, six different positions of T-plugs
are chosen for comparative analysis in this study as shown in Fig. 2. The
reason for selecting these positions is the proper Φ and higher flame
speed in this area [35]. The varying T-plug positions are offset from the
minor axis by 6.9 mm (case A), 13.8 mm (case B, E, F), 20.7 mm (case
C) and 27.6 mm (case D). All of the T-plug schemes are located in the X-
axis direction. Among them, T-plugs of case E and case F are positioned
symmetrically with respect to the major axis, and are offset from the
major axis by 10 mm in the Z-axis negative direction and Z-axis direc-
tion, respectively.
With the CONVERGE software, the grid independence test is per-
formed by contrasting the predicted mean chamber pressure under
different grid scales. Three different meshes are employed to assess the
effect of mesh resolution on the simulation results. The basic scales of
the combustion chamber are set as 2, 1 and 2 mm with adaptive mesh
refinement (AMR), respectively. Among them, 2 mm with AMR means
the local grid size can be automatically refined to 0.5 mm in species,
velocity, and temperature fluctuating regions under 2 mm basic size of
the combustion chamber. The computed results for case B during the
combustion of 3% H2 volume fraction are presented in Fig. 3. It can be
observed that the difference in pressure curves of 1 and 2 mm with AMR
is very slight, with maximum discrepancy of only 0.13 MPa for chamber
pressure, which indicates that the grid independence is verified ap-
propriately. Taking the calculation accuracy and time cost into con-
sideration, the scheme of 2 mm grid size adopted AMR is final selected
as the optimum mesh size in this study. For purpose of obtaining the
detail processes of direct injection and spark ignition, the grid size is set
as 0.125 and 0.25 mm in H2 nozzle and dual-spark kernels regions,
respectively. The computation mesh of the engine with case B at 95°CA
BTDC displayed in Fig. 4.
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Energy Conversion and Management 181 (2019) 372–381
2.2. Mathematical models and boundary conditions
In the course of present work, The RNG k-ε turbulence model is
adopted owing to its higher accuracy forecasting capacity for the
complexity of the flow field within RE’s in-cylinder [43]. The Wall-
function model is selected for characterizing the wall heat loss in RE
because it is competent in describing the influence of the variations of
turbulent Prandtl number and fluid density in wall boundary layers
[44]. For combustion model, the SAGE model is implemented to pre-
cisely evaluate the combustion process in detail, which puts forward the
solution of chemical reaction equations in each discretized element of
the fluid [41]. The Golovitchev NOx sub-mechanism is applied for
predicting the NOx formation according to the literature [28]. Mean-
while, the skeletal chemical kinetic mechanism of primary reference
fuel (PRF) which comprises 41 components and 124 reaction steps is
chosen for RE combustion calculation [45]. This reaction kinetic me-
chanism has been validated in various engines over a wide range of
experimental conditions [46,47]. Since this semi-decoupling kinetic
model includes the detailed sub reaction mechanism of H2 oxidation, it
is acceptable for monitoring and analysing the combustion process of
gasoline-hydrogen REs [35]. In addition, PRF92 is selected as the sur-
rogate fuel for the #92 Sinopec, China-V, commercial gasoline utilized
in experiments. By the way, PRF92 represents the mixture containing
92% (v/v) iso-octane and 8% (v/v) n-heptane.
Table 2 summaries the boundary and initial conditions that are
imposed for simulation. It is supposed that the considered RE refers to
the premixed mixture formation concept in which air and PRF92 are
mixed before they are fed to the combustion chamber. In the present
study, the H2 volume fraction denotes the proportion of H2 volume
occupied in the hydrogen-air mixture volume. To ensure the overall Φ
remains the same as 0.8, the H2 injection duration and mass flow are set
as 20°CA and 0.9612 kg/h, respectively. Additionally, the ignition
source is realized by dual virtual spherical spark kernels with energy of
0.02 J and diameter of 1.5 mm.
2.3. Engine experiment and model validation
To confirm the suitability of the numerical model, the mathematic
models coupled with the reaction kinetic mechanism to further vali-
dated in a modified Z160F RE with gasoline and H2 port-injection
system. Fig. 5 shows the schematic overview of the experimental ap-
paratus, and some details about the experimental setup, procedure and
uncertainty has been demonstrated in Ref. [12,14]. A comparison be-
tween the experimental data of mean chamber pressure and heat re-
lease rate during the combustion of 3% H2 volume fraction and the
simulation results as shown in Fig. 6. The curve of simulated chamber
pressure is slightly higher than the experimental data. This is chiefly
because, on one hand, the measured value in the experiment is
Fig. 1. Schematic of the simulated rotary engine.
C. Ji et al. Energy Conversion and Management 181 (2019) 372–381

Table 1
Engine technical parameters.
Parameter Value

Generating radius 69 mm
Eccentricity 11 mm
Rotor width 40 mm
Compression ratio 8:1
Displacement 0.16 L
Intake timing 75 °CA ATDC, 61 °CA ABDC
Exhaust timing 62 °CA BBDC, 70 °CA ATDC

Fig. 4. Computation mesh of the engine with case B (95°CA BTDC).

Table 2
Summary of the boundary and initial conditions.
Parameter Value

Engine speed 4500 rpm

Equivalence ratio 0.8
H2 volume fraction 3%
Inlet pressure (MAP) 0.035 MPa
Fig. 2. Schematic of varying DSP arrangements.
Outlet pressure 0.1 MPa
Inlet temperature 293 K
Cylinder wall temperature 550 K
Rotor surface temperature 550 K
Spark-plug wall temperature 750 K
Spark-electrode wall temperature 850 K
Ignition timing 25 °CA BTDC
H2 injection timing 110 °CA BTDC

Fig. 3. Grid independence verification for chamber pressure (case B).

uncertain; on the other hand, the influences of turbulence on reaction

kinetics in the calculation as well as the discrepancy in the leakage
Fig. 5. Schematic of the experimental apparatus. 1. Gasoline fuel tank 2.
through the sealing strips are not fully considered [48]. Nevertheless,
Gasoline filter 3. Gasoline consumption monitor 4. Gasoline pump 5. Air filter
the peak of calculated chamber pressure and the corresponding crank
6. High-pressure H2 7. H2 pressure adjusting valve 8. H2 pressure reducer 9. H2
position are almost consistent with the measured values. From the flowmeter 10. Backfire arrestor 11. H2 injector 12. Gasoline injector 13. Crank
profile of heat release rate, it can be observed that the calculated heat angle sensor 14. Hybrid electronic control unit 15. Calibration computer 16.
release rate trace agreed well with the measured result. The difference Spark plug with pressure sensor 17. Rotary engine 18. Eddy-current dynam-
on the maximum value of heat release rate and crank angle (CA) are less ometer 19. Combustion analyzer 20. Dynamometer controller 21. MEXA-7100
than 0.002 J/°CA and 0.7 °CA, respectively. In summary, this numerical emissions analyzer 22. Oxygen sensor 23. A/F analyzer 24. Backpressure valve.
model could well predict the combustion performance of the gasoline-
fueled RE with H2 additive. Moreover, to ensure the evaluated precision
under HDI and DSP conditions, the identical model specifications and
boundary parameters are imposed in all subsequent cases.

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cylinder flow velocities are 0.7 m/s. This indicates that with the pla-
cement for L-plug remains constant, changing the T-plug location is
slightly influence on the local mainstream flow velocity in the cylinder.
For the TKE, it can be seen from Table 3 that, the contour of TKE is
in accord with the distribution of in-cylinder flow velocity, and the high
TKE value is intensified at ignition timing near the region of the minor
axis of the engine analogously. This is mainly due to the fact that, the
TKE is primarily induced by the flow, and the variation regulation of
TKE should be similar to that of flow velocity if any other physical
phenomena has been induced [50]. The average TKE of varying DSP
location cases is different from each other at ignition timing. Specifi-
cally, compared with case D, the average TKE for case A, B, C, E and F
increase by 18.4%, 47.1%, 13.8%, 12.6% and 27.6%, respectively. For
case B, higher TKE distribution leaves positive influence on the devel-
opment of the flow turbulence and initial flame [51].
The local Φ near the DSP is chiefly determined by the air, PRF and
H2 distribution, which has a decisive influence on the ignition and
Fig. 6. Model validation for chamber pressure and heat release rate vs. CA. combustion characteristics of the RE. In order to show the difference of
in-cylinder Φ spatial distribution under varying DSP arrangements
clearly, Fig. 7 displays the region where Φ > 0.85 at ignition timing.
3. Simulation results and discussion
The major images highlight the local Φ in the rotor-housing plane, and
the attached images highlight the local Φ in the combustion chamber.
3.1. Analysis of flow field distributions at ignition timing
According to the major images, for case B, the region of local Φ is in-
tensified in the vicinity of the housing wall on the leading side of the
Since this study aims to investigate the phenomenon of ignition and
combustion chamber. For other cases, the rich region of local Φ occu-
combustion process under varying DSP positions, it is necessary to
pies the low side of the combustion chamber depth on the trailing side
clarify the basic flow field in cylinder during the compression stage,
of the combustion chamber. Furthermore, it can be seen from the at-
especially at spark timing. For this purpose, the airflow field distribu-
tached images, the rich region of local Φ is more close to L-plug and T-
tion at 25°CA BTDC in the combustion chamber was compared and
plug under case B. The reason why the local Φ of case B near the DSP is
analyzed. Table 3 describes the in-cylinder streamlines, H2 mass frac-
richer than other cases is that the simulation results of H2 distribution,
tion, velocity field and TKE spatial distribution of different DSP position
in-cylinder velocity and TKE under case B (as drawn in Table 3) could
schemes. For in-cylinder streamlines and H2 distribution, it can be ob-
satisfy the favorable ambient condition for ignition and flame spread.
served that streamlines of cases A–F are almost the same. A unidirec-
However, direct injection leads to H2 lacking mixed process, which
tional mainstream flow field gradually forms during the end period of
forms some rich regions in the trailing and middle part of combustion
the compression stoke, whose direction is identical to the rotor rotating
chamber. When the value of local Φ is more than 2, the incomplete
direction. Despite the distances between the L-plug and T-plug of cases
burning may be occurred.
A and B are relatively closer, cases A and B have a higher average
vorticity than other cases at ignition timing. At the relevant CA of ig-
3.2. Analysis of combustion process
nition timing, the H2 distribution of six cases near spark plugs is quite
different. Among them, a high H2 concentration zone is located in the
For comparative analysis, the maximum OH concentration gradient
vicinity of DSP under case B. This phenomenon can be explained by the
and H2 spatial distribution during the combustion process (at 10 °CA
following reasons: Firstly, H2 jet flow could influence the in-cylinder
BTDC, TDC, 10 and 20 °CA ATDC) for cases A–F, are depicted in Fig. 7.
flow characteristics after HDI enrichment, leading to the difference in
The maximum OH concentration gradient usually correspond to the
the H2 concentration distribution [34]. Secondly, the average in-cy-
flame front surface [52]. Generally, the flame front spreads in two
linder vorticity for varying cases are quite different (as shown in
opposite directions. The flame front spread with the rotating direction
Table 3) at ignition timing, this indicates the vorticity field also affects
of the rotor is accelerated and the flame front spread against the ro-
the H2 distribution [35]. Thirdly, due to the T-plug position for cases
tating direction of the rotor is inhibited. In the early stage of the
A–F is inconsistent, the communicating hole (connect T-plug with
combustion process (at 10 °CA BTDC), the flame kernels of the DSP
combustion chamber) locates at different regions, thereby reflecting the
have all formed under the six cases. For T-plugs, although the flame
local H2 concentration distribution. In summary, the mutual interaction
front propagates primarily in the same direction as the rotation of the
of HDI, vorticity field and spark plug position influences the H2 dis-
rotor, the radius of flame kernels are quite different under varying
tribution. Owing to the high flame speed and low ignition energy of H2,
cases. For the DSP arrangement under case B, the radius of flame kernel
higher H2 concentration near the spark plug could effectively improve
of T-plug is distinctly larger than the other cases. As the combustion
the ignition quality and flame-kernel evolution [49]. Thus, it is possible
process continues, the flame front surfaces near the L-plug and T-plug
to ignite the fuel-air mixture immediately under case B.
have connected together for cases A, B and E at TDC, and the other
As described in Table 3, compared to the varying DSP arrangement,
cases at 10 °CA ATDC. This phenomenon is because the distance be-
the in-cylinder velocity field at ignition timing is almost of no differ-
tween the L-plug and T-plug for cases A and B is relatively close. For the
ence, and the high-velocity fuel-air flow all mainly distributes around
same distance of cases E and F, the deviation of flame front surfaces due
the region of the minor axis. The reason for this phenomenon results
to less H2 distribution around the T-plug under case F. When the CA is
from the volume of the combustion chamber around the minor axis
at 20 °CA ATDC, the development of flame front surfaces is entirely
region is the smallest and narrowest. The unidirectional flow from the
different under six cases. Particularly, for case B, the area of flame
trailing side of the combustion chamber can be squished in this area,
propagation is the largest and the rate of overall flame propagation is
and the local flow velocity is accelerating significantly. Among the six
the fastest, relative to that of the other cases. Furthermore, the variation
different cases, the mean in-cylinder velocity of case B is the highest
of H2 consumption reflects the combustion rate and intensity as well. As
whereas the mean velocity of case D is the lowest at ignition timing.
described in Fig. 9, when the CA is at 10 °CA ATDC, the mass fraction of
The difference between the maximum and minimum of mean in-
H2 for cases A–F are 0.122%, 0.036%, 0.047%, 0.081%, 0.102% and

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C. Ji et al.
Table 3
Contours of the streamlines, H2 mass fraction, velocity field and TKE distribution at ignition timing.
Case Streamlines and H2 mass fraction
0.103%, respectively. Subsequently, at 20°CA ATDC, the ratio of H2
consumption for cases A-F are 54.0%, 90.7%, 84.9%, 82.3%, 69.8% and
69.4%, respectively. It is also verified in Fig. 8 that a portion of the fuel
mixture between the DSP is burned completely, and the area of un-
burned region is less and near-zero in the combustion chamber at
20 °CA ATDC under case B. Nevertheless, for cases A, C, D, E and F, the
flame propagation against the rotating direction of the rotor is retarded
and distorted, and there are still a large proportion of unburned fuel in
the trailing side of the combustion chamber. The primary reasons are as
follows: First, the existence of mainstream flow field prevents the flame
spread against the rotating direction of the rotor. Second, due to the
movement of the combustion chamber with the rotor, the trailing side
of the combustion chamber becomes narrower in the period from just
before TDC until just 20 °CA ATDC. The remaining unburned fuel in this
region needs to be replaced at this time in the leading side of the
Energy Conversion and Management 181 (2019) 372–381
Velocity field TKE distribution
combustion chamber. This produces an intensive squish flow from the
trailing to the leading side. The flame penetration in the opposite di-
rection happens very late accordingly. Finally, the T-plug location could
change the local mixture composition and the local concentration dis-
tribution spontaneously. The rational H2 and Φ distribution have a
positive influence on the mixtures local flame speed [53].
The concentration of highly active radicals could be observed as a
reasonably indicator to reflect the combustion intensity. In Fig. 10 the
sum of the OH, O and H radical peak mass fraction (δ) for cases A–F are
depicted by stacked column, respectively. As expected, the δ of case B
presents higher than the other cases. This is chiefly due to the fact that,
as the OH, O and H radicals possess unpaired electrons and have intense
reactivity, the H2 enrichment could accelerate the chemical reaction
rate of OH + H2 ⇔ H + H2O and H + O2 ⇔ O + OH immediately, and
help produce more OH, O and H radicals. These chemical reactions are
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Fig. 9. Variation of H2 mass fraction vs. CA.

the significant branching reactions in HC combustion, which directly

Fig. 7. Contours of the Φ at ignition timing.
influences the combustion speed. Combined the results of Figs. 8 and 9,
for case B, it can be found that more favorable OH concentration and
higher H2 consumption are captured, relative to that for the other cases.
Therefore, the higher δ of case B means the faster burning velocity and
higher combustion intensity are exhibited under this circumstance.
The variation of mean chamber pressure vs. CA under varying DSP
arrangements are shown in Fig. 11. Apparent is the fact that the rate of
pressure rise for case B is greater than that of other cases because of
higher rate of combustion out of the mixtures [54]. The maximum
values of the pressure for cases A, D, E and F are all less than 2.0 MPa,
and the maximum values of case B is the highest. Additionally, the
position of maximum value of the pressure for case B presents the
earliest (21.06 °CA ATDC), and the other cases all delay somewhat
comparing with case B. This indicates a favorable flame front propa-
gation as already observed in Fig. 8 and results in a rapid combustion
process.

Fig. 8. Contours of the maximum OH concentration gradient and H2 mass fraction in the combustion chamber at different CA.

378
C. Ji et al.
Fig. 10. Sum of the OH, O and H radical peak mass fraction.
Fig. 11. Variation of chamber pressure vs. CA.
3.3. Analysis of NOx and CO formations
Fig. 12 depicts curves of mean chamber temperature and NOx mass
fraction vs. CA for cases A–F, respectively. Based on the above-
mentioned observations, the burning of the fuel mixtures under case B
is more intensive than the other cases and resulting in an increasing
Fig. 12. Variations of chamber temperature and NOx mass fraction vs. CA.
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Energy Conversion and Management 181 (2019) 372–381
maximum mean chamber temperature as shown in Fig. 12(a) [55].
Analogously, it can be seen from Fig. 12(b) curves that although the
mass fraction of NOx first rapidly increased and then basically remained
constant in all cases, the peak values of NOx mass fraction are different,
case B is the highest whereas case A is the lowest. It is generally con-
sidered that high temperature is one of the mainly preconditions to
produce NOx in the combustion chamber [56]. This indicates that the
higher the combustion chamber temperature is, the more NOx is gen-
erated.
Fig. 13 represents the mass fraction distributions of CO in the
combustion chamber under varying DSP arrangements at 10 and
110 °CA ATDC. It is evident from the figure that and the high con-
centration of CO mainly distributes around the DSP and the flame front
surface at 10 °CA ATDC. Due to CO is an important intermediate pro-
duct of the HC fuel combustion, the majority of CO generates in the
regions where the burning is relative intense, thus a higher mass frac-
tion of CO is produced in those area. As the combustion process con-
tinues, the local over-thick regions in the cylinder dissipate, and un-
burned fuel mixtures are thrown to the corner region forcibly at
110 °CA ATDC, especially in the trailing part of the combustion
chamber. In terms of CO spatial distribution for case B, it can be seen a
larger distribution area at 10 °CA ATDC whereas a less distribution area
at 110 °CA ATDC, relative to the other cases. It could also be quanti-
tatively confirmed by variation of the rate of CO mass fraction of cases
A, C, D, E and F versus case B at 10, 110 and 210 °CA ATDC in Fig. 14.
Furthermore, when the combustion chamber connects to the exhaust
port (210 °CA ATDC), the values of CO mass fraction of cases A, C, D, E
and F are similar to those at 110 °CA ATDC, and all larger than that of
case B to different extent. This can be explained by the fact that the OH
concentration and the combustion temperature inside the cylinder
chiefly affect the generation of CO [57]. The δ is large (Fig. 10) and the
chamber temperature is high (Fig. 12a) under case B, promoting CO
oxidized to CO2, thus reducing the CO formation.
4. Conclusions
This investigation employed computational simulation coupled with
kinetic mechanism to evaluate the influence of different dual-spark plug
(DSP) locations on flow field distribution, combustion process, and
emissions formation in a gasoline rotary engine with H2 direct-injection
enrichment. A mainstream flow field formed during the end period of
the compression stoke whose direction was identical to the rotor ro-
tating direction. The variation of trailing-spark plug location resulted in
slight influence on the mean flow velocity as well as obvious impact on
H2 concentration and turbulent kinetic energy distribution. It was
conducive to initial ignition when the local Φ was intensified on the
leading side of the combustion chamber and more close to DSP. The
C. Ji et al.
Fig. 13. Contours of CO mass fraction in the combustion chamber at different CA.
Fig. 14. Variation of the rate of CO mass fraction vs. case B.
discrepancy in the flame front propagation was affected not only by the
existence of mainstream flow field, but also by the variation of the
shape and volume of combustion chamber. The discrepancy in the local
mixture composition and concentration distribution due to varying
trailing-spark plug (T-plug) locations. Higher H2 concentration near the
duel-spark plug could effectively improve the combustion rate and in-
tensity. Although the NOx mass fraction first rapidly increased and then
basically remained constant in all cases, the peak NOx were quite dif-
ferent, indicating the higher combustion temperature was, the more
NOx was generated. In the early stage of the combustion process, higher
CO concentration mainly distributed around DSP and the flame front
surface. With the further increased crank angle, the local over-thick
regions dissipated, and unburned mixtures were thrown to the corner
region forcibly, especially in the trailing part of combustion chamber.
Considering the combustion characteristics and emissions performance,
case B was an ideal ignition arrangement scheme under the simulation
condition, in which the leading-spark plug (L-plug) and T-plug posi-
tioned symmetrically with respect to the minor axis. Compared with the
scheme of the closest DSP, the peak chamber pressure increased by
24.4% and the corresponding crank position advanced by 9.2 °CA.
Despite the NOx generation increased slightly (15.7%), the CO gen-
eration notably reduced by 57.6% versus the scheme of the farthest
DSP. In terms of the engineering application, an efficiently combustion
was achieved if DSP arranged to the optimal location. Particularly with
a rotary engine operating under direct-injection condition, this effect
presented pronounced. With the placement for L-plug remained con-
stant, T-plug should arrange on the major axis of cylinder wall, or line
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Energy Conversion and Management 181 (2019) 372–381
up with L-plug in the major axis direction. It was favorable for T-plug to
keep an appropriate offset from the minor axis, and the short distance
between T-plug and direct-injection nozzle was not recommended for
practical operations.
Acknowledgments
This study was supported by National Natural Science Foundation
(Grant No.51476002) and Key Program of Sci & Tech Project of Beijing
Municipal Commission of Education (Grant No. KZ201610005005).
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