4.

2 Spark igrition combustion process

The characteristics of the cylinder pressure rise during the power stroke can be examined either by the
cylinder pressure on a piston stroke base indicator diagram (Fig. 4.20) or by the cylinder pressure on a
crank-angle-movement base indicator diagram (Fig. 4.21).

The combustion process may be considered to take place in three phases or periods:

1 the delay period:

2 the rapid pressure rise period:

3 the after burning period.

4.2.1. Delay period (lignition and early flame development)

This first phase covers the period from when a timed high-tension spark passes between the spark-plug
electrode (which then ignites the air fuel vapour surrounding the electrodes) to the time the established
flame begins to release the heat energy of the burning fuel vapour fraction.

The actual end of the first period is considered as the point where the initial sign of gas expansion
pressure rises above the normal compressive pressure for a given crank-angle displacement, shown on
the pressure/crank-angle diagram (Fig. 4.22). This period tends to be very nearly constant in time.

The duration of this period is dependent upon the following:

1. the temperature of the flame thread passing between the electrodes of the sparking plugs (Fig. 4.23):

2. the nature of the fuel:

3. the temperature and pressure of the prepared charge:

4. the thoroughncss in the mixing of the air-fuel charge:

5. dhe sirength of the charge mixture (Fig. 4.24).

4.2.2 Rapid pressure rise period (flame propagation) (0z) (Fig. 4.22)

The second phase occupies thc time between thc initjation of the flame front and the begianing of the
pressure rise (above the normal compression pressure) to the point in time when the rugged flame front
has spread to the cylinder walls and the cylinder pressure has reached its peak valve.

Once the energy liberated from the developing flame is sufficient, it will cause the cylinder pressure to
increase at a much greater rate than the normal compressiye pressure as the piston approaches TDC.
The time reguired for the rapid pressure-nse phase depends mainly on the intensity of the turbulence or
state of agitation of the mixture.

The slowest rate of burning occurs when the mixture is stagnant, whereas the rate of burning becomes
faster as the turbulence in the combuston chamber increases and, since turbulence rises almost linearly
with engine speed, the duration of this second period is roughly constant in terms of the crank-angle
movemeni.

4.2.3 After burning period (termination of combustion) (6)) (Fig. 4.22)

After the flame front has reached the cylinder walis there will be something like 25% of the charge
which has still not completely burnt.

At this stage it becomes more difficult for the remaining oxygen in the charge to react with the - petrol
vapour so that the burning rate slows down, this condition is known as after burning.

At the same time, there will be hcat liberated due to a chemical interaction caused by reassociation of
the combustion products throughout the expansion stroke.

Also, during this last phase, a greater proportion of the heat energy released is lost through the cylinder
walls, head and piston crown and, simultaneously, the descending piston increases the, clearance
volume. Consequently, the cylinder pressure commences to decrease rapidly.

4.3.4 ignition timing and engine speed

When the engine speed rises there is less time for the cylinder to dissipate the heat of combustion per
stroke and, accordingly, the time interval between the spark firing and ths point of ignition when
burning commences-that is, the delay period—reduces. However, in terms of crank-angle movement
with rising speed the declay period increases as the square root of its specd according to  where 0, is the
delay period and N the engine speed.

With rising caginc speed the intensity of turbulerce and hence the rate of burning increases
approximately in proportion to the engine speed. Thus, the time interval of burning from the point Of
ignition to peak pressure (rapid pressure rise period) reduces, while its duration, expressed in degrees of
crank-angle movement, remains roughly constant.

Conseguently, if the ignition timing is fixed to produce its peak pressure at about 10⁰ after TDC at low
speed then, with increasing speed, these peaks will occur progressively later in the cycle and their
magniturde will also decrease (Fig. 4.25).
In contrast, if the ignition timing is advanced the same amount as the delay period increases in terms of
crank-angle movement with rising engine speed, the positions at which these peak combustion
pressures occur remain roughly the same, with only a very small drop in peak value due to reducing
volumetric efficiency (Fig. 4.26). Thus, by automatically advancing or retarding the actual firing point
with Increasing of decreasing speed th optimum engine torque will be maintained.