S.I.

ENGINE IGNITION SYSTEM

In an S.1. Engine the combustion process is initiated by an electrical discharge between the spark plug electrodes when the piston is close to the end of compression process. The ignition system carries the electric current to the spark plug where the spark necessary to ignite the fuel-air mixture is produced. The high temperature plasma kernel created by the spark develops into a self-sustaining and propagating flame front, a thin reaction sheet, where the exothermic chemical reactions occur. The ignition initiates this flame propagation process, in a repeatable manner cycle-by-cycle, under all operating conditions of load and speed and at the appropriate point in the engine cycle. Thus the sole objective of the ignition system is to initiate the combustion process and it is not associated with the gross behavior of combustion phenomena. Therefore, the ignition system should be considered from the standpoint of the beginning of the combustion process that it initiates. ENERGY REQUIREMENT The development of a high compression ratio engine led to the development of a system which can produce a hightension spark across a short fixed gap in the combustion chamber for the ignition of the charge. A spark can be produced from one plug electrode to other only if a sufficiently high voltage is applied. In a typical spark discharge, the electrical potential across the electrode gap is increased until the breakdown of the intervening mixture occurs. This breakdown voltage (preceded by arc and flow discharge) is the critical voltage below which there can be no spark. About 0.2 mJ of energy is required to ignite a quiescent stoichiometric fuel-air mixture at normal engine conditions by means of a spark. If the mixture is rich or lean. the energy required is about 3 mJ. It has been found that the critical spark energy required to ignite a given mixture decreases rapidly as the sparking voltage is increased. Thus, in a typical instance, for a mixture strength of 12.5: I, the spark energy required to ignite this charge was 5 mJ at 5 kV, 2 mJ at 6 kV and 0.7 mJ at 7 kV. Fig. below shows the minimum spark energy required for different air-fuel (gasoline) ratios .

Fig. Minimum spark energy required for different air-gasoline ratios.

REQUIREMENTS OF AN IGNITION SYSTEM

The requirements of a smooth and reliable ignition system can be listed as following: 1. The system must provide sufficient voltage across the spark plug electrodes to produce a spark discharge. 2. The system should supply sufficient energy during spark discharge to ignite the combustible mixture adjacent to the plug electrodes under all operating conditions. 3. The spark should be produced at the appropriate point during the compression process and in a repeatable manner cycle-by-cycle. The duration of the voltage pulse should be sufficient to ensure ignition. 4. The system should have the means for automatically changing the spark timing with changes in load and engine speed. 5. The peak voltage produced by the system must be safe so that there is no damage to the spark plug electrodes .

TYPES OF IGNITION SYSTEM

Since the ignition system should have a source of electrical energy and that can be obtained either by a battery or by a generator or magnets, three methods have been generally employed to produce the necessary high voltage, and they are based on the principles of mutual electromagnetic induction. These are: (a) Battery Ignition System, (b) Magnet Ignition System, and (e) Electronic Ignition System.

A battery of 12 volts is generally employed. However, a very high voltage surge (of up to 25,.000 volts In modern engines) is required for ignition purposes. The actual high voltage at which the spark occurs is called breakdown voltage and it depends upon so many factors, viz., the gap polarity and condition of plug electrodes, condition of plug insulation,

moisture on the distributor cap and spark plugs and pressure. temperature and type of mixture in the combustion chamber. Used spark plugs may require fairly higher voltage to fire than the. new plugs because of increase in the gap and rounding off the central electrode. In a given engine the highest ignition voltage is required during part-throttle acceleration because the fuel system is then supplying a lean mixture with increased combustion pressures. To produce such a high voltage, a special ignition system has to be employed. Both type of conventional ignition systems (called point type) viz, the 'Battery Ignition System' and the Magneto Ignition System'. However both these systems have the major drawbacks of inertia of mechanical components like contact breaker and insufficient dwell period to build up adequate coil field at high engine speed Though for a long time, both these systems have been in use and giving satisfactory performance, yet since mid seventies these are being fast replaced by electronic ignition systems. Point-type and the solid-state electronic ignition systems operate in the same way except that they differ the way the primary current is stopped and restarted.

BATTERY IGNITION SYSTEM

A battery of 12 volts is generally employed. Battery ignition system for a 4-cyhnder engine cylinder as shown in Fig. 12.1 and 12.2. As in clear from Fig. 12.2. There are two basic circuits in this system viz. the primary and the secondary Circuits. The battery primary winding of the ignition coil, condenser and the contact breaker form the primary circuit. Whereas, the secondary winding of consists of the Ignition coil, the distributor and the spark plugs constitute the secondary circuit. When the ignition switch is turned on , the current flowing in the primary circuit will grow exponentially during the make period of the contact breaker as shown in the fig. If V is the battery voltage and R & L the resistance and self-inductance (reluctance) respectively of the primary winding. The instantaneous value of primary current) I, at time t seconds after the close of the contact breaker points is given by,

The electromagnetic energy on the account of this build up of current in the primary circuit is stored in the laminated iron core of the ignition coil. As the

contact breaker points open, the magnetic field built up by the growth of the current collapses and the energy stored during the make period is projected in to the secondary circuit. If Is = the value of I when break just occurred, the energy stored at break =

LIs. It is this energy which is suddenly passed onto

the secondary, inducing an e.m.f. there. As the break is made very sharp, the induced e.mJ. is very large being proportional to the rate of change of flux in the winding. This self-induction effect is combined with the transformer step-up action of the ignition coil. As a result a sudden voltage surge of very high amplitude is produced in the secondary, causing a spark to occur at the spark plug electrodes. Thus it is at points 'S' in Fig. 12.3 that the spark occurs. As an illustration, when the breaker points open, if a self-induced e.m.f. of 250 volts is produced in the primary winding and the ratio of turns in the secondary and the primary windings is 100, the secondary voltage produced will be 250 x 100= 25,000 volts. Fig. 12.1. Schematic diagram showing battery ignition system for a 4~cylinderengine. (Courtesy - MICa, India) From the secondary winding, the high voltage surge is led to each spark plug in turn with the help of h.t. cables and the distributor. The ignition circuit may be either positive-earth type or negative earth type. In the positive earth type, the ignition coil and the spark plug centre electrode are positive with respect to the ground, whereas in the negative earth type, these are negative with respect to the ground. The advantage of negative earth type is that comparatively less voltage is required for the electrons to jump from the central electrode which is hotter than from the outer electrode which is comparatively colder. Further, larger erosion due to sparking occurs from the positive electrode. Therefore, if the centre electrode is made negative with respect to the earth. the plug life is increased. Moreover, since the polarity can be reversed by reversing the primary coil leads, care must be taken to connect the primary leads correctly. Otherwise, higher ignition voltage will be required for causing the spark to jump across the spark plugs. 5. COMPONENTS OF BATTERY IGNITION SYSTEM The main components of ~ battery ignition system are: I. Battery 2. Ignition Coil 3. Contact Breaker 4. Condenser 5. Distributor 6. Spark Plug The batteries are explained separately in chapter 14 while the other components are described here. 6. IGNITION COIL The ignition coil is simply a transformer with certain characteristics making it suitable for its special use but impairing to some extent its efficiency as a transformer. It serves to ~onvert the relatively low battery voltage into high voltage.

IGNITION SWITCH

~-3 CONDENSER --,

. :
I

C
T

:t_"'1

::1-

2: '--- ~
:

;:BATTERY:

ol

\:_-~

,-----~

. -------~--------------~

s
~AKE BRE~AK~E~AKLJ TIME

Fig. 12.3. Growth and Collapse of primary current in battery ignition system.

. Fg. 2.29. High ler,.sian .nagneta ignition systeln for a four cylinder engine

. ( f~nrtiun coil
I

J'

.~

P~im?ry Distributor wInding ~

19 nition sw itCh
Brt"aker
,
,. :
I

tl. r-"

Core

(I

Secondary ,

windir()1

-L

Battery

Fig. 2.28. Batterry Ignition System for a six cylinder engine

CONVENTIONAL IGNITION SYSTEMS

485

contact breaker points open, the magnetic field built up by the growth of the current collapses and the energy stored during the make period is projected in to the secondary circuit. If IB = the value of I Wlhen break just oocurred. the energy stored at break =

Ll B. It is this energy whioh is suddenly passed onto

dle seoondary, inducing an e.m.f. there. As the break is made very sharp. the induced e.m.. is very large being proportional to ttle rate of change of flux in dle winding. This self-induction effect is combined with the transformer step~up action of the ignition coil. As a result a sudden voltage surge of very high amplitude is produced in the secondary. causing a spark to occur at the spark piug eleotrodes. Thus it is at points'S' in Fig. 12.3 that the spark occurs. As an illustration, when e breaker points open. if a self-induced e.mJ. of 250 volts is produced in the primary winding and e ratio of turns in the secondary and the primary windings is 100, I~hesecondary voltage produced will be 250 x 100 = 25,000 volts. Fig. 12.1. Schematicaliagramshowingbatteryignitionsy'stemfor a 4-cylinderengine.(Courtesy- MICa. India) From the secondary winding. the high voltage surge is led to eac spark plug in turn wittl the help of h.t. cables and the distributor. The ignition circuit may be eiilller positive-earth ty e or negative earth type. In dte positive earilll type, the ignition coill and the spark plug centre electrode are positive with respect 0 Vhegrol!lnd,wbereas in the negative earth type, t!heseare negative with respect to the ground. The advantage of negative eal1t!h type is that comparatively dess voltage is required for the electrons to jump from the central electrode whioh is houer It!han from illleouter electrode which is comparatively colder. Further, larger erosion due to sparking occurs from the positive electrode. Therefore, if the centre electrode is made negative with respect to the earth, the plug life is increased. Moreover, sinoe dte polarity can be reversed by reversing the primary coil leads, care must be taken to oonneot the primary leads correctly. Otherwise, higher ignition voltage will be required for causing the spark to jump across the spark plugs. 5. COMPONENTS OF ATIERY IGNITION SYSmM The main components of ~ battery ignition system are : 1. Battery 2. Ignition Coi 3. Contact Brea'ker 4. Condenser 5. Distributor 6. Spark Plug The batteries are explained separately in chapter 14 while the other components are described here. 6. IGNITION COlL The ignition coil is simply a transformer with certain oharacteristics maki g it suitable for its special use but impairing to some extent its efficiency as a transformer. It serves to convert the relatively low battery voltage into high voltage.

IGNITION SWITCH

. ~--""
t

CRY
C l

--"'"\

L_..:l
. CONTACT

I I I

BREAK,ER

<>

o-n ~

J.._--l

s
!-!MAKE 6RE~AK~E~At<LJ
1fIME

Fig. 12.3. ?rowtlhandCollapseof pl'imaryCllffeolin batteryignitionsystem.

~eakage current bdrri_L. ----

~RO\"dim

--Conlacl
breake r

Capactor

centerol electrode --

_Primary windinq

CONVENTIONAl.. IGNITION SYSTEMS

The core is formed of either laminations of silicon steel or annealed iron wire insulated by varnish from each other. The laminated core has lower hysteresis loss. However, it is not easily prociuoed in circular cross-section and because of this, square seotion is often used, although when square, for the same area it has a greater perimeter than !!hatof a core formed of iron wires stacked in a circular tube. Only open cores are used; closed cores tend to cause excessive damping. With the advancement in teohnology it is now possible to use powder metal as coil cores. 1lhis reduoes eddy currents drastically, but ~hemagnetism is also reduced. However, overall, it gives a more effioient and ~igher output ignition coil. When the contaot breaker points are c10secla magnetic field is built up in the ignition coil. The opening of the breaiker points causes the magnetic field to collapse suddenly as a result of which high voltage surge is induced in the secondary winding and ~his voltage causes a spark to jump across the spark plug gap. This oolilapseof magnetic field must be very rapid to produce the desired voltag,e. '[]hisis aohieved with the help of condenser. Without the use of a condenser, I~he energy stored in the coil in the form of magnetic flux . would be dliss~pateclin an arc aoross idileiPoints and no high voltage surge would be induoecl in the secondary winding. l1he condenser momentarily absorbs the current and brings the flow to a quiok stop causing the magnetic field to collapse rapidly (For details refer Art. 10). . There are two types of ignition coil: 1. Core type. 2. Metal clad or can type. Core Type Coil (Fig. n.5) In this type, primary lis wound first on the oore and then outside it the secondary is wound, the prqper insulation, of course,lbeing provided between the two. Metal Clad or Can Type Coil (Fig. 12.6) In this, the second}' is first wound over the oore and then the primary Qver this. The inner end of the seoondary winding is oonnected to the core, which further leads to H.T. termina~ of the coil, while ~heodilerend of the secondary is connected Ito the primary winding. The ends of ~he primary winding are connected to the L:T: terminals of the coil, one of which is connected further to the contact breaker and the other to the ignition switch. Between the primary and the case ivon strips are sometimes placed. These increase the inductance and prevent losses that would occur otherwise if the flux is linked with the metal case.

fiig. 12.4.Ignitioncoil. (Courtesy- MICa, India) The primary winding oonsists of 200-300 turns of thiok wire (about 20 S.W.G.) of total resistance about,3 ohms while ~hesecondary is made up of large number of turns (about 15,0~20,OOO) affine wire (about 40 S.W.G.). As the voltage difference between adjacent turns is small, only in insulation is required and enamelled wire is used for this purpose. However, there is sufficient voltage drop between the layers and for this paper insulation is used. The whole assembly is then impregnated in wax under Vl\ouumto remove any air pockets or submerged in thin insulating mirieral oil andhermeticaUy sealed and in an aluminium case. The oil acts as an !insulator to prevent higih voltage arcing within the coil. Hermetic sealing prevents the entry of moisture in the ooil, which if not prevented, would cause coil failure.

PRI Sf:CO

ARY OARY

2. In the core type, the primary being inside, its mean turn is relatively short, Therefore, it is necessary to add external resistance called "ballast resistance", in order to limit the a~tery current in the coil. In the can type, however, no ballast resistance is necessary. 7. BALLAST ESISTO When lIheengine is running at slow speed, the contaot ibreaker points are closed for a com,paratively longer period of time. This causes overheating of the induction coil. To avoid this a ballast resistance is sometimes inserted in the primary circuit of the coil (Fig. 12.7). This increased resist_ancedecreases the amount of current in the primary circuit and ilhus avoids overheating of the coil at low engine speeds.

Fig. 12.7.19nilioncoil with ballastresistor. At hlgherengilile speeds, however, due to smaller closing time of the contact breaker points, the current in the primary circuit and thus its temperature decreases, due to which the resistance value oflthe ballast resistor decreases. Thus it guarcls against any drop of secondary voltage a higher speeds, which if occured would be quite opposite to what is desirable. Further during starting of e engine, the resistance is bypassed from the ignition circu't to provide correct voltage to the coilwhen the starting motor is drawing a very heavy current, ereby drawing a very heavy current, thereby draining the battery voltage. This is done by the solenoid switch which short circuits the resistance, thus putting it out of the primary circuit completely. e value of the ballast resistance varies generaUy from 1 to 4 ohms. The ignition coil in Maruti 800em,p10ys such a resistance. 8. CONTACT BREAKER The funotiion of a contact breaker is to make and break nf;jeprimary ignition circuit. This is probably the weakest member of an igniliion system. This is clear from the fact that a four-cylinderrengine operating at 4000 r.p.m. must make and break the circuit 8,000 times a minute. The essential requirements of a good contact breaker are : . Q. The contaots mils open and close at the correct time.' 2. The contacts must close without bounce. 3.11he contacts must Qpen without "Ring". Hinging occurs when the spring iforce is too low. [n nhis, hee1 is filungdear of e earn surface.

Co

ariso

Fig. 12.6.Can type ignitioncoil. of Core and Can types

l. The eat losses in the primary winding in the core type have to pass through the secondary, whereas in the can type, the primary being situated immediately under the metal case, can readily part with its heat without ,lffecting secondary.

CONVENTIONAL IGNITION SYSTEMS

4. Excessive oxidation of ilie contacts should be avoided. The oxide film that may form on the contact fac,es is particularly detrimental in a low-resistance circuit of the primary winding. 5. The corro~ion of the points should be minimum. The contact breaker is placed in the distributor housing itself. The cam is fitted to !!he distributor spindle. Various types of contact breakers are shown in Fig. 12.8. A hardened steel cam attaohed to nhe end of the driving spindle actuates the lever through the heel. The speed of cam is always one half of the engine speeal. However, the number of cam faces is always equal to the number of cylinders except in case of nhe double lever type contact breakers.

The double arm type has certain advantages over the single arm type. In this for the same contaot faroe, nhe force and wear on the heel are smaller, and because of smaller moment of inertia, contaot bounce is less. This is why the double arm contaot breaker is widely used in'magnetos when operating speeds are nonnally higher than w.inhnhe battery ignition.

9. CONTACT BREAKER GAP AND ITS SETTING

Normally nhe contact breaker gap should be between 0.35 to 0.45 mm. In case the ga,p ~s too small the points will not open for the period whioh is sufficient for nhe coil to function. This will cause the points to burn rapidly (since these would conduct current for too long) and the engine to misfire at all the speeds. On the other hand if nhe gap is too large, the closing time of ~he contact breaker, and hence for the e.m.f. to build, wiG! be less, thus deoreasing nhe maximum va tage produced. This will cause ignit,ion failure at igher speeds. Apart from dhis, excessive gap advances the spark because ~e points open earlier in dhis case. Similarly, the spark is retarded if the gap is kept too small. Dwell is the time expressed in terms of the degree of distributor cam rotation for which the points remain closed. The dwell angle is normally equaij to 55 to 70% of the total cam angle depending upon the contact breaker design and cam lobe profile. Typical dwell angles for 4-cylinder engines are 48 to 52 and for 6-cylinder engines 36 to 42. The dwell angle is independent of camshaft speed. However, it can be ohanged by changing the contaot-lbreaker point gap. A reduotion in point gap of approximately .025 mm would increase e elwell angie by 1. The chega.ng and adjustment of contact breaker gap should be done at intervaI~.0T5000 km. Various metlhods of setting breaker gap are:

1. By feeler gauge
SPRING FOLLOWE WI TH MOVIN G
CONTACT POINT

This is used when e breaker points are perfect and not pitted which is generally the case in ~he new distributors. The distri utor cap is removed and e engine cranked (this may also be done by rotating fan blades) till the breake gap is maximum. The gap is then checked by means of a feeler gauge. If it is found to be at correct, the screws on the plate carrying stationary point are loosened by means of a screw driver and the plate adjusted so that the gap as measured by ~he feeler gauge is correct. The sorews are then tightened. In some cases, an offset screw is provided so at the gap can be changed simply by screwing or unscrewing.

(el

Fig. 12.8. Types of contact breakecs. The main components of a contact breaker are the lever, hMI, bush and the contaots. One contact point is mounted on a steel pressing fixed by a screw or screws ~o rhe distributor base plate, thus making it adjustable. The other contact is mounted on' the pivoted lever whioh is made of steel. The heel and the bush are generally of plastic. For the contact tungsten or alloy of platinum and iridium (wi~h iridium content varying from 10 to 25 per cent, depending upon the degree of hardness required) is used. The tungsten is quite hard and has high melting point, but it has the disadvantag~ that it is liable to oxidation. Platinum- iridium contaots, however, are costlier and therefore not used so frequently. Generally eir use is restricted to aircraft magnetos. Compared with lt!ungsten uhey are rotatively free from oxidation, but do not resist impact deforma~ion so well. .

2. By <l~ ga ge
As staled already the feeler gauge cannot \be used if e contact points are pitted, because the feeler gauge in is case will rovide wrong conclusions. [n such a case the dial gauge may be used. (Fig. 12.9). The dial gauge"is clamped on the body of ~he distributor and the lever. arm is made to rest on e moving arm at tlhe b c of the contact point. The engine is cranked so that e ga,p is reduced to zero i.e. the contact points are touching. The dial of the

of ~he crankshaft, ~his moment should be such thaT"maximum pressure occurs in the cylin~r about 12 after T.D.C. Since it taKes certain time called \.gnit:?e:n dela to start the combustion a er e spank. it ~s clear that the spark must occur !prior 0 the momenrar W'fiich maximum pressure is desired. The difference bet~een I~his moment and the occurrence of spark in terms of degrees of crankshaft rotation, is Itenned the ignwon advance. llhe various ctors a ecting the ignition advance are: 1. Nature of fuel Different fuels have different rates of burning and therefore the nature of the fuel determines the ignition advance required for the engine. 2. Engine speed. .. Obviously at higher speeds, less time is available for the combustion to start, for the same degree of crankshaft rotation. So at higher speeds more advance""is"" r:9.!!ired. 3. Load At smaller load i.e. at part throttle, weak mixtures are burnt, the compression pressures are comparatively lower and consequently the rate of burning is lower. Thus !.TImeignitio advance is needed. As the loading increases, however, richer mixture is used and the oompression pressures are higher. As' a result of this, the rate of oombustion is increased thus re uirin lesser ignition advance. . Engine Temperature . [n a cold en ine, combustion is slower and thus more s ark advance is required, whereas in the hot engine, rapid com ustion needs less Ignition advane;e..

Fig. 12',17. Exp1od~ viewof~stolite distributordesign 4020 used In the Fi'llf:Pi'emler Presidentcars. (Key on page 470) (~all~Y~s(olite ofIndia Ltd.) .

CONVENTIONAL

IGNITION

SYSTEMS

Key to Fig. 12.17

Distributor Cap

Rotor assembly Contact breaker ass.

I. Distributor Cap 2. Rotor assembly 3. earn wick 4. Cam retaining spring 5. Condenser assembly 6. Base plate assembly 7. Cam assembly 8. Step washer 9. Shaft assembly 10. Weight spring II. Cap spring and braoket assembly 12. Shaft collar 13. Thrust washer 14. Spring pin 15, 16, 17. Base assembly with bush 18. Thrust washer 19. Thrust washer 20. Weight spring 21. Weight assemb!y 22. Lead wire assembly 23. Contact assembly 24. Oilier assembly Key to Fig 12.18 I. Distribu'tor cap 2. Rotary assembly 3. Cam wick 4. Cam retaining spring 5. Condenser assembly 6. Base ~ate assembly 7. Cam assembly 8. StCjp washer 9. Shaft assembly W. Weight spring II. Caps pring and braoket assembly 12. Shaiitcollar 13. Thrust washer 14. Spring pin 15,16,17. Base assembly wiuh bush 18. Thrust washer 19. Thrust washer 20. Weigiht spring 21. Weight assembly 22. Lead wire assembly 23. Contact set assembly 24. Oiler assembly 25. Vacuum chamber 26,27,28. Plain washer 29. Vacuum seat plug 30. Vacuum ohamber spring 31. Mounting bracket 32. Bolt . 33. Spring washer 34. Plain washer.

Base pate assembly Cam assembly Cent. wt.

Shaft assembly

13. IGNIII1ION ADV ANOE MEII1HODS filere are basically two methods available for adjusting ignitions advance: 1. Manual-Ule igninion nimingis oontrolled by hand only by means of a lever at the dashboard. The dis(ri utor has a rovision that contact breaker base plate can be rotated within a certain degree. Turning ~hebreaker plate in earn's direction of rotation results in retarded ignition, turning in opposite . direction in advanced ignition. With manual control, however, tihetiming of ignition is at satisfactory,. because adjustment is normally done after the engine gives poor performance and not at ~e prQper time. But the manual control is seJfiu~ for the presetting of ignition advance when different fuels may be used. On aotua~ au'torndbiles, however, this method is now rarely employed. ' An octane selector to preset the ignition advance is shown in Fig. 12.19. The upper plate is fixed to the distributor while the lower one is attached to the engine blook. When the nuts (shown in figure) are rotated, the upper plate is also rotated along with. The pointer attached to the upper plate then shows

Vacuum advance assembly

Fig. 12.18. Exploded view of Prestolite distributor ISR4002 A uscd in the Dodgelfargo vehicles. (Key 011 page 470) (Courtesy-Prestolite of India Ltd.)

COIL-TO-DISTRd8UTOR

WIRE

TEIRlMiliNAl
CARBON

SnUSH

SPARK PLUG WIIAE iflEiRMINAL

CiENTRIFUGAL

ADVANCE
MECHANIISM

Fig. t2.20. Centrifugal advance meohanism. (a)' (a) No advance (b) full advance. (b). As the speed increases, the oentrifugal force on ltihe weigJ;1ts lincreases, resulting in increased advance, till the weights touch some post which limits their movement hus limiting the maximum advance. The centrifugal advance variation willb speed is shown in Fig. 12.21. This is true when both the springs loading the oentrifugal weights have the same ~ring stiffness.

Fig. 12.19. Octane selector. the rotaon of the upper plate and hence of the diswibutor. D~pending upon the requirements of a particular fl!el. the i,gnition advanoe is ~hus preset. 2. Automa~c advance mechanisms. METHODS

~~t
C)

a:

<II

30

z~ < .
0:

20

>< < <II

10

z <
a: 4000

14. AUIJ10MA TIC IGNITION ADVANCE 1. Centrifu al Advance

u ...,

This method provides the ~gni~on iming iOonl!rot aooording to engine ~eed, e distributor shaft. kom its gear @ower} end to ~he rotor-earrying (upper) end is not a single piece. it is aotually inltwopieoes oonnected together througlh he centrifugal adv@poc arrapgwmt, Wluc'h c-onsists of twp centrifuga weights A and B as own in Fig. 12.20. These weiglhts are pinned and oonnectta With the breaker plate C by means of springs. As the engine speed increases, the weights move out due to the centrifuga force. Thus the weights !turn about their fulcrums and by so doing they tu e breaker plate and cam and thus the upper shaft piece in' e antidloclqrise directiog rsmot to e OWl!{portion' of tIle' dlstnbytOC Shap. This causes the ca to ope, .and close e oontaQt.points earlier thus provj4io& lhe adva0c.c.

CRANKS FT SPEED,' . !ol. Fig. 12.21. Variation of centrifugal advance with speed. In some designs, however, Ilbe springs of unequal sciiflfinessesare used. The spring of higher stiffners is kept loose so that at lower speeds it does not pull the centrifugal weight to which it is attached. Only at a higher speed when ~he spring looseness is taken up, it starts loading the weight. With such an arrangement. erefore, a differential rate of ignition advance is provided (Fig. 12.22). The need to ave reduced advance rate at higher speeds arises on account of increased hea and turbulence generated within the combustion chamber at higher speeds. .

wi'"

dijrea

CONVENTIONAL IGNITION SYSTEMS

507

when (he dJrottJIevalve is closed. As the throttle valve is .opened, the ~ vacuum increases gradually to the same value as e manifold vacuum. The vacuum advance unit contains a rubber di hra m which is conn~cted to tlhe base plate of the dis I .~'. ne Sl e of the diaphragm is open to atmosphere while the other sIde ISsubjected to the v.acuumfr~m t~e carburettor. One such unit operating on uhe ported vacuum IS shown Ifi Fig. 12.23. A return spring on the vacuum side of the diaphragm keeps the advance unit at er vance I no vacuum as a,ppae as ~nng idaing. When, however, the throttle is opened uhe vacuum is applied which moves. the diaphra~m ;gainst the return spring to rotate the distnbutor base plate In the directIOn opposIte to nhe usiial distributor rotation, causing the ignition to advance.

> .
OC

..

c;
:l'
Z

10

a:

.....,. 0

o
C A'UCSHAff

SPEEO.

R.P.M.

Fig. 12.22.Differentialrate cefllrifugaladvance. lIhe distributor shatt drive is timed to a specific crankshaft angle when due advance mechanisms are in full retard. This is called initial (or basic, timing. lIhe exact ce-ntil'ifugal advance varies with different distributor designs. However, in general, it varies between 34 and 38 crankshaft degrees, including ~he initial timing, which is usually about 80 BIDC. For most engines,lthe maximum advance is reached at about 4000 rpm. [t is obvious thatlf due to any reason (e.g. rusting or sludge built-up), the centrifugal advance meohanlsm ISnot working; poor engine pe~formance wilt result. If the wei ht springs have become Ie . or both springs are broken, excessive a vance WI etonatio to occur. If the centri ugal advance mechanism does not function properly it may result in the following: ....-l.. Lack of power during acceleration. 4. Constant knocking sound at low speeds and slow, jer1kycranking due to overadvanced ignition. -- 3. Increase in fuel consumption. -4. Increase in exhaust emissions. ." 2. Vacuum Advance A vafuum advance unit s~ any variation vacuum, which are direct measure of engine load. ignition advance accordin to en ine load and en ines eed. Manifold vacuum is the de ressi In e intake manifold and ISaval a e at a port on the carburettor situated the throttle valve closed posIlidri. Ine manIfold vacuum during lIght ijoiOrondjrjOQs 'ijk, idling ang deceleratiOllis hi,hest while it'is lowest under heavy engine load. The ported vaouum refers to he vacuum aVaIlable at the port on the carl5"urettorsituated above the fully closed throttle position of the carourettor and is us controlled y the ottle valve position. Thus it is zero d ring idling and deceleration

Fig. 12.23.Vacuumadvancemechanism. When the engine is idling, the throttle valve is closed, thus preventing due en.glne vacuum trom bemg applied to the diaphragm. Both sides of the dgiPbragm arelthen subjected to atn:,Q;'pheric pressure so tbat the return spr~ng k~eps the ignitio,\setl~ng fully [etarded. W!;.enhowever, the engm~ ISrunnm.g at Ijght ,1Qa~,at fairly high speed, he itlhrot~le is partly open WIth the Talr :;-mount of engine' vacuum applied to the left side of the dt fura m. Vue to this spring compressIOn orce wou overcome and the timing would be advanced proportiodlil to the vacuum applied. A stop is, however, ern,ployed to keep the maximumlmovement of the diajmragm an ence, advance at the desired valj,le. n, hOwever, the en ine is su ec heavy loaa with throttle wide open, the vacuum in the induction ma : o~d will be very sma ,which would not be suffICientto press the return sp"ng. Thus n advance ~ould be provided under thiScondition. Such units provide ignition advance of about 14 to 30 crankshaft degrees. If the vacuum advance mechanism connected to ported vacuum is not working properly 1t win resu1t in increased cl consumption. However, if the

,I I

'2. Conneot the timing light to cylinder number I as e~plained above and aiming it on the orankshatt pulley or e flywheel, as the case may be, check whether the stationary pointer is opposite ilIhe specified mal1lc. 3. If not, loosen the distributor locking oil or nut and turn the distributor in the desired direcliofl so dlat the stationary pointer comes opposite the speoified timing marie. (fior advancing, rotate dle distributor in the direction opposite to at of e crankshaft rotation and (or retarding, rotate the distributor in the direction of crankshaft rotation .) 4. Lock the disteibutor bolt /nlit and recheck the timing with the timing light. It:required, readjust and clleok to e,nsurethat it has been Sel correot. 16. SPARK PLUG Next to contact breaker, spaI1kplug is probably dile weakest part of the ignition system. It is mounted iftilie 00mbustion ohamber of the engine, where working conditions are severe. During peak combustion conditions the temperature of gases in the combustion chamber in a modern car engine may be around 2500C and the pressure about 7 MPa. Moroover, a spark plug is also exposed to thermal and aoad cyoling fatigue due ) sudden changes in temperature and pressure-from the high temperature of burnt gas to the relatively low temperature of the air/fuel mixture and from the high pressure at the time ofexp'losion of the air/fuel mixture to low pressure during induction. In addition, the spark plug has to endure high voltage, mechanical vibration and the oorrosive atmosphere of combustion gases. A modern spark plug has an economical life of about 10,000---16,000 krn. The minimum voltage required to make the spark jump aoross the air gap depends upon the following: I. Compression pressure - with the increase of compression preSSllre,dle air density in due cylinder is increased so that greater voltage is required for the spark to jump aoross the plug electrodes. 2. Mixture strength - Minimum voltage is required to make the spark jump in case of stoiohiometric air-fuel ratio. If the mixture is weaker or ridher than this, a higher voltage is required. 3. Air gap - As the gap etween the plug eleotrodes increases, the voltage required to jump the gap is inoreased considerably. 4. Electrode temperature - With the increase of temperature of the central electrode, the voltage required to produce the spark decreases rapidly betwee 200 and 600 C and at a slower rate thereafter. 5. Vehicle speed and oad - Plug voltage requirement curve is like a typical engi e torque curve (Fig. 12.30). The voltage required rises initially with the increase of speed as the engine's valve timings improve the cylinder filling, thereby raising the c mpress'on pressure. However, at higher speeds, the voltage required decreases due to cylinder breathing becoming more difficult, resulting in less dense charge induced. Voltage requ' ement a so depends upon the load, i.e., the throttle opening. For example, w en 1 e. throttle is suddenly opened wide to accelerate the vehicle, e extra mixture

40 VEHICLE

60

80 SPEED

100 (km/

Fig. 12.30.Effect of vehicle speedand load on dle voltagerequired. oharge entering the cylinder briefly raises dile cylinder pressure so that more voltage is now required for the spark to jump at die plug eleotrodes. 1.6.[, Requirements The requirements of a good spatikiingplug are: I. Very high resistance Itoourrent leabge. 2. Continued maintenanoe oflt!he roper gap \Underall oonditions. 3. Gas tightness-Any leakage Of hot gas wlU upset the normal steady state of the plug, causing such high temperat~s to be .reached that the insulator and the electrode disintegrate and fall tnto the cylInder. 4. Resistance to corrosion-Corrosion is detrimental because it increases gap length and thus raises the sparking potential required. 5. Sufficient 'reach' into the combustion chamber-Reach is defined as the length of the threaded portion that enters the cylinder. [f ~ 10ll\g~reaoh p~ug is fitted into a short-reach hole, combustion chamber space IS reduced which increases the compression ratio, more heat is roduoed and the exposed. edg~s of the rhreaded portion may be heated to incandescenc~, resulting In preignition. Moreover the protrudi~g end of a long reach plug 10 a short reach hole may also damage the piston or valve. If a short-reach plug, on the oth~r hand, is fii ed into a long reach Ihdle the com~ustion-~ham.ber space IS increased, oompression ratio is reduced and carbon IS deposited, In the threads of the hole which makes difficult the fitting of a correot reaoh plug at a ater date. This as been made clear in Fig. 12.31. 6. Electrode temperature must be maintained etween ~ert~~nlimits. At higher temperatures (900"C or above) there is danger of prelgmtlOn and also corrosion-of electrodes. At temperatures lower than 3,S0"C,ho~e~er, carbon or even oil deposits are fonned causing the leaikage of ~I.ectnclty to earth . instead of spaoong across the ug clectrodes. The opttmum temperature range is 50Q--800C.

,\ccumulatio'n

of deposits

Aooumulation

of deposi~I'

Ground electrode is overheated _d hit by the pinon and valve.

Fig. 12.31.Useof correotreachplug. (Courtesy-Maruti UdyogLtd., India) 16.2. Constr cUo Figs. 12.32 alild12.33 show cle~ly the conswction of a spark plug. The !plug hilSthree main parts. the centre electrode, IVhe ground electrode and the

insulator separating them. Besides these: these are the body shell, ~he sealing ring and the gasket washer. The upper end .of the oentre electrode is conneoted to the spark plug terminal, where H.T. cable from he ignition coil iln case of single cylinder engines (or from distributor in case of multicylinder engines) is cOllOeated. The lower end of the centre e1ecttrode projects beyond the insulator to form a gap with tlhe ground electrode. The insulator is meanUo fulfill the following functions: (i) to insulate the centre electrode from body sbell, thereby preventing the leakage of high voltage surge from lealking to earth within the shell. i(ii) to control the working temperature of the centre electrode by suitably adopting the thermal condluctivity of the insulating material, its shape and the leng~h of the heat pa h, while designing the spark plug for a given engine. The body shell serves to housel~he eleotrodes and the insulator. Gas-tight seal is necessary to prevent the hot gas from lealcing between the insulator and the body shell and between the insubtor andl e centre electrode. Suah seals may be of different types, e.g. solid ring, dry powder, metal !powder fused into glass, etc. Besides above the hot gas from the combustiolil ohamber may also leak'between the plug and the cylinder head. To seal this a flat ring gasket washer is commonly used. IInsome modern spark plugs, the ce~ire electwde is made in two pieces. By doing so the designer can use different metals to suit est dile different requirements of the upper piece which has to e oonnocted to Vhe h.L caiJit: and the lower piece which has to go into vheoombustion ohamber. llhe main dimensions of a spark plug are shown in Fig. 12.34
1

,....~-

...
~ ~
-.J

~>--

--

7-

..

...

T
REAC

TH E 0 DIAMETEllI

_J

Fig. 12.34. Main dimemions of a spark plug.

In some spark plugs, cenue elecuode contains a built-in resistance in series with the elecuode. This resistance reduces the number of high voltage surges accompanying the full voltage surge for the spark, thereby reducing the radio and teJlevision interference due to ignition system. The resistance also increases tlheplug life by outting down peak oorrent tlhat would burn the electrodes. Such lugs are called resistor spark plugs and their life is about dou Ie the life of ordinary plugs. 16.3. Materials \ The body shell is generally made oflow carbon steel. The ody is fonned by impaot extrusion. The threads are cold rolled to provide a low-friction profile. Porcelain was used iNitially for insulation, but this' has the disadvantages of brittleness anal low resistance to thermal shock Porcelain was herefore replaced by mica. The IIiIse of mica, too, was restrioted Ibyleaded fuels which attacked it. Present day i~sulators are allmost exolusiveJ1yof sintered alumina. These possess some distinot advantages: (i) They are much stJI'ollgerthan porcelain.
(ii) Their thennal oonductivity is higher than in case of porcelain. (iii) These possess high electrical resistivity at operating temperatures. (iv) These can be moulded accurately and with ease, to nhedesired shape. (v) These have a high resistance to abrasion, erosion. and chemicai attack from the products of combustion. Thus with these materia~s, nhe plug can be deaned by sand blasting in contrast to mica and porcelai.n plugs which are eroded by sand blasting. The ground electrodes are usually [Qnned of nickel or sometime an alloy of nickel and manganese. The addition of manganese (2.5-3.5 per cent) improves the tensile strength anal the resistance to 'su~phur attack at high temperatures. For centre electrodes silicon-manganese-niokel alloys are used. llhese are particularly resistant to ~e high temperature efifectsof leaded fuels. Gopper-cored central electrodes ape also used whicb inorease the heat range olf a plug. A nickel alloy jacket around the copper oore, due to its very good anti-corrosion and anti-erosion properties, protects tit from the aggressive combustion environment.

(a)

(b)

Fig. 12.35.(a) Long reach plug (b) Shortreaohplug. From heat dissipation point of view also ~hespark plugs are also divided into two classes, viz. 'hot' or 'hard' and 'oold' o. 'soft'. Hot plug runs hOller than the cold Iplugbecause the path of heat dissipation of the cooling water in the jackets is longer in the hot plug roan in the cold plug (Fig. 12.36). Some cold spark plugs have a copper core in llhecentre electrode to help carry heat from the tip of the eleotrode (Fig. 12.3n Calm plugs are generally used in Iheavy duty, high speed engines where high telT\peratures are encountered. Lower,speed, mediu!TI duty and colder operating()ondi~ions require a hot plug.

Platinum tips are also used ifor some spark plugs due to the very high burn-off resistance of this material. This property also'malkes it possible to use electrodes of much smaller diameter, thus increasing mixture accessibility. Platinum is also found to ave a catalytic effect whioh further accelerates the combustion process. However, hig er cost inhibits eir use in common automobiles. 16.4.Ty~s
I

(0)

(6)

Fig. 12.36. (a) Hot lug (b) Cold plug.

16.5. Air gap The correct spark plug gap size is specified by the manufacturers but in general it varies from 0.6 mm to I mm. For the new plug gap is generalijy0.6 mm, but with use it is increased, thus requiring higher voltage for the spark

. The spark plugs may be long reach or short reach type depending upon the length of threaded portion (Fig. 12.35)and should be used only in the corresponding hole in the combustion chamber as desoribed earlier.

2.;5.5.Transistorised
tl2~'),lS which

Coil Ignition (Tel) Systenl ,

: In aut0111C :jve ~l.pplications, the transistorised coil ignition sysprovide a higher output voltage and use electronic trig, gering to rnailltain the requiredtirning are fast replacing the:

conv:enLional ignition systeIDs. These systerns energy electronic ignition systenls.'

are also called high

:: The circuit diagrarn of a transistorised coil ignition SYSt8111 is Eihown in Fig. 2.30. Th~ contact breaker and the caIn assernbly oCthe <;;'QDy'entional ignition s steIn are replaced by a 11lagnetic pulse generating syst~hich detects the distributor shaft position and sends e1eetdcal pulse to an electi'onic can TO IDa U e. '18 1116dUIeswitches o1[ the flow ;f current tot'he nriulary COlI induc:'ng ahigh voltage-in The secondary wind::1gwhich is distributed to the spark plugs as in the c'onventio:"lal breaker systern. The control 1110dule contains tilUing circuit later closes, the prirnary circuit so '1a' .,18 ',p 0 t 18 prinlary circuIt cur:-Em can occur for the next cycle. There are 111&I'lY types of p,ulse generators that could trigger the electronic circuit of the ignition systen1. A lnagnetic pulse generator where a car shaped iroll rotor drivell by the diGLributol' .shaft rotates Bast t 18 po eo' a stationary IDavnetic ie <-U,p, is generally used. The nUl11ber of teeth on tbe rotor is e unl tu the... nunlber of cylindei'sof t.he en 'ine. .
~'

Fir;;.2.30. Schernatic D;:v;[{ram o!,Tl'ansistorized Coil Ignition " System wfth Indu.ction Pulse Generator'

(Ten
'