STUDY ON MECHANISM OF BACKFIRE

IN SPARK IGNITION NATURAL GAS ENGINES

Engine Team
F.R.Zhang, K.Okamoto, F.shoji

1. Introduction
In an effort to commercialize the stoichimetric burn Miller cycle gas engines, one of the
most urgent tasks is to clarify the mechanism of backfire and to develop methods for
preventing backfire. This report describes some of the results of studies on the
mechanism of backfire, particularly the mechanism of backfire caused by delayed
combustion (partial burn).
The specifications and operating conditions of the test engine are given in Table 1.
In order to detect the location and time of backfire and sequence of flame when backfire
occur, flame detecting ion probes were inserted into the intake ports, cylinder, and
exhaust port.
Experiments were made on backfire using two types of ignition system, namely, a full-
transistor ignition system and a capacitor discharge ignition system (CDI) commonly
used in gas engines.
2. Mechanism of Backfire
Typical discharge configurations of full-transistor and capacitor discharge ignition
system are illustrated in Fig. 1(a) and 1(b), respectively. The full-transistor type with
high power capacity, long discharging time, and high ignition energy is normally used in
lean combustion engines. The CDI type is commonly used in stoichimetric burn gas
engines, etc. because of the short discharging retention time.

In the experiments on the CDI ignition system under the follow conditions, the intake
valve closing time was extremely delayed at 130a.BDC, the load was increased to 110%,
temperature of intake port was increased at 98 , exhaust temperature was raised to 740
, ignition timing was set at 14-18b.TDC, and spark plug gap was widened to a range of
0.5 to 0.9 mm. The results of operating engine for 115hours indicated that backfire did
not occur even at the extreme settings described, although the misfire occurred and the
crack occurred in the exhaust manifold under severe conditions. This is considered to be
characteristic of the ignition system. Since the discharge retention time of the CDI is
short, and whether ions are generated (firing) or not, energy stored in the condenser will
be completely discharged within a short period of time. As a result, unless the normal
ignition and combustion, abnormal ignition will lead to complete misfiring and the
backfire should not occur (refer Fig.1 b).

The mechanism of backfire by delayed combustion caused by abnormal ignition and the
timing configuration are illustrated in Fig. 2. In a normal cycle, the cylinder pressure is
caused to rise by normal discharge and ignition, and combustion is normally completed
before the exhaust valve opens. In an abnormal cycle, however, the flame kernel is not
formed due to absence of spark discharge since the power capacity (available voltage)
has not reached the required voltage. As a result, the pressure in the cylinder increases
only to the extent of compression produced by the piston thrusting upwards. In this case,
misfiring will raise the energy remaining in the coil of the ignition system. When the
piston then starts to descend from the top dead center with the high voltage, ignition plug
discharges once again because the required voltage decreased with the cylinder pressure,
and ignites the unburnt mixture to start the combustion late. As a result, the pressure in
the cylinder rises even while the piston is descending, and the exhaust pressure is caused
to rise by the discharge of combustion gases the moment the exhaust valve opens. This
can also be caught from the signals emitted from the flame detected by the ion probe
inserted into the cylinder and exhaust port. The combustion mentioned above did not end
at the exhaust stroke, but continued to overlap duration to back firing. At that time, the
ion probes inserted into the intake ports sequentially actuated (to detect flame), and there
was a sudden rise in the intake manifold pressure.

Causes of delayed combustion are widening of the spark plug gap, retarding the ignition
timing, increasing pressure in the cylinder (load and compression ratio), and making
combustion leaner. Furthermore, higher electrode temperature raises the spark plug
discharge required voltage, resulting in partial burn, and continues with dampened
combustion. Unless the combustion is completed before the intake valve opens, backfire
occurs.
3. Conclusion
The knowledge of the backfire mechanism in a Miller cycle and Otto cycle stoichimetric
burn spark ignition gas engine is summarized below.
1. The backfire is caused by the partial burn by abnormal ignition (extremely
delayed combustion) and the combustion continuing to the exhaust stroke and up
to the time of overlap duration.
2. The spark buildup by capacitor discharge under extremely delayed timing
(expansion stroke with cylinder pressure sufficiently lowered) is regarded as a
factor of causing partial burn by abnormal ignition (extremely delayed
combustion). Specifically, the factors are high required voltage and long
discharging time.
3. Delayed the closing time of intake valve is not a direct factor, but it decreases the
compression ratio and delays combustion. Furthermore, since temperature and
pressure in the intake port are comparatively high for low compression ratio,
firing is likely to occur in the intake port when the partial burn (extremely delayed
combustion) is generated.
4. Backfire occurred in the intermediate period of intake stroke (60-160 deg.a.TDC)
after overlap.
5. Avoiding abnormal ignition by optimizing the ignition system is regarded as the
fundamental principle for avoiding backfire. Partial burn and delayed combustion
are prevented by shortening the discharge retention time, and lowering ignition
energy by adopting the CDI ignition system. The measures to avoid backfire for
 the full-transistor type ignition system basically involve capacitor discharge
(formation of spark), induction (formation of flame kernel), and retention time (up
to complete ignition or misfire). Furthermore, even if abnormal ignition occurs, it
is necessary to optimize the engine parameters, including those to prevent the
flame from reentering the intake port.

Table1 Engine Specifications

Type Spark-Ignited 4 Stroke Cycle
Cylinders x Bore x Stroke 6 x 170mm x 170mm
Displacement Volume 23.15 Liter
Fuel City Gas (13A)
Rated Power / rpm - BMEP 324kW / 1500rpm - 1.12 MPa
Equivalence Ratio 1.0
Supercharging Turbocharger / After Cooler
Expansion Ratio 14.2
EVO 49 deg.CA.b.BDC
EVC 19 deg.CA.a.TDC
Valve Timing
IVO 20 deg.CA.b.TDC
IVC 40,110,130 deg.CA.a.BDC
Fig.1 Charge Voletage
Fig.2 Model of Backfire mechanism