ACKNOWLEDGEMENT

It is my great pleasure to acknowledge sense of gratitude to all, who have made it

possible for us to complete this seminar with success. It gives me great pleasure to
express my deep gratitude to my seminar guide for his support and help from time to
time during seminar work.

It is my pleasure to acknowledge sense of gratitude to our Head of Department and

Principal for their great support and encouragement in seminar work.

Finally yet importantly I would like to thank all Staff Members and all our colleagues
for their valuable suggestions and support.

LIST OF FIGURES

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Fig No. Title of figure Page No.

1 Cross Section of Spark Plug 9

2 Schematic of Spark Plug 10

3 Deposits on the Electrode Tip 11

4 Carbon Fouling 11

5 Overheating 12

6 Lead Fouling 13

7 Nickel Coated spark plug 14

8 Zinc Coated Spark Plug 15

NOMENCLATURE

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SP = Spark Plug

FMEA = Failure Mode Effect Analysis

Km = Kilometre

V = Voltage

⁰C = Degree Celsius

ABSTRACT

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The development of a high performance, long life Spark plug has become essential in
response to the demands. While improve performance (high ignitability and low
required voltage), the discharge part of the Spark plug needs to be reduced in size. But,
in the past this has been difficult because of the limitations in terms of wear. It has been
difficult to achieve both smaller discharge parts and longer life. To dramatically improve
wear resistance, we researched materials that are both resistant to oxidation and have a
high melting point. Also the temperature inside the combustion chamber and voltage
supplied to the ignition coil have founded out the specific range of operation for failure
less working. Further in future we can use laser ignition system instead of spark plug
ignition system to avoid the failures and improving the efficiency.

CONTENTS

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Chapter No. Title Page No.

1. Introduction 7

2 Literature review 7

3 Constructional Details of Spark Plug 8

4 Causes of Spark Plug Failure 10

4.1 Deposits 10

4.2 Carbon Fouling 11

4.3 Overheating 11

4.4 Lead Fouling 12

5 Methods to Avoid Failure 13

5.1 Spark Plug Cleaning 13

5.2 Coatings 13

5.3 Failure Mode And Effect Analysis 15

5.3.1 Importance of FMEA In Spark Plug 15

5.3.2 FMEA Analyses 16

6 Effects of SP Failure on Engine 16

6.1 Pre-ignition 16

6.2 Misfiring 16

6.3 Slow Acceleration 16

6.4 Poor Fuel Economy 17

6.5 Difficulty In Starting The Vehicle 17

6.6 Detonation 17

7 Conclusion 19

References 20

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1. INTRODUCTION

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Today there is a wide variety of spark plug designs available in the market.
Understanding the differences between them is beneficial in helping the engine to run
properly and efficiently. Without a spark, there would be no way for fuel to ignite the
combustion chamber. Spark plugs have been critical component of the internal
combustion engine for years. Spark plugs are designed to transmit an electrical signal
sent from the ignition coil at a predetermined time to create a spark that ignites the air
fuel mixture inside the combustion chamber.

Spark plug is in direct contact with very high temperature inside the combustion
chamber. Also the very high voltage is supplied to the spark plug. Because of these
reasons the failure of spark plug occurs. To reduce these failures we have to apply the
methods and use some processes. So the overall efficiency of the engine will not be
getting affected.

Each vehicle required a particular type of spark plug made from specific materials and
with a designated spark plug gap that is set by a mechanic during installation. Good
spark plugs will burn fuel efficiently, while bad or failing spark plug can cause the
engine not to run at all.

2. LITERATURE REVIEW

H.T. Lin, at all, “Characterization of erosion and failure processes of spark plugs after
field service in natural gas engines,” Wear, Volume 259, Issues 7 – 12, July – August
2005, Pages 1063-1067, ISSN 0043-1648: Micro structural and optical spectroscopic
analyses were carried out on as-received and used spark plugs after field service in
natural gas (NG) reciprocating engines. The objectives of this work was to examine the
corrosion and erosion mechanisms of natural gas engine spark plug as well as identify
the primary life limiting processes during field operation. The optical emission
spectroscopic analysis showed a strong Ca signal in the exposed spark plugs and
scanning electron microscopy showed substantial formation of Ca-enriched glassy oxide
phase(s) on the electrode surfaces. In addition, inter granular cracking was observed in
the subsurface region of both iridium (Ir) and platinum-tungsten (Pt-W) alloy electrode
insert tips. The coalescence and subsequent growth of these cracks would accelerate the

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wear of the electrodes and shorten the lifetime of the spark plugs. Also, extensive
internal oxidation and subsequent crack generation occurred along the interface between
Ni-base alloy electrode and Pt-W alloy tip insert during field service, which would result
in substantial degradation in the ignitability and performance of the electrodes, and thus
spark plug failure.

Armando Ortiz, “Spark plug failure due to a combination of strong magnetic fields and
undesirable fuel additives,” Case Studies in Engineering Failure Analysis, Volume 1,
Issue 2, April 2013, Pages 67-71, ISSN 2213-2902: Spark plugs designed for optimal
durability failed after 100 h of operation. The insulator was covered with a deposit
consisting of iron oxides and soot. The strong magnetic field deposits metal ions on the
insulator. Organ metallic anti-knocking agents in low grade fuel acerbate the effect.
Government action imposing compliance with fuel composition norms is essential.

S.Senthilkumar, “Experimental Investigation on Improving Life of Spark Plug Using

Various Coating,” IJISETR, Vol. 5, Special Issue 8, May 2016, Pages 2-8, ISSN
(Online): 2319-8753: The development of a high performance, long life Spark plug has
become essential in response to these demands. While improve performance (high
ignitability and low required voltage), the discharge part of the Spark plug needs to be
reduced in size. But, in the past this has been difficult because of the limitations in terms
of wear. It has been difficult to achieve both smaller discharge parts and longer life. To
dramatically improve wear resistance, we researched materials that are both resistant to
oxidation and have a high melting point. This research resulted in our development of a
various coatings. Through this development we have been able to produce a various
coating that surpasses the conventional platinum technology. The coating is now being
used in high volume vehicle production. This paper is divided into the following three
parts and describes the development of the new generation of coating spark plug.

3. CONSTRUCTIONAL DETAILS OF SPARK PLUG

A spark plug is a device for delivering electric current from an ignition system to the
combustion chamber of a spark ignition engine to ignite the compressed fuel/air mixture
by an electric spark, while containing combustion pressure within the engine. A spark
plug has a metal threaded shell, electrically isolated from a central electrode by porcelain

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insulator. The central electrode, which may contain a resistor, is connected by a heavily
insulated wire to the output terminal of an ignition coil or magneto. The spark plug’s
metal shell is screwed into the engine’s cylinder head and thus electrically grounded.
The central electrode protrudes through the porcelain insulator into the combustion
chamber, forming one or more spark gaps between the inner end of the central electrode
and usually one or more protuberances or structures attached to the inner end of the
threaded shell and designated the side, earth, or ground electrodes.

Fig.1: Cross Section of Spark Plug [1]

SP may also be used for other purposes; in Saab Direct Ignition when they are not firing,
SP are used to measure ionization in the cylinders- this ionic current measurement is
used to replace the ordinary cam phase censor, knock sensor and misfire measurement
function. SP may also be used in other applications such as furnaces wherein a
combustible fuel/air mixture must be ignited. In this case, they are sometimes referred
to as flame igniters.

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 Fig. 2: Schematic of Spark Plug [1]

Spark plug must provide a path and a location for electrical energy from the ignition coil
to create a spark used to ignite the air fuel mixture. A sufficient amount of voltage must
be supplied by the ignition system to spark across the spark plug gap.

4. CAUSES OF SPARK PLUG FAILURE

4.1 DEPOSITS

Deposits accumulated on the firing end may induce abnormal combustion (pre-ignition),
causing problems that include melting of the electrodes. When heat range is too cold for
the engine speed the firing end temperature will stay below 450⁰C and carbon deposits
will accumulate on the insulator nose. This is called as carbon fouling. When the firing
end temperature of the tip of spark plug increase beyond 800⁰C the tip is getting
overheat. Deposits accumulated on the firing end may induce abnormal combustion
(pre-ignition), causing problems that include melting of the electrodes.

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 Fig.3: Deposits on the Electrode Tip [6]

4.2 CARBON FOULING

When heat range is too cold for the engine speed the firing end temperature will stay
below 450⁰C and carbon deposits will accumulate on the insulator nose. This is called
as carbon fouling. These deposits on the tip of spark plug electrode reduce the intensity
of the discharge.

Fig.4: Carbon Fouling [1]

4.3 OVERHEATING

Prolonged overheating may induce abnormal combustion (pre-ignition), resulting in

melting of the spark plug electrodes. Overheated spark plugs have a white insulator

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surface at the firing end speckled deposits. Electrode melting represents excessive
overheating. When the spark plug temperature exceeds 870°C, the firing end serves as a
heat source before sparking and induces abnormal combustion (pre-ignition), possibly
damaging the piston.

The firing end appearance also depends on the spark plug tip temperature. There are
three basic diagnostic criteria for spark plugs: good, fouled and overheated. The
borderline between the fouling and optimum operating regions (500⁰C) is called the
spark plug self-cleaning temperature. The temperature at this point is where the
accumulated carbon and combustion deposits are burned off.

Overheating causes very serious effects on the engine performance. Pre-ignition,

melting of the spark plug electrode, misfire, detonation these are the major effects of the
spark plug overheating on the engine.

Fig.5: Overheating [1]

4.4 LEAD FOULING

Lead deposits accumulated on the spark plug firing end help electricity to leak away and
result in miss-firing. When the lead contained in gasoline as an octane enhancer, adheres
as the firing end of the spark plug, the high voltage generated by the ignition leaks
through the lead deposits and causes miss-firing during acceleration. This problem often
takes 2,000 - 3,000 km (1,200 - 1,800 miles) to become apparent. The problem is that
the deposits are electrically conductive, which shorts out the spark plug and corrosive.

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 Fig.6: Lead Fouling [6]

5. METHODS TO AVOID FAILURE

Following are the some major aspects which help to avoid the spark plug failure:-

The temperature range at the firing end should be within the range of 450-800⁰C. The
voltage supplied to the ignition coil should be in the range 12000-45000V. The electrode
may be alloyed with silver, gold and platinum to reduce the high temperature corrosion.
Proper non-corroding additives should be added in the fuel. Spark plug coating by Zink,
Chromium and Nickel to reduce corrosion. After 10000 kilometres the spark plug should
be replaced.

5.1 SPARK PLUG CLEANING

Firstly done, your safety gear: this includes safety glasses and gloves. Place your spark
plug in a vice with the electrode facing up toward you. Grab a wire brush, and then brush
the spark plug around the electrode to remove carbon build up. Once the spark plug has
been wire brushed much of the carbon on it will have been removed. Take a piece of
220 emery paper. Place the emery paper between the two electrodes. Move the paper
side to side against the top hooked electrode. Turn the paper over and clean the bottom
electrode in the same manner. Using a can of compressed air or an air hose blow the dust
and debris off the spark plug. This allows a maximum connection between the two
electrodes. Now the gap between the two electrodes needs to be measured. Use a Feeler
Gauge to accomplish this. Each plug has specific gap measurement choose the
appropriate gauge size. It should slide between the electrodes with minimal resistance.

5.2 COATINGS

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A coating serves many purposes. Some of these are presented as below:- Protection of
steel structures from the environment by acting as a barrier between the substrate and
the aggressive environment, such as the marine and industrial environments. Control of
solvent losses. Control of marine fouling; certain constituents in coating control the
growth of mildew and marine fouling in seawater. Reduction in friction (coating reduces
friction between two contacting surfaces).Pleasant appearance; certain types of coatings
provide a pleasant appearance and produce attractive surroundings. Change in light
intensity; by selection of appropriate coatings the light intensity in rooms and buildings
can be varied as desired. Visibility; many combinations of colours because of their
visibility from large distances are used on television and radio towers to warn aircraft.
Modification of chemical, mechanical, thermal, electronic and optical properties of
materials. Application of thin coatings on low-cost substrates results in increased
efficiency and cost savings.

Nickel, Chromium, Zink, Silver, Gold, Platinum etc. these types of elements are mostly
used as coating material.

Fig.7: Nickel Coated spark plug [6]

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 Fig.8: Zinc Coated Spark Plug [6]

5.3 FAILURE MODE AND EFFECT ANALYSIS

Failure Mode and Effect Analysis (FMEA) was first developed as a formal design
methodology in the 1960s by the aerospace industry with their obvious reliability and
safety requirements. The purpose of FMEA is to identify possible failure modes of the
system, evaluate their influences on system behaviour and propose proper
countermeasures to suppress these effects. FMEA enhances further improvisation of
both the design and manufacturing processes in the future as it serves as a record of the
current process in formations. It reduces costs by identifying system, product and
process improvements early in the development cycle. It prioritizes actions that decrease
risk of failure.

5.3.1 IMPORTANCE OF FMEA IN SPARK PLUG

Spark plugs were a key invention for the production of an effective spark-ignition
engine. A spark plug is a device for delivering electric current from an ignition system
to the combustion chamber of a spark ignition engine to ignite the compressed air/fuel
mixture by an electric spark, while containing combustion pressure within the engine.
Various components contribute to the accuracy, reliability of the product. When these
components are defective, this leads to the failure of the product. These may result in
unfavourable consequences like failure of the product/system and production of
inaccurate products. Hence it is essential to conduct a FMEA on this product so that the
failure is avoided totally or reduced. Prior notification of the failures can prevent them
by following control measures.

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5.3.2 FMEA ANALYSES

Potential failure modes of product/machine,

Potential effects of failure,

Determines a risk priority factor.

6. EFFECTS OF SP FAILURE ON ENGINE

6.1 PRE-IGNITION

It is defined as ignition of air/fuel mixture before the pre-set ignition timing mark. Pre-
ignition may causes by hot spots in the combustion chamber. These hot spots are
produced due to the overheating of the spark plug. Pre-ignition usually leads to
detonation. Pre-ignition and detonation are the separate two events.

6.2 MISFIRING

A spark plug is said to have misfired when enough voltage has not been delivered to
light off all fuel present in the combustion chamber at the proper movement of the power
stroke (a few degree before the top dead centre).

A spark plug can deliver a weak spark (or no spark at all ) for a variety of reasons like
defective coil, too much compression with incorrect plug gap, dry fouled or wet fouled
spark plugs, insufficient ignition timing, etc.

Slight misfires can cause a loss of performance for obvious reasons (if fuel is not lit, no
energy is being created). Serve misfire will cause poor fuel economy, poor driveability,
and can lead to engine damage.

6.3 SLOW ACCELERATION

The most common cause of poor acceleration on most vehicles is a problem in the
ignition system. Today's modern engines have multiple sensors that tell the on board
computer and ignition system when to send electric pulses to fire the spark plug, so the
issue may be with a faulty sensor. However, sometimes the issue is just as simple as a
worn out spark plug. A spark plug is composed of materials that work together in order
to produce a spark hot enough to ignite the air-fuel mixture. When those materials wear

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out, the effectiveness of the spark plug is reduced, which can significantly reduce the
acceleration of the vehicle.

If you notice that your car is running sluggishly or does not accelerate as quickly as it
used to, it may be attributed to a spark plug that needs to be replaced. However, you
should contact a mechanic to inspect this issue as it could be caused by multiple other
factors including bad fuel filters, dirty or clogged fuel injector, or issues with oxygen
sensors.

6.4 POOR FUEL ECONOMY

When a spark plug works correctly, it helps burn fuel efficiently in the combustion cycle.
When this occurs, your car can achieve better than average fuel economy. When the plug
is not functioning optimally, it is frequently due to the fact that the gap between the spark
plug electrodes is either too close or too far apart. In fact, many mechanics will take out
spark plugs, examine them, and adjust the gap to factory settings as opposed to replacing
the spark plug entirely. If your vehicle has a reduction in fuel economy, it very well
could be attributed to a worn out spark plug.

6.5 DIFFICULTY IN STARTING THE VEHICLE

If you have trouble starting your vehicle, it could be a sign your spark plugs are worn.
However as noted above, the engine's ignition system is comprised of multiple
individual components that must work cohesively in order to function properly. At the
first sign of problems starting your car, truck or SUV, it's a good idea to contact a
certified mechanic to take a look at the cause.

Regardless of what the issue might be, the reality is that spark plugs will eventually wear
out. Being proactive about spark plug maintenance can extend the life of your engine by
hundreds of thousands of miles.

6.6 DETONATION

Detonation (also called "spark knock") is an erratic form of combustion that can cause
head gasket failure as well as other engine damage. Detonation occurs when excessive
heat and pressure in the combustion chamber cause the air/fuel mixture to auto ignite.
This produces multiple flame fronts within the combustion chamber instead of a single
flame kernel. When these multiple flames collide, they do so with explosive force that

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produces a sudden rise in cylinder pressure accompanied by a sharp metallic pinging or
knocking noise. The hammer-like shock waves created by detonation subject the head
gasket, piston, rings, spark plug and rod bearings to severe overloading.

Mild or occasional detonation can occur in almost any engine and usually causes no
harm. But prolonged or heavy detonation can be very damaging. So if you hear knocking
or pinging when accelerating or lugging your engine, you probably have a detonation
problem.

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7. CONCLUSION

1. The present work deals with the failure process and failure modes of the spark plug
and spark plug study. Mostly the failure is occurs due to Carbon Fouling,
Overheating, Lead fouling and Deposits on the electrode tip.
2. This failure can be avoided or reduced by using the methods like Spark Plug
Cleaning, Spark Plug Coating, Failure Mode and Effect Analysis. The temperature
of combustion chamber and voltage supplied to the ignition coil is kept within the
range so that the failure is avoided.
3. This study provides a well-documented method for selecting a spark plug with a
high probability of successful operation and safety.

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REFERENCES

1. Arun J. et.al. “Reliability Study on Spark Plugs Using Process Failure Mode and
Effect Analysis” e-ISSN: 2278-067X, p-ISSN: 2278-800X Volume 9, Issue 2
(November 2013), PP. 13-21.

2. Klein M. “specific heat ratio model and compression ratio estimation”

Ph.D. Thesis, Department of Electrical Engineering, Linkoping University, Sweden
(2004). pp 72-89.

3. Lin H.T. et.al. “Characterization of erosion and failure processes of spark plugs after
field service in natural gas engines.” Wear 2005; 259: 1063–7. pp 34-46.

4. Mishra P. et.al. “Failure and Reliability Review on Spark Plug using Process of a
Strong Magnetic Fields and Failure Modes Spark Plug” Volume 1 | Issue 6 |
November 2014 ISSN (online): 2349-6010.

5. Ortiz A. et.al. “Spark plug failure due to a combination of strong magnetic fields and
undesirable fuel additives” Case Studies in Engineering Failure Analysis 1 (2013)
67–71.

6. Senthilkumar. S. et.al “Experimental Investigation on Improving Life of Spark Plug

Using Various Coating” ISSN (Online): 2319-8753, Vol. 5, Special Issue 8, May
2016.

7. Taylor CF. “Internal combustion engine in theory and practice”: vol.2: combustion,
fuels, material, design, Boston: MIT press; 1985ss.

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