Chapter 9

Ignition System
 Introduction
-In SI engines, a spark occurs across the gap of the electrodes when a
high voltage is applied to the spark plug.

-When such a spark is produced to ignite a homogeneous air-fuel

mixture in the combustion chamber in the engine, it is called the spark
ignition system of SI engine.

- Therefore, the ignition systems produce and distribute high voltage

surges to the spark plugs at the correct instant.
 Purpose of Ignition System
- To ignite the compressed air-fuel mixture in the engine combustion
chambers.
-To start combustion, the ignition system delivers an electric spark that
jumps a gap at the combustion chamber ends of the spark plugs.
- The heat from this arc ignites the compressed air-fuel mixture.
- The mixture burns, creating pressure that pushes the pistons down the
cylinders so the engine runs.
- When the spark is weak or occurs at the wrong time, maximum
combustion pressure does not develop in the combustion chamber.
 Requirements of an Ignition System
(i) It should provide a good spark between the electrodes of the plugs at the correct
timing.
(ii) It should function efficiently over the entire range of engine speed.
(iii) It should be light, effective and reliable in service.
(iv) It should be compact and easy to maintain.
(v) It should be cheap and convenient to handle.
(vi) The interference from the high voltage source should not affect the functioning of
the radio and television receivers inside an automobile.
(vii) It must be obeyed the law of conservation of energy. Hence, it can be treated as a
balance of energy between: (a) that provided by an external source, (b) that released by
chemical reaction and, (c) that dissipated to the surroundings by means of thermal
conduction, convection and radiation.
 Types of Ignition System
1. Contact point ignition system
2. Electronic ignition system

Although the various ignition systems differ in construction and

operation, all do the same job. They produce and distribute high-
voltage surges to the spark plugs at the correct instant.
 Contact Point Ignition System
Automotive ignition systems are further classified as
- Distributor Ignition system and Distributorless Ignition system.
Components of contact point ignition system
- Battery
- Ignition switch
- Ignition Coil
- Ignition distributor
- Spark plugs
- wiring and cables
Types of Ignition System
Components in the Contact-Point Ignition System
Primary Circuit and Secondary Circuit
Sequential of Spark Plug and Firing Order
Firing Order

1,3,4,2

1,6,5,4,3,2

1,5,6,3,4,2,7,8
Firing Order
Breaker Points (Dwell Angle)
 Operation of Contact Point Ignition System

-The distributor has a shaft that is driven by a gear on the camshaft.

- The upper end of the distributor shaft has a cam with several lobes
(same number as the engine cylinders) on it.
- As the distributor cam rotates, it causes contact point to open and close.
- When the contact is closed, it connects the primary winding of the
ignition coil with the battery.
- Current flows through the coil, causing a magnetic field to build up
around it.
Operation of Contact Point Ignition System

• When the point is opened, this disconnects the primary winding

from the battery.
• The magnetic field collapses, creating a short pulse of high voltage
in the secondary winding of the coil.
• The high voltage surge flows through the distributor cap and rotor to
the spark plug in the cylinder that is ready to fire.
• This is the spark plug in the cylinder in which the piston is nearing
the end of the compression stroke.
Ignition Coil
 Ignition Coil
• The ignition coil is a step-up transformer that raises the battery voltage
to a high voltage of many thousand volts.
• The high voltages causes sparks to jump the gaps at the spark plugs.
• There are two wiring in the ignition coil.
• The primary winding of a few hundred turns of heavy wire is part of
the primary circuit.
• The secondary winding of many thousand turns of fine wire is part of
the secondary circuit.
 Ignition Coil
• When the ignition key is ON and the primary circuit is closed, current
flows through the primary winding.
• This produces a magnetic field around the primary windings in the coil.
• When the primary circuit is opened, current flow stops and the magnetic
field collapses.
• As it collapses, it cuts across the thousands turns of wire in the coil of
secondary winding.
• This produce a voltage in each turn. These add together to produce the
high voltage delivered through the secondary circuit to the spark plug.
Ignition Distributor
 Ignition Distributor
• Triggers the ignition coil to produce a series of high-voltage surges
by opening and closing the primary circuit.

• This is controlled by the action of a mechanical switch (the contact

point) or an electronic switch ( a transistor).

• When the switch closes, current flows through the coil.

• When the switch opens, current flow stops the coil produces a high-
voltage surge.
 Ignition Distributor
• Distributes the high-voltage surges from the ignition coil to the spark plugs.
• The sequence is determined by the high-voltage rotary switch formed by the
distributor cap and rotor.
• It normally follows the firing order for the engine cylinders.
• A coil wire delivers the high voltage from the coil to the center terminal of the
distributor cap.
• Inside the cap, the rotor mounts on top of the distributor shaft.
• The rotor has a metal blade.
• One end of metal blade contacts with the center terminal and the other end
contacts with the outside terminals.
• Distributor shaft is driven by camshaft, it also requires one-half of the crankshaft
revolutions.
 Ignition Distributor
• May have mechanisms that advance and retard the spark.
• On these distributors, an attached vacuum-advance mechanism and an internal
centrifugal-advance mechanism automatically advance or retard the spark .
• Centrifugal and vacuum-advance mechanisms are used with all contact-point
and some electronic distributors.
• If the engine has electronic spark timing, there are no advance mechanisms on
or in the distributor.
• Spark timing is adjusted electronically.
• Then the only function of the distributor is to distribute the high-voltage
surges.
Contact Point and Condenser
 Contact Point and Condenser
 The contact point or breaker point set mounts on a breaker plate in the
distributor.
 One end of the contact point mounts on the grounded breaker plate and is
stationary.
 The other point mounts on the end of an insulated movable arm.
 The arm swings back and forth on a pivot as the cam lobes push on the rubbing
block to open the point.
 A spring attached to the movable-point arm closes the points.
 A condenser connects across the points, it aids in the collapse of the
magnetic field and helps reduce arcing that burns away the points.
 The condenser is not used in electronic ignition systems.
 Contact Point and Condenser
 The length of time in degrees of distributor-shaft rotation that the
contact points remain closed is the point dwell.

 The distance that separates the points when they are fully open is
the point gap.

 Points are normally adjusted by dwell or gap measurements.

 Advancing the Spark
• The automotive engine runs at varying speeds and loads.
• The ignition system must change when the spark occurs to provide the proper
spark advance for the operating conditions.
• “ Spark Advance” is the moving ahead of the ignition spark in relation to piston
position.
• Centrifugal advance relates the engine speed and vacuum advance relates to the
intake-manifold vacuum.
• On idling, spark occurs just before the TDC at the end of the compression stroke.
• At higher speed, the spark must occur earlier. If it does not, the piston will be past
TDC and moving down on the power stroke before combustion pressure reaches its
maximum.
 Advancing the Spark
• The piston is ahead of the pressure rise which results in a weak power
stroke.
• Spark advance causes the mixture to burn producing maximum
pressure just as the piston moves through TDC.
• Centrifugal advance mechanism adjusts the spark based on the engine
speed.
• Vacuum advance mechanism adjusts the spark based on the engine
load.
• On the engine, both work together to provide the proper spark advance
for the engine operating conditions.
Centrifugal Advance
 Centrifugal Advance
• The centrifugal advance mechanism advances the spark by pushing the breaker
cam ahead as engine speed increases.
• Two advance weights, two weight springs, and a cam assembly provide this
action.
• Cam assembly includes the breaker cam and an oval-shaped advance cam.
• At low speed, the springs hold the weights in.
• At engine speed increasing, centrifugal force causes the weights to overcome the
spring force and pivot outward.
• This pushes the cam assembly ahead.
• The contact points and primary circuit open and close earlier, and advancing the
spark.
Vacuum Advance
 Vacuum Advance
• When the throttle is partly open in carburetor, a partial vacuum develops in the intake
manifold.
• The spark must be advanced at part throttle to give the mixture more time to burn.
• The vacuum advance mechanism advances spark timing by shifting the position of the
breaker plate.
• The vacuum advance unit has a diaphragm linked to the breaker plate.
• A vacuum passage connects the diaphragm to a port just above the closed throttle
valve.
• When the throttle valve moves past the vacuum port, intake manifold vacuum pulls on
the diaphragm.
• This rotates the breaker plate so the contact points and primary circuit open and close
earlier.
• The vacuum from a port above the throttle valve is called ported vacuum.
Combined Centrifugal and Vacuum Advance
Combined Centrifugal and Vacuum Advance
• At any speed above idle, there is some centrifugal advance and some vacuum
advance.
• At 40 miles per hour, there are 15 degrees of centrifugal advance and the
vacuum advance can produce up to 15 degrees of additional advance at part
throttle.
• When the engine run at wide open throttle, intake manifold vacuum drops to
almost zero.
• There is no vacuum advance in this condition.
• Total advance varies between the straight line and the curved line.
Spark Plugs
Construction of Spark Plug
 Spark Plugs
The spark plug is the assembly that includes an insulator and a pair of electrodes
which provide a spark gap in the engine cylinder.
 The spark jumps the gap between the insulated and the ground electrode.
 This arc provides the heat that ignites the compressed air-fuel mixture.
 A metal outer shell encloses the ceramic insulator.
 Centered in the insulator is the center electrode which carries the high voltage
current from the ignition coil.
 A ground electrode attaches to the metal shell and is bent inward to produce the
proper spark gap.
 The spark jumps the center electrode to the ground electrode.
 The wider the gap, the higher the voltage required to jump it.
 Spark Plugs
 Spark plug normally may have a suppressor or resistance built into the center
electrode.
 It reduces static or radio-frequency interference caused by the ignition system.
 Some engines have two spark plugs in each combustion chamber.
 Both plugs may fire together or one slightly ahead of the other, this help reduce
exhaust emissions and increase engine power.
 Most spark plug electrodes are made of nickel and chrome alloys that resist
corrosion.
 Some have a copper core or a thin-wire platinum tip, these are misfire less, life
longer and have a greater heat range than other spark plugs.
Spark Plugs Placement
Spark Plugs
 Hot Plug and Cold Plug
The difference between a "hot" and
a "cold" spark plug is in the shape
of the ceramic tip.

The carmaker will select the right-temperature plug for each car. Some cars with high-
performance engines naturally generate more heat, so they need colder plugs. If the
spark plug gets too hot, it could ignite the fuel before the spark fires; so it is important
to stick with the right type of plug for your car.
 Spark Plug Heat Range and Reach
 The heat range indicates how fast the plug transfers heat from the combustion
chamber to the cylinder head.

 The longer the heat path, the hotter the plug will run.

 A shorter heat path transfers the heat faster so the plug runs cooler.

 A plug that runs too hot burns away the electrodes more rapidly.

 This can widen the gap so much that the spark cannot jump it and a miss
occurs.
Spark Plugs
If the burning is good and combustion heating of the plug
is correct, then the plug looks like this. The insulator
around the tip of the electrode will appear slightly off-
white.
Spark Plugs
Crosscuts and gaps styles of spark plugs
 Spark Plugs

 Spark plug reach (length of thread) can vary considerably from one
plug to another.
 Too long a reach can damage a piston. Too short a reach provides poor
combustion.
Spark Plugs
Spark Plug Code Interpretation
Electronic Ignition System
 Introduction
 The basic different between the contact-point ignition system and the electronic
ignition system is in the primary circuit.
 The primary circuit in the contact-point system is opened and closed by the contact
point or mechanically operated.
 The primary circuit in the electronic system is opened and closed by the electronic
control unit (ECU).
 The secondary circuits are practically the same for the two systems.
 One advantage of the electronic ignition is that it can produce higher voltage up to
47000 volts.
 Therefore, the electronic system can use the spark plugs with wider gaps.
 Longer spark which can ignite leaner air-fuel mixtures. As a result, engines can run
on learner mixtures for better fuel economy and lower emissions.
 Another difference is that no mechanical advance mechanisms in the electronic
system.
 Types of Electronic Ignition Systems

 Based on the components used, most electronic ignition systems can be

grouped into four different types;
1. Distributor type with mechanical centrifugal and vacuum advance
2. Distributor type with electronic spark advance
3. Distributorless type with multiple ignition coils
4. Distributorless type with an ignition coil for each spark plug
 Fundamental of Electronic Ignition
Electronic ignition systems also have a primary circuit (low voltage) and a
secondary circuit (high voltage).
The biggest difference in the contact-point systems and the electronic systems is
the trigger (switching) action.
In the contact-point systems, the trigger action is done by the contact-points.
In the electronic systems, the trigger action is done by a magnetic pickup coil,
Hall-effects switch, and light beam.
The action of the primary trigger signals the ignition module when to open the
primary circuit.
Secondary circuits are basically the same in most ignition systems.
Four Types of Primary Triggers
Distributor with Mechanical Spark Advance

Magnetic-Pulse Generator (Pickup-coil)Distributor

High-Energy Ignition (HEI) system

Magnetic-Pulse Generator (Pickup-coil)Distributor
 It has an electronic distributor that control the primary circuit through the operation
of a magnetic pulse generator,
It consists of a stationary pickup coil mounted on the distributor plate and a rotating
reluctor attached to the top of the distributor shaft.
The reluctor has the teeth or tips as the same numbers as the number of cylinders in
the engine. As the distributor shaft and reluctor rotates, each tooth creates a voltage
pulse in the pickup coil.
This signals the ignition module to open the primary circuit. The pickup-coil assembly
consists of a small permanent magnet and the pickup coil.
It is wound around an extension of the mounting bracket called a pole piece. The
reluctor is made of iron.
The pole piece helps the magnet create a magnetic field around the windings in the
pickup coil.
Magnetic-Pulse Generator (Pickup-coil)Distributor
Each passing reluctor tooth then causes the magnetic field to move through the pickup
coil, generating a small AC voltage pulse in the windings.
The voltage pulse signals the ignition module to open the primary circuit. The effect is
the same as opening a switch. The magnetic field in the ignition coil collapses,
producing a high-voltage surge.
This carried through the distributor cap, rotor, and wiring to the spark plug in the
cylinder that is ready to fire. After the reluctor tooth moves away from the pole piece,
the ignition module closes the primary circuit.
Current again flows through the primary winding of the ignition coil, causing the
magnetic field to build up.
The ignition systems is now ready to deliver another high-voltage surge when the
primary circuit opens.
Components in a Distributor Type Electronic
Ignition System
 Ignition Pick-up Assemblies

Can be mounted in one of

five different locations:

#1 Distributor
#2 Vibration Damper
#3 Flywheel
#4 Crankshaft
#5 Camshaft
Electronic Distributor Using a Pickup Coil and
Mechanical Advances
Effects of the Passing Reluctor Tooth on the
Pickup Coil
Hall Effect Switch
 Hall Effect Switch
Some ignition system use a Hall-effect switch instead of a pickup coil.
The difference is that the pickup coil generates a small voltage when a reluctor
tooth moves past it.
The Hall-effect switch switches a supplied voltage on and off with the
presence or absence of a magnetic field.
The Hall effect occurs when a thin slice of semiconductor material carrying an
electric current is crossed at right angles by a magnetic field.
As the magnetic field passes through the semiconductor material, a voltage
appears at its edges.
This appeared voltage is called Hall voltage.
 Hall Effect Switch

(A) The window is passing through the (B) The shutter is in the air gap. This
air gap. The magnetic field from the cuts off the magnetic field and prevents
permanent magnet acts on the Hall- it from acting on the Hall-effect sensor.
effect sensor.
 Hall Effect Switch
The previous figures show an ignition distributor using a Hall-effect switch. It has a
steel rotor or cup with the same number of windows and shutters as the engine
cylinders.
The shutters are curved to pass through the air gap between the permanent magnet
and the Hall-effect sensor.
Together, the magnet and sensor make up the Hall-effect switch.
When a shutter is not in the air gap, the magnetic field acts on the Hall-effect sensor.
It sends a small voltage signal to the ignition module.
When a shutter enters the air gap, the magnetic-field is cut off. This turns off the Hall
voltage which signals the ignition module to close the primary circuit.
The shutter width can be used to determine dwell, or how long current flows in the
primary circuit.
Distributor Type with Electronic Spark Advance
 Distributor Type with Electronic Spark Advance

The engine ECM controls spark advance based on inputs from various sensors.
The ignition module and the ECM work together to control spark timing.
The ignition module mounts on the distributor housing. Inside the distributor, a
Hall-effect switch signals the ignition module as each piston nears TDC.
The ignition module shears this information with the ECM which then computes
spark advance.
The ECM produces a new signals that ford calls the spark output (SPOUT )
signal.
It is sent back to the ignition module, which opens the primary circuit at the
proper time to fire the spark plug.
Light Beam
Light Beam
Light Beam
 Light Beam
A photodiode or optical distributor uses a light beam to control the primary circuit.
Optical means pertaining to or using light.
A photodiode is a diode that uses the presence or absence of light to switch an
applied voltage on and off. In the distributor, a light emitting diode (LED)
provides the light beam.
Two LED’s and two photodiodes mount on opposite sides of a slotted disc. The disc
rotates with the distributor shaft.
When a slot moves under the LED, the light beam strikes the photodiode. It stays
turned on until the rotating disc blocks the light beam.
Then the photodiode switches off. This creates an alternating voltage in the
photodiode.
 Fundamentals of Distributorless Ignition
oMany engines have a distriburetorless ignition system (DIS). This is an
electronic ignition system with electronic spark advance.

oA sensor signals the position of the crankshaft to the ignition module.

oIt then acts with the ECM to time, trigger, and distribute the high-voltage
surges to the spark plugs.

oSome distributorless ignition engines use two hall-effect switches.

oOne senses crankshaft position and the other senses camshaft position.
 Advantages of Distriburetorless Ignition System
No distributor means fewer moving parts.

It also removes the high-voltage rotary switch formed by the distributor cap
and rotor.

This results in less maintenance and eliminates mechanical adjustments of

ignition timing.

Distributorless ignition creates less radio-frequency interference and increases

spark-timing accuracy.
Distributorless ignition system using a magnetic crankshaft sensor. Notches in the
rotating crankshaft timing disc produce voltage pulses in the sensor. Theses tell
the ignition module the speed and position of the crankshaft.
Distributorless Ignition with Multiple Coils
Distributorless Ignition with Multiple Coils
In a V-6 engine with a distributorless ignition system includes the ignition module, a
coil pack containing three ignition coils, a crankshaft-position sensor, and a camshaft-
position sensor.
Each ignition coil fires two spark plugs at the same time. One end of each secondary
winding connects to a spark plug.
The ignition module determines firing sequence and selects the coil to fire. Then the
ECM signals the ignition module when to open the primary circuit. The resulting high-
voltage surge in the secondary winding causes sparks to jump both spark-plug gaps.
One coil firing two spark plugs at the same time is the waste-spark method of spark
distribution. It is based on the use of piston pairs. These pistons go up and down
together. When one of the pistons is on the compression stroke, the other is on the
exhaust stroke.
 Distributorless Direct Ignition Systems

Direct multiple coil ignition

Direct capacitor discharge ignition

Direct Multiple-Coil Ignition
 Direct Multiple-Coil Ignition
Direct ignition systems eliminate spark-plug cables. On a four-cylinder engine, the
ignition module and two coils mount under an aluseminum cover.
Operation is basically the same as the multiple-coil distributorless ignition system.
Molded one-piece secondary conductors replace the spark-plug cables.
Secondary cables cause some voltage loss. Without cables, full secondary voltage
reaches the spark plug.
Eliminating the cables also reduces maintenance. There are no cables to check and
replace.
Similar multiple-coil ignition systems mount a coil directly on each spark plug.
Opening the primary circuit in each coil fires only one spark plug.
Direct Capacitor Discharge Ignition
 Direct Capacitor Discharge Ignition
A capacitor discharge (CD) ignition system stores the primary energy in a capacitor or
condenser. This electrical device can temporarily hold or store a small electric charge.
In CD ignition, the spark occurs when a switch or transistor closes the primary circuit.
Then the charged capacitor discharges through the ignition coil. This produces a high-
voltage surge that creates the spark at the spark plug.
Figure shows a Saab capacitor discharge ignition (CDI) system. It is similar to the
direct multiple coil ignition system. Each spark plug has its own ignition coil and
capacitor. The parts fit into an ignition cartridge that mounts over the spark plugs. The
system delivers a secondary voltage of up to 40,000 volts to the plugs.
The voltage increase is done in two steps. The first step raises battery voltage up to
400 volts. Then the second step increases this voltage up to 40,000 volts.
Magneto Ignition System
 Magneto Ignition System
The magneto ignition is the system most widely used in small engines.
Magneto is a special type of ignition system with its own electric generator to
provide the necessary energy for the system.

A magneto when rotated by the engine is capable of producing a very high

voltage and does not need a battery as a source of external energy.

There are five basic parts in the system, these are armature, the magnets, the
breaker points, the condenser and the spark plug.
 Armature
The armature consists of a wire coil wrapped around an iron core. The armature is
mounted next to the flywheel. As a flywheel turns, magnets in the flywheel rotate pass
the armature.
The armature coil has two separate winding, primary and secondary winding. The
primary is low voltage winding and is wrapped around core between 150 and 200
times. One end is winding attaches to the breaker points. The other end is grounded by
connecting it to a metallic parts of the engine.
The secondary winding is thinner and one end is connected with the spark plug and
the other end is grounded. The secondary winding wraps around the primary winding
and about 100 times the number of primary winding.
 Magnets
Magnets are used to generate a magnetic field around the armature.

The magnets are either cast into the flywheel or attached to the flywheel.

As the flywheel turns, the magnets repeatedly induce a magnetic field in the
armature.

The magnets also reverse this magnetic field.

This result in an alternating electrical current in the armature coil.

 Breaker Points
Breaker points are two metal contact points located near the crankshaft. One point
does not move and the other point is attached to a moveable arm.
The breaker points act as an electric switch in the primary circuit.
When the points close, current flows through the primary circuit and creates a
magnetic field.
When the points open, the circuit is broken. The magnetic field collapses around both
the primary and secondary circuits.
This action reverse the magnetic field and sends high voltage current through the
secondary circuit.
The secondary circuit consists of the secondary winding, the spark plug wire and the
spark plug.
 Condenser
When the breaker points open, current in the primary circuit tries to jump the
gap between them. Current jumping between the points also burns the points.
Therefore the condenser or capacitor is used to satisfy these problem.
The condenser is usually wired across the points. It acts as a temporary storage
for electric current.
As the points open, the current goes into the condenser. This keeps the current
from jumping the gap.
When points are completely close, the condenser discharge its stored current
back through the primary circuit to the electrical ground.
 Type of Magneto
Magneto can be classified into rotating armature type, rotating magnet type
and polar inductor type.
In the first type, the armature consisting of the primary and secondary
winding all rotate between the poles of a stationary magnet.
In the second type, the magnet revolves and the windings are kept stationary.
In the polar inductor type, magneto both magnet and the windings remain
stationary but the voltage is generated by reversing the flux field with the help
of soft iron polar projections, called inductors.
Comparison between Battery Ignition system
and Magneto Ignition System
Battery Ignition System Magneto Ignition System
Battery is necessary. Difficult to start the No battery is needed and therefore there is no
engine when battery is discharged. problem of battery discharge.
Maintenance problems are more due to Maintenance problems are less since there is
battery. no battery.
Current for primary circuit is obtained from The required electric current is generated by
the battery. the magneto.
A good spark is available at the spark plug During starting, quality of spark is poor due
even at low speed. to low speed.
Efficiency of the system decreases with the Efficiency of the system improves as the
reduction in spark intensity as engine speed engine speed rises due to high intensity spark.
rises.
Occupies more space. Occupies less space.
Commonly employed in cars and light Mainly used in racing cars and two wheelers.
commercial vehicles.
 Comprehensive Test
From the following statements about ignition systems, select the
incorrect one.
1. 4 – cycle engines ignite and combust each cylinder one time for the
rotations for the engine crankshaft.
2. The spark voltage for spark plug is generated when the primary
current through the igniter is out off.
3. The air-fuel mixture for gasoline engines is the proportion of air and
gasoline by weight and about 15:1 is called the stoichiometric air-
fuel ratio.
4. The ignition timing is adjusted according to changes in the engine
speed and load.
5. Both gasoline engines and diesel engines require spark plug to ignite
the air-fuel mixture.
THANK YOU