IGNITION SYSTEM

Dr. B. B. Ale
D
Department
t t off Mechanical
M h i l Engineering
E i i
Pulchowk Campus, Institute of Engineering
Tribhuvan University
 CONTENTS
• Purpose
• Types of ignition system
• Battery ignition system
• M i components andd their
Main h i ffunctions
i
• Drawbacks of conventional battery ignition system
• Magneto ignition system
• Electronic ignition
g system
y
• Conclusions

2
 PURPOSE
• The ignition system ignites the compressed air-fuel mixture at proper
time (the end of compression stroke) and initiate combustion.
• This is achieved by means of electric spark, i.e. a brief arc discharge
between the electrodes of the spark plug.
• Energy required to ignite an air
air-fuel
fuel mixture by means of electric
sparks:
– Stroichiometric mixture: approx. 0.2 mJ
– Rich or lean mixture: > 3 mJ
– Actual energy used > 50 mJ and duration > 0.5 ms
• The sparking rate per minute (f) in 44-stroke
stroke SI engine is as follows:
f = z.n/2, where z – number of cylinders, n – engine speed

3
 IGNITION SYSTEM

Major two Jobs:

1. Change battery voltage (12V) into high voltage
sparkk 60
60,000
000 volts.
lt
2. Delivers the high
g voltage
g to the correct cylinder
y at
the correct time.
Ignition system-SI.exe

5
Schematic diagram of battery ignition system 6
7
IGNITION SYSTEM (SI ENGINE)

8
 PRIMARY CURRENT
• The primary current for any given time of contact closure t is given
by
• Ip = Vo/R *(1
(1 – e–Rt/Lpp)
Where;
Ip – the primary current,
current
Vo – the supply voltage,
R – the total primary circuit resistance
Lp – the primary circuit inductance
• The pprimaryy current requires
q time to build up.
p At low speeds
p the
time of contact closure is sufficient for the primary current to reach
the maximum permitted by the circuit resistance; at higher speeds
the primary current may not reach its maximum. Thus, only at higher
engine
i speeds d does
d th
the tterm e-Rt/Lp
Rt/Lp becomes
b significant.
i ifi t
9
10
 PRIMARY CURRENT AT VARIOUS SPARK RATES

In order to achieve a higher rate of

sparks per minute and a higher
ignition voltage, it is necessary for the
primary current to be increased and
to rise more rapidly.
During operation
operation, the primary current
flows only for short periods, since the
CB points are continually opening and
closing In addition,
closing. addition the self
self-induced
induced
voltage prevents the maximum
primary current value from being
reached; this primary current is
referred to as the off-load current.

11
 TWO CIRCUITS OF IGNITION SYSTEM

• Primary circuit
circuit- Low voltage circuit.
circuit
It creates a magnetic field then collapses the field.

• Secondary circuit- High voltage circuit.

Delivers the high voltage to correct cylinders.
 PARTS OF THE PRIMARY CIRCUIT

1) Battery-
Battery Supplies electrical power for circuit.
circuit
2) Ignition switch
switch-Turns
Turns on or shuts off the
circuit.
3) Resistor- Reduces the voltage flowing through
the circuit.
circuit
4) Primary windings- Create a magnetic field
in the coil.
coil Hundreds of loops of thick wire
wire.
5) Breaker points- Will automatically turn on
and shut off the primary circuit.
6) Condenser- Helps to prolong breaker
point life by preventing point arcing.
arcing
DIAGRAM OF PRIMARY CIRCUIT
 PARTS OF SECONDARY CIRCUIT

1) Secondary Windings - Thousands of loops of very

thin wire. Magnetic field goes through these to
create high voltage.
2) Coil Wire - Carries all of the high voltage out of coil to
the distributor cap.
3) Distributor Cap - Distributes the high voltage to plug
wires. Creates the firing order for cylinders.
 SECONDARY COMPONENTS Cont.

4) Rotor - Receives high voltage from cap and spins to

distribute spark to each plug wire.
5) Spark plug wire - Carries high voltage from cap to
spark plug
6) Spark plug - Provides an air gap for spark to jump
and ignite fuel mixture.
mixture
DIAGRAM OF SECONDARY CIRCUIT
 IGNITION COIL

It steps
p upp the batteryy
voltage to high voltage
required at the spark plug
to ignite air-fuel
air fuel mixture.
mixture
The high voltage
available is 25 – 30 kV
and energy stored in the
coil is 60 – 120 mJ.

19
 DISTRIBUTOR
This consists of a cap containing the
connections for the high-tension leads and the
fixed electrodes, a rotor, a shaft with a cam to
operate the contact breaker, the contact
breaker unit with points, the centrifugal and
vacuum advance and retard mechanisms, the
condenser and the distributor body.

20
 CB POINTS CLOSED

When the CB points close, a current flows from battery terminal to ignition switch and to
primary winding and the CB to earth. This builds up a magnetic field in the primary
winding. As this magnetic field is being built up, a self-induced voltage develops in the
primary winding in the opposite direction to the applied voltage
voltage, so that rapid build
build-up
up of
the magnetic field is delayed.
21
 CB POINTS OPEN

When CB points open, the magnetic field attempts to decay very rapidly, thereby
inducing a voltage of approx. 200 to 400 V in the primary winding, this time with the
same direction of flow as the battery voltage previously applied. The self-induced
voltage prevents the magnetic field from breaking down too rapidly
rapidly, and in any case a
spark would form at the CB points were it not for the presence of the condenser.
22
 CONDENSER

It prevents a spark from occurring at the CB points as

they open, and therefore ensures that the primary
circuit is interrupted accurately. This allows the
magnetic field to decay quickly, so that a high ignition
voltage is generated in the secondary winding. As a
result, CB points are not exposed to severe loads.

23
 CONTACT BREAKER
POINTS
C.B. points gap:
• 4 cylinder engine: 0.30
mm
• 6 cylinder engine: 0.25
mm
• A smaller CB points gap
retards the ignition.
• A large CB points gas
advances the ignition.
24
 SPARK TIMING
• Spark should occur after compression stroke with
piston
i t att TDC
TDC.
g as engine
• This will change g speeds
p upp because fuel
can only burn at one rate of speed.
• Piston could move faster than fuel burns,
burns which means
piston could be gone from TDC before fuel can push
down on piston.
piston
 TWO WAYS TO ADVANCE TIMING

• Vacuum advance - uses vacuum to pull on the

breaker plate and cause points to open sooner.
• Centrifugal advance - uses centrifugal force to
move some weights and cause shaft to move ahead
of rotation and open points sooner.
 VACUUM
ADVANCE

This mechanism
varies ignition
timing in
accordance with the
load on the engine.
It normally
ll takes
t k
effect in the part-
load operating
mode only.

27
 CENTRIFUGAL ADVANCE

A mechanical centrifugal-advance mechanism is employed to produce

the advance ignition on engine speed. As the speed increases, the
centrifugal force on the weights moves them out against the spring
tension. This movement causes the cam assembly to move ahead.
28
ADVANCE TIMING

Centrifugal, and
vacuum advance work
together to modify the
advance curve of the
ignition system to
maximize fuel economy,
emissions, and power.

29
• Th
Three tterms that
th t refer
f tot the
th amountt off time
ti the
th points
i t
are closed.
• Coil saturation time. Time coil has to build magnetic
field while points are closed.
• Cam angle - number degrees of cam rotation when
points are closed.
• Dwell - amount of time coil has to build up a magnetic
field Points closed.
field. closed Measured in degrees of
distributor cam rotation.
 DWELL ANGLE

The dwell angle in contact breaker systems determines the time allowed for current
to flow through the primary winding and establish the necessary magnetic field.
 DWELL ANGLE

• A smaller CB points gap increases the dwell angle and retards

the ignition.
g
• A larger CB points gap reduces the dwell angle and advances
the ignition 32
Dwell or Cam angle varies with engine size

– 4 cylinder = 50 to 60 degrees of dwell

– 6 cylinder = 37 to 47 degrees of dwell

– 8 cylinder = 28 to 32 degrees of dwell

 POINT GAP vs. DWELL

• If point gap is too big the dwell will be too small

• If point gap is too small the dwell is too big

• If dwell is small the point gap is large.

large
• If dwell is too large the point gap is small
C.B. POINT GAP
 SPARKS PLUGS
• It is used to introduce the ignition energy into the
combustion
b ti chamber,
h b andd tto iinitiate
iti t combustion
b ti off
the air-fuel mixture by generating an electric spark
b t
between th
the electrodes.
l t d
• The occurrence of arc takes place at voltages up to
20 kV and above.
• Th
The sparkk plug
l iis subjected
bj t d tto very high
hi h electrical,
l ti l
mechanical, chemical and thermal stresses.

36
SPARK PLUG HEAT RANGE

• Heat range. It is the

temperature the spark
plug is designed to run at.

• It is determined by the
length of the insulator tip.

• LLonger insulator
i l t titip will
ill
cause plug to run hotter.
 SPARK PLUG – HEAT RANGE

• If the heat path is long

long, the plug will run hot
hot.
• If the heat path is short, the plug will run much cooler. However, if the plug runs too cool,
sooty carbon will deposit on the insulator around the center electrode.
• The heat range is correct if the spark plug rapidly reaches its self cleaning temperature of
400 to 500
00oC during
d i operation, i but
b does
d not exceedd 88500oC at full
f ll lload.
d
38
 ELECTRODE GAP
Application Gap, mm
Customary vehicle engines with
battery ignition systems and mixture 0.7 – 0.9
adaptation (λ = 1)

Extremely lean-running engine design 1.0 – 1.2

Small engines with magneto ignition

0.5
systems
Engines with a high compression ratio
0.3 – 0.5
(e g racing engines
(e.g. engines, gas engines)
39
 CONDITION OF SPARK PLUGS

Source: http://www.autoshop-online.com/auto101/leadfouling.html 40
 IGNITION VOLTAGE
• M
Major
j factors
f t which hi h iinfluence
fl th
the iignition
iti voltage
lt are nott only
l
the electrode gap but also the shape and temperatures of the
eelectrodes
ect odes aandd tthee co
condition
d t o oof tthee gap bet
between
ee tthee
electrodes.
• Two spark plugs with the same electrode gap may operate
differently: one spark plug may continue to arc under favorable
condition, while the other spark plug may misfire at the same
time.
time
• Under normal operating conditions the ignition voltage is 5,000
to 17
17,000
000 V
V.
• With the engine cold, a lean mixture and a wide electrode gap,
the voltage can increase to over 25,000
25 000 V (such as in the case
of sudden, complete opening of the throttle valve at idle). 41
 MAGNETO-IGNITION SYSTEM
• This system is extensively used in mopeds, scooters,
y
three wheelers, motor cycles etc.
• Magneto ignition systems differ from battery systems
by powering the coil directly from a permanent
magnet generator or magneto, rather than a stored
batteryy source. The ggenerator requires
q some external,,
mechanical action to start, often a crank or pedal of
some kind.
• The main components of the system are: magnets,
armature assembly, breaker points, condenser,
distributor and spark plug. 42
 MAGNETO IGNITION SYSTEM

1- Rotating magnet assembly, 2 & 3 Primary & Secondary winding

(fixed armature), 4-Condenser, 5-CB points, 6-Rotor, 7-Spark plugs
43
 MAGNETO IGNITION SYSTEM
When CB points
Wh i t are closed,
l d a currentt
flows in the primary winding of the ignition
armature and generates a magnetic field
(Fig a, b).
The points are opened at the moment
when
h th the currentt flflow iis att itits greatest,
t t ththatt
is to say when the magnetic field in the
pprimaryy windingg has reached a maximum.
This is the case when the pole wheel
position causes the direction of the
magnetic field in the ignition armature to
change suddenly (Fig. c).
g
This sudden reversal of the magnetic field
induces a high voltage in the secondary
winding. 44
S.N. Aspects Battery ignition system Magneto ignition system
1 Current for Obtained from batteryy Generated byy the magneto
g
primary circuit
Difficult to start when
No problem of battery
2 Starting battery is in discharged
discharge
condition
3 Maintenance More, due to battery Less, due to absence of
problems battery
Intensity of spark
4 Good Poor
at low speed
Efficiency of the system
Efficiency of the system
decreases with the
improves as the engine
5 Efficiency reduction in spark
speed increases due to
intensity as the engine
high intensity spark
speed increases
6 Cost Less More
7 Space occupied More Less
In cars and light In racing cars and two
8 Applications
commercial vehicles wheelers, aircraft etc. 45
Source: Rajput, R.K., 2006, A textbook of automobile engineering, Laxmi Publications (P) Ltd, New Delhi
CURRENT vs RPM

46
 DRAWBACKS OF CB POINTS IGNITION SYSTEM

• The wear of contact breaker points (short

maintenance intervals)
• Decrease in available voltage as engine speed
increases due to limitations in the current switching
capability
bili off the
h off the
h bbreaker
k system
• Decreasing time available to build up the primary
coil stored energy

47
 ELECTRONIC IGNITION SYSTEM

Electronic ignition system meets the following

requirements of modern engines:
ƒ The need for much reduced ignition system
maintenance
ƒ Extended spark plug life
ƒ Improved ignition of lean and dilute mixtures
ƒ Increased reliability
48
 ELECTRONIC IGNITION SYSTEMS
• The primary circuit in the CB points system is opened and
closed by CB points.
• In the electronic system, the primary circuit is opened and
closed by the electronic control unit (ECU).
• The secondary circuits are practically the same for the two
systems.
• O
One advantage
d t off electronic
l t i system
t iis hi
higher
h voltage
lt – up to
t
47,000 V – spark plugs with wider gaps can be used. This
results in a longer
g spark
p which can ignite
g leaner air-fuel mixtures
– better fuel economy and lower emissions.
• There is no mechanical advance mechanisms, instead the spark
timing
i i iis adjusted
dj d electronically.
l i ll
49
CONTACT POINT IGNITION SYSTEM vs
ELECTRONIC IGNITION SYSTEM

50
ADVANTAGES OF ELECTRONIC IGNITION SYSTEM

• More
M precise
i adjustment
dj t t off ignition
i iti timing
ti i
• Better emission control
• Better fuel economy
• Better engine performance

51
 CONCLUSIONS
• Battery ignition system is commonly used because
of its combined cheapness,
p convenience of
maintenance, attention and general suitability.
• The magneto ignition is an efficient, reliable, self
contained unit, which is often preferred for aircraft
engines because storage batteries are heavy and
t bl
troublesome andd ttwo wheeler’s
h l ’ engine.i
g
• Modern automobiles uses electronic ignition system
y
because of precise ignition timing, better fuel
economy, better emission control and improved
engine performance.
performance
52
 QUIZ
1. If the dwell is 50 degrees, but it should be 30 degrees,
what is wrong with the point gap?
2. If the point gap is 0.024”, but should be 0.016”, what
type of dwell reading will there be?
3. What is dwell?
4. What are the other two names that refer to the same
thing as dwell?
5. Why must the spark timing be advanced?
6 What two things advance the timing?
6.