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Electronic Ignition
Electronic Ignition
Electronic Ignition
The increased requirements for ignition systems could
not be met by the conventional inductive ignition system since 1960. The introduction of new
exhaust emission criteria in 1965 and the demand for improved fuel economy in 1975, have
forced to use electronics into ignition system to meet the statutory requirements for a vehicle.
Legislative requirements and driver demands for better engine performance, added to the
manufacturer’s marketing strategy to offer a more sophisticated vehicle are the impetus for
electronic innovation in this field.
Drawbacks of a Conventional System.
The basic principle of a conventional inductive ignition system has not changed for several
decades till it became unable to meet the needs as regards energy output and contact breaker
performance. In contrast to an ignition output of 10 – 15 kV used in earlier day, the modern high
speed engine needs an output of 15 – 30 kV to ignite the weaker mixtures required to provide
better economy and emission. To meet this requirement a low-inductive coil is often used. Due to
much higher current flow in this coil, the erosive wear of the contact breaker is unacceptable.
This reason alone is sufficient to adopt an electronic system in place of the mechanical breaker.
The other drawbacks, however, of the breaker are :
(i) Ignition varies from specified value due to the change in speed because of (a) wear at the
contact heel, cam and spindle, (b) erosion of the contact faces, and (c) contact bounce and the
inability of the heel to follow the cam at high speed. («) Adverse effect on the dwell time as a
result of dwell angle variation. (Hi) Frequent servicing.
The following descriptions cover the basic principles of the electronic ignition systems used
during the period from the start of the changeover from the mechanical breaker to the latest.
Breaker-triggered Systems
Transistor Assisted Contacts (TA.C.)
This system incorporates a normal mechanical breakers, which drives a transistor to control the
current in the primary circuit. Since a very small breaker current is used, erosion of the
contacts is eliminated so that good coil output is maintained. Also it provides accurate spark
timing for a much longer period. When a low inductive coil and ballast resistor are used with this
system, excessive contact arcing produced by the high primary current is also eliminated.
The basic principle of a breaker-triggered, inductive, semiconductor ignition system is illustrated
in Fig.25 where a transistor works as of the contact breaker, by acting as
Breaker-less Systems
An electronic switch in place of the mechanical contact breaker offers the following advantages.
(i) Accurate spark timing is available throughout the operating speed range.
(ii) There is no erosion and wear due to absence of any contacts. This system is maintenance free
in respect of constant replacement, dwell adjustment and setting of the spark timing. Also the
timing remains correct for a very long period.
(Hi) Build-up time for the ignition coil can be varied by changing the dwell period to suit the
conditions. This provides a higher energy output from the coil at high speed, but has no risk of
HT erosion at low speed.
(iv) There is no bouncing of contacts at high speed and hence the chance of robbing the coil of its
primary current is eliminated.
The main layout of a breaker-less, electronic ignition system is illustrated in Fig. 16.29. The
distributor unit is similar to a conventional unit except that an electronic switch, called a pulse
generator, replaces the contact breaker. The pulse generator generates an electrical pulse to signal
when the spark is required. The solid state control module makes and breaks electronically the
primary current for the ignition coil by amplifying and processing the signals received from the
pulse generator. Additionally, the control module senses the engine speed from the pulse
frequency and accordingly varies the dwell time to suit the engine speed.
Pulse Generator.
The three main types of pulse generator are (i) inductive (ii) hall generator, and (Hi) optical.
Inductive Pulse Generator.
One design of this generator is shown in Fig. 16.30 where the permanent magnet and inductive
winding are fixed to the base plate. The distributor shaft drives an iron trigger wheel. The
number of teeth formed on the trigger wheel or reflector matches the number of engine cylinders.
If a tooth comes close to the soft iron stator core, the magnetic path is completed causing a flux
to flow. When the trigger
wheel is moved away from the position showed the air gap between the stator core and the
trigger tooth increases due to which the magnetic resistance or reluctance also increases causing
the flux in the magnetic circuit to decrease.
The change in the magnetic flux generates an emf in the inductive winding fitted around the iron
stator core. The maximum voltage is induced when the rate of change in flux is greatest, which
occurs just before, and just after, the point where the trigger tooth is closest to the stator core.
Figure 16.31 represents the variation in voltage due to movement of the trigger wheel through
one revolution. A positive and a negative peak are established due to the build up of flux and the
decay of flux rspectively. In the trigger position of greatest flux, no emf is induced into the
winding. The mid-point of change between the positive and negative pulses is used to signal the
requirement of a spark.
As the rotational speed of the trigger wheel controls the rate of change of the flux, the pulse
generator output varies from about 0.5 V to 100 V. This voltage variation, combined with the
frequency change, is used as sensing signals by the control module for various purposes except
spark triggering. Since the reluctance of the magnetic circuit varies with the size of the air gap,
the output voltage also depends on the size of the air gap. Due to the magnetic effect, a non-
magnetic feeler gauge, such as a plastics gauge is used to check the air gap.
A Bosch pulse generator operates on a similar principle but has a different construction (Fig.
16.32). This is consisted of a circular disc magnet with the two flat faces acting as the N and S
poles. A soft iron circular pole piece is placed on the top face of the magnet which has fingers
bent upwards to form four stator poles in the case of a 4-cylinder engine. A similar number of
teeth are formed on the trigger wheel to make a path for the flux to pass to the carrying plate
supporting the magnet. The inductive coil is wound concentrically with the spindle and
ELECTRONIC
IGNITION
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