2nd class Automobile electricity chapter 5 Ignition system

Chapter Five
Ignition systems
5.1 Introduction
The fundamental purpose of the ignition system is to supply a spark inside the cylinder, near
the end of the compression stroke, to ignite the compressed charge of air–fuel vapor. For a
spark to jump across an air gap of 0.6mm under normal atmospheric conditions (1 bar), a
voltage of 2–3 kV is required.

For a spark to jump across a similar gap in an engine cylinder, having a compression ratio of
8 : 1, approximately 8 kV is required. For higher compression ratios and weaker mixtures, a
voltage up to 20 kV may be necessary. The ignition system has to transform the normal
battery voltage of 12 V to approximately 8–20 kV and, in addition, has to deliver this high
voltage to the right cylinder, at the right time.

Some ignition systems will supply up to 40 kV to the spark plugs. Conventional ignition is
the forerunner of the more advanced systems controlled by electronics. It is worth
mentioning at this stage that the fundamental operation of most ignition systems is very
similar. One winding of a coil is switched on and off causing a high voltage to be induced in
a second winding.

A coil-ignition system is composed of various components and sub-assemblies, the actual

design and construction of which depend mainly on the engine with which the system is to
be used. When considering the design of an ignition system many factors must be taken into
account, the most important of these being:

a) Combustion chamber design.

b) Air–fuel ratio.
c) Engine speed range.
d) Engine load.
e) Engine combustion temperature.
f) Intended use.
g) Emission regulations.

5.2 Generation of high tension

If two coils (known as the primary and secondary) are wound on to the same iron core then
any change in magnetism of one coil will induce a voltage into the other. This happens when
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2nd class Automobile electricity chapter 5 Ignition system

a current is switched on and off to the primary coil. If the number of turns of wire on the
secondary coil is more than the primary, a higher voltage can be produced. This is called
transformer action and is the principle of the ignition coil. The value of this ‘mutually
induced’ voltage depends upon:

 The primary current.

 The turns ratio between the primary and secondary coils.
 The speed at which the magnetism changes.

Figure 5.1 shows a typical ignition coil in section. The two windings are wound on a
laminated iron core to concentrate the magnetism. Some coils are oil filled to assist with
cooling.

Figure 5.1 Typical ignition coil

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2nd class Automobile electricity chapter 5 Ignition system

5.3 Advance angle (timing)

For optimum efficiency the ignition advance angle should be such as to cause the maximum
combustion pressure to occur about 10 ° after top dead center (TDC). The ideal ignition
timing is dependent on two main factors, engine speed and engine load.

An increase in engine speed requires the ignition timing to be advanced. The cylinder charge,
of air–fuel mixture, requires a certain time to burn (normally about 2 ms). At higher engine
speeds the time taken for the piston to travel the same distance reduces. Advancing the time
of the spark ensures full burning is achieved.

A change in timing due to engine load is also required as the weaker mixture used on low
load conditions burns at a slower rate. In this situation, further ignition advance is necessary.
Greater load on the engine requires a richer mixture, which burns more rapidly. In this case
some retardation of timing is necessary.

Overall, under any condition of engine speed and load an ideal advance angle is required to
ensure maximum pressure is achieved in the cylinder just after top dead center. The ideal
advance angle may be further refined by engine temperature and any risk of detonation.

Spark advance is achieved in a number of ways. The simplest of these being the mechanical
system comprising a centrifugal advance mechanism and a vacuum (load sensitive) control
unit. Manifold vacuum is almost inversely proportional to the engine load. I prefer to
consider manifold pressure, albeit less than atmospheric pressure, as the manifold absolute
pressure (MAP) is proportional to engine load.

Digital ignition systems may adjust the timing in relation to the temperature as well as speed
and load. The values of all ignition timing functions are combined either mechanically or
electronically in order to determine the ideal ignition point. The energy storage takes place in
the ignition coil. The energy is stored in the form of a magnetic field. To ensure the coil is
charged before the ignition point a dwell period is required. Ignition timing is at the end of
the dwell period.

5.4 Conventional ignition components

5.4.1 Spark plug

Seals electrodes for the spark to jump across in the cylinder. Must withstand very high
voltages, pressures and temperatures.

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2nd class Automobile electricity chapter 5 Ignition system

5.4.2 Ignition coil

Stores energy in the form of magnetism and delivers it to the distributor via the HT lead.
Consists of primary and secondary windings.

5.4.3 Ignition switch

Provides driver control of the ignition system and is usually also used to cause the starter to
crank.

5.4.4 Ballast resistor

Shorted out during the starting phase to cause a more powerful spark. Also contributes
towards improving the spark at higher speeds.

5.4.5 Contact breakers (breaker points)

Switches the primary ignition circuit on and off to charge and discharge the coil.

Figure 5.2 Conventional and electronic ignition components

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5.4.6 Capacitor (condenser)

Suppresses most of the arcing as the contact breakers open. This allows for a more rapid
break of primary current and hence a more rapid collapse of coil magnetism, which produces
a higher voltage output.

5.4.7 HT Distributor

Directs the spark from the coil to each cylinder in a pre-set sequence.

5.4.8 Centrifugal advance

Changes the ignition timing with engine speed. As speed increases the timing is advanced.

5.4.9 Vacuum advance

Changes timing depending on engine load. On conventional systems the vacuum advance is
most important during cruise conditions. Figure 5.2 shows some conventional and electronic
ignition components.

The circuit of a contact breaker ignition system is shown in Figure 5.3.

Figure 5.3 Contact breaker ignition system

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2nd class Automobile electricity chapter 5 Ignition system

5.5 Plug leads (HT)

HT, or high tension (which is just an old fashioned way of saying high voltage) components
and systems, must meet or exceed stringent ignition product requirements, such as:

A. Insulation to withstand 40 000 V systems.

B. Temperatures from -40 ° C to +260 ° C (-40 ° F to 500 ° F).
C. Radio frequency interference suppression.
D. 160 000 km (100 000 mile) product life.
E. Resistance to ozone, corona, and fluids.
F. 10-year durability.

Delphi produces a variety of cable types that meet the increased energy needs of leaner-
burning engines without emitting electromagnetic interference (EMI). The cable products
offer metallic and non-metallic cores, including composite, high-temperature resistive and
wire-wound inductive cores.

Conductor construction includes copper, stainless steel, Delcore, CHT, and wire-wound.
Jacketing materials include organic and inorganic compounds, such as CPE, EPDM and
silicone. Figure 5.4 shows the construction of these leads.

5.6 Ignition coil cores

Most ignition coil cores are made of laminated iron. The iron is ideal as it is easily
magnetized and demagnetized. The laminations reduce eddy currents, which cause
inefficiency due to the heating effect (iron losses). If thinner laminations or sheets are used,
then the better the performance.

Powder metal is now possible for use as coil cores. This reduces eddy currents to a minimum
but the density of the magnetism is decreased. Overall, however, this produces a more
efficient and higher output ignition coil. Developments are continuing and the flux density
problem is about to be solved, giving rise to even more efficient components.

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2nd class Automobile electricity chapter 5 Ignition system

Figure 5.4 Ignition plug leads

5.7 Electronic ignition

5.7.1 Introduction
Electronic ignition is now fitted to almost all spark ignition vehicles. This is because the
conventional mechanical system has some major disadvantages.

1. Mechanical problems with the contact breakers, not the least of which is the limited
lifetime.
2. Current flow in the primary circuit is limited to about 4 A or damage will occur to
the contacts – or at least the lifetime will be seriously reduced.

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2nd class Automobile electricity chapter 5 Ignition system

3. Legislation requires stringent emission limits, which means the ignition timing must
stay in tune for a long period of time.
4. Weaker mixtures require more energy from the spark to ensure successful ignition,
even at very high engine speed.

These problems can be overcome by using a power transistor to carry out the switching
function and a pulse generator to provide the timing signal. Very early forms of electronic
ignition used the existing contact breakers as the signal provider.

This was a step in the right direction but did not overcome all the mechanical limitations,
such as contact bounce and timing slip. Most systems nowadays are constant energy,
ensuring high performance ignition even at high engine speed. Figure 5.5 shows the circuit
of a standard electronic ignition system.

Figure 5.5 Electronic ignition system

5.7.2 Constant dwell systems

The term ‘dwell’ when applied to ignition is a measure of the time during which the ignition
coil is charging, in other words when the primary current is flowing. The dwell in
conventional systems was simply the time during which the contact breakers were closed.

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2nd class Automobile electricity chapter 5 Ignition system

5.7.3 Constant energy systems

In order for a constant energy electronic ignition system to operate, the dwell must increase
with engine speed. This will only be of benefit, however, if the ignition coil can be charged
up to its full capacity, in a very short time (the time available for maximum dwell at the
highest expected engine speed). To this end, constant energy coils are very low resistance
and low inductance. Typical resistance values are less than 1 (often 0.5). Constant energy
means that, within limits, the energy available to the spark plug remains constant under all
operating conditions.

5.7.4 Hall effect pulse generator

The Hall effect distributor has become very popular with many manufacturers. As the central
shaft of the distributor rotates, the vanes attached under the rotor arm alternately cover and
uncover the Hall chip. The number of vanes corresponds to the number of cylinders. In
constant dwell systems the dwell is determined by the width of the vanes. The vanes cause
the Hall chip to be alternately in and out of a magnetic field.

Figure 5.6 Ignition distributor with Hall generator

The result of this is that the device will produce almost a square wave output, which can then
easily be used to switch further electronic circuits. The three terminals on the distributor are
marked ‘+, 0, -’, the terminals + and - , are for a voltage supply and terminal ‘0’ is the output
signal.
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2nd class Automobile electricity chapter 5 Ignition system

Typically, the output from a Hall effect sensor will switch between 0 V and about 7 V as
shown in Figure 5.7. The supply voltage is taken from the ignition ECU and, on some
systems, is stabilized at about 10 V to prevent changes to the output of the sensor when the
engine is being cranked. Hall effect distributors are very common due to the accurate signal
produced and long term reliability.

They are suitable for use on both constant dwell and constant energy systems. Operation of a
Hall effect pulse generator can easily be tested with a DC voltmeter or a logic probe. Note
that tests must not be carried out using an ohmmeter as the voltage from the meter can
damage the Hall chip.

Figure 5.7 A Hall effect sensor output will switch between 0 V and about 7V

5.7.5 Inductive pulse generator

Inductive pulse generators use the basic principle of induction to produce a signal typical of
the one shown in Figure 5.8. Many forms exist but all are based around a coil of wire and a
permanent magnet.

Figure 5.8 Inductive pulse generators use the basic principle of induction to produce a signal

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2nd class Automobile electricity chapter 5 Ignition system

5.7.6 Optical type

This type of pulse generator uses a chopper plate, LED, and photo diode to generate a signal
to ignition system.

Figure 5.9 Basic principle of an optical pulse generator

Figure 5.10 Cartographic map representing how ignition timing is stored in the ECU

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Figure 5.11 Programmed ignition system

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