IGNITION SYSTEMS & FUEL INJECTION SYSTEMS

1. Ignition System: The ignition system is a system used to generate a very high
voltage from the car battery and to send it to each sparkplug in turn thereby
igniting the fuel-air mixture in the combustion chamber of the engine.

2. Types of Ignition System:

1. Magneto ignition systems.

2. Battery coil ignition systems.
3. Electronic ignition system.
2.1 Magneto ignition systems:

This type of ignition system is mostly used in motorcycles, scooters and

racing cars. The magneto Ignition system with main components is shown in
Fig.1.

Fig.1 Schematic of rotating magnet type magneto ignition systems

Magneto ignition system is a special type of ignition system with its own electric
generator to provide the required necessary energy for the vehicle system. It is
mounted on the engine and replaces all components of the coil ignition system
except the spark plug. A magneto when rotated by the engine is capable of
producing a very high voltage and doesn’t need a battery as source of external
energy.

The main components of an ignition coil are Distributor, Condenser,

Contact Breaker (CB) points, Ignition Coil.

There are two important types of magneto ignition system. They are :
(1) Rotating armature type and
(2) Rotating Magnet type.
• In the first type, the armature consisting of the primary and secondary
windings rotate in between the poles of a stationary magnet.
• In the second type the magnet revolves and windings are kept stationary.
• A third type of magneto called the polar inductor type magneto, where
both the magnet and the windings remain stationary but the voltage is
generated by reversing the flux field with the help of inductors .

Condenser (Capacitor):

The function of the capacitor is to reduce arcing at the contact breaker (CB)
points. Also when the CB opens the magnetic field in the primary winding begins
to collapse. When the magnetic field is collapsing capacitor gets fully charged
and then it starts discharging and helps in building up of voltage in secondary
winding.
 The main advantage of the high-tension magneto ignition system is the
production of a very high voltage. Because of the poor starting characteristics of
the magneto system invariably the battery ignition system is preferred to the
magneto system in automobile engines. However, in two wheelers magneto
ignition system is preferred due to light weight and less maintenance.

2.2 Battery coil ignition systems:

It is used in passenger cars and light trucks. A Battery Ignition system for
four-cylinder engine where the battery supplies the electrical energy. An ignition
switch is used to control the battery current for starting or stopping the engine.
The ignition coil transforms the battery low tension current to high tension
current required to produce a spark by jumping in a spark plug. The distributor
delivers the spark to the proper cylinder and incorporates the mechanical breaker,
which opens and closes the primary circuit at exact times.

The various units are connected by electrical wiring. The spark plugs provide the
spark in engine cylinder.
The figure shows battery ignition system for a 4-cylinder petrol engine. It
mainly consists of a 6- or 12-volt battery, ammeter, ignition switch, auto-
transformer (step up transformer), contact breaker, capacitor, distributor rotor,
distributor contact points, spark plugs, etc.
 Fig 2 Schematic of battery ignition systems

The battery ignition system is divided into 2-circuits namely the Primary
Circuit and Secondary Circuit.
1) Primary Circuit: It consists of 6 or 12 V battery, ammeter, ignition switch,
primary winding it has 200-300 turns of 20 SWG (Sharps Wire Gauge) gauge
wire, contact breaker, capacitor.
2) Secondary Circuit: It consists of secondary winding. Secondary Ignition
Systems winding consists of about 21000 turns of 40 (S WG) gauge wire.
Bottom end of which is connected to bottom end of primary and top end of
secondary winding is connected to center of distributor rotor. Distributor
rotors rotate and make contacts with contact points and are connected to spark
plugs which are fitted in cylinder heads.

Working of battery ignition system:

• When the ignition switch is closed and engine in cranked, as soon as the
contact breaker closes, a low voltage current will flow through the primary
winding. When the contact breaker opens the contact, the magnetic field
 begins to collapse. Because of this collapsing magnetic field, current will
be induced in the secondary winding. And because of more turns of
secondary, the voltage goes up to 20000-35000 volts.
• This high voltage current is brought to center of the distributor rotor.
Distributor rotor rotates and supplies this high voltage current to proper
spark plug depending upon the engine firing order. When the high voltage
current jumps the spark plug gap, it produces the spark and the charge is
ignited-combustion starts-products of combustion expand and produce
power.

• When compared to the magneto ignition system, the battery ignition

system is more expensive but at the same time it is very highly reliable as
it aids in reliable sparking.

Comparison Between Battery and magneto Ignition System

Battery Ignition Magneto Ignition

Battery is a must. No battery needed.

Battery supplies current in primary
circuit.
A good spark is available at low speed
also.
Occupies more space.
Recharging is a must in case battery
gets discharged.
Mostly employed in car and bus for
which it is required to crank the engine.
Magneto produces the required current
for primary circuit.
During starting the quality of spark is
poor due to slow speed.
Very much compact.
No such arrangement required.
Used on motorcycles, scooters, etc.

Battery maintenance is required. No battery maintenance problems.

Drawbacks (Disadvantages) of Conventional Ignition Systems

a. Because of arcing, pitting of contact breaker point and which will lead to
regular maintenance problems.
b. Poor starting : After few thousands of kilometers of running, the timing
becomes inaccurate, which results into poor starting (Starting trouble).
c. At very high engine speed, performance is poor because of inertia effects of
the moving parts in the system.
d. Some times it is not possible to produce spark properly in fouled spark plugs.

In order to overcome these drawbacks Electronic Ignition system is used.

2.3 Electronic ignition system:

The requirement for higher mileage, reduced emissions and greater

reliability has paved the way for development of the electronic ignition systems.
Advantages Of Electronic Ignition System

a) Moving parts are absent-so no maintenance.

b) Contact breaker points are absent-so no arcing.
c) Spark plug life increases by 50% and they can be used for about 60000 km
without any problem.
d) Better combustion in combustion chamber, about 90-95% of air fuel mixture
is burnt compared with 70-75% with conventional ignition system.
e) More power output.
f) More fuel efficiency.

Types of Electronic Ignition System

a. Capacitance Discharge Ignition system.

b. Transistorized system.
c. Piezo-electric Ignition system.
d. The Texaco Ignition system.
Capacitance Discharge Ignition System

It mainly consists of 6-12 V battery, ignition switch, DC to DC convertor,

charging resistance, tank capacitor, Silicon Controlled Rectifier (SCR), SCR-
triggering device, step up transformer, and spark plugs.
A 6-12 volt battery is connected to DC to DC converter i.e. power circuit
through the ignition switch, which is designed to give or increase the voltage to 250-
350 volts. This high voltage is used to charge the tank capacitor (or condenser) to this
voltage through the charging resistance. The charging resistance is also so designed
that it controls the required current in the SCR.

Figure 3 : Capacitance Discharge Ignition System

Depending upon the engine firing order, whenever the SCR triggering device, sends
a pulse, then the current flowing through the primary winding is stopped. And the
magnetic field begins to collapse. This collapsing magnetic field will induce or step-
up high voltage current in the secondary, which while jumping the spark plug gap
produces the spark, and the charge of air fuel mixture is ignited .
Transistorized Assisted Contact (TAC) Ignition System
Advantages:
(a) The low breaker-current ensures longer life.
(b) The smaller gap and lighter point assembly increase dwell time minimize contact
bouncing and improve repeatability of secondary voltage.
(c) The low primary inductance reduces primary inductance reduces primary current
drop-off at high speeds.

Disadvantages
(a) As in the conventional system, mechanical breaker points are necessary for timing
the spark.
(b) The cost of the ignition system is increased.
(c) The voltage rise-time at the spark plug is about the same as before.

Figure 4 : Transistorized Assisted Contact (TAC) Ignition System

Piezo-electric Ignition System

The development of synthetic piezo-electric materials producing about 22 kV

by mechanical loading of a small crystal resulted in some ignition systems for single
cylinder engines. But due to difficulties of high mechanical loading need of the order
of 500 kg timely control and ability to produce sufficient voltage, these systems have
not been able to come up.

The Texaco Ignition System

Due to the increased emphasis on exhaust emission control, there has been a
sudden interest in exhaust gas recirculation systems and lean fuel-air mixtures.
To avoid the problems of burning of lean mixtures, the Texaco Ignition system has
been developed. It provides a spark of controlled duration which means that the spark
duration in crank angle degrees can be made constant at all engine speeds. It is a AC
system. This system consists of three basic units, a power unit, a control unit and a
distributor sensor.
This system can give stable ignition up to A/F ratios as high as 24 : 1.

3. FIRING ORDER
• The order or sequence in which the firing takes place, in different cylinders of
a multicylinder engine is called Firing Order.
• In case of SI engines, the distributor connects the spark plugs of different
cylinders according to Engine Firing Order.
Advantages
(a) A proper firing order reduces engine vibrations.
(b) Maintains engine balancing.
(c) Secures an even flow of power.
✓ Firing order differs from engine-to-engine.
✓ Probable firing orders for different engines are :
− 3 cylinder = 1-3-2
− 4 cylinder engine (inline) = 1-3-4-2
1-2-4-3
− 4 cylinder horizontal opposed engine = 1-4-3-2
 (Volkswagen engine)
− 6-cylinder in line engine = 1-5-3-6-2-4
(Cranks in 3 pairs) 1-4-2-6-3-5
1-3-2-6-4-5
1-2-4-6-5-3
− 8 cylinder in line engine 1-6-2-5-8-3-7-4
1-4-7-3-8-5-2-6
8 cylinder V type 1-5-4-8-6-3-7-2
1-5-4-2-6-3-7-8
1-6-2-5-8-3-7-4
1-8-4-3-6-5-7-2
Cylinder 1 is taken from front of inline and front right side in V engines.

4. Importance of Ignition Timing and Ignition Advance

Ignition timing is very important, since the charge is to be ignited just before
(few degrees before TDC) the end of compression, since when the charge is ignited,
it will take some time to come to the required rate of burning.

Ignition Advance
• The purpose of spark advance mechanism is to assure that under every
condition of engine operation, ignition takes place at the most favorable
instant in time i.e. most favorable from a standpoint of engine power, fuel
economy and minimum exhaust dilution.
• By means of these mechanisms the advance angle is accurately set so that
ignition occurs before TDC (Top Dead Center) point of the piston.
• The engine speed and the engine load are the control quantities required for
the automatic adjustment of the ignition timing. Most of the engines are fitted
with mechanisms which are integral with the distributor and automatically
regulate the optimum spark advance to account for change of speed and load.
The two mechanisms used are:
✓ Centrifugal advance mechanisms.
✓ Vacuum Advance mechanisms.
 ❖ TDC stands for Top Dead Center, which is the point in the engine cycle when
the piston in an internal combustion engine reaches its highest point of travel
in the cylinder. It is the point where the piston is at its closest point to the
cylinder head. At TDC, the intake and exhaust valves are both closed, and the
air-fuel mixture is compressed in the cylinder. This is the point where the spark
plug fires in a spark ignition engine, igniting the compressed air-fuel mixture
and causing the power stroke. The TDC point of the piston is an important
reference point for engine timing and for setting the ignition timing in a spark
ignition engine.

Centrifugal advance mechanisms:

Centrifugal advance makes the ignition coil and spark plugs fire sooner as
engine speed increases, using spring-loaded weights, centrifugal force, and lever
action to rotate the distributor cam. Spark timing is advanced by rotating the
distributor cam against distributor shaft rotation. This action helps correct
ignition timing for maximum engine power. Basically the centrifugal advance
mechanism consists of two advance weights, two springs, and a advance lever.

Fig 3.7 Centrifugal advance mechanisms

During periods of low engine speed, the springs hold the advance weights
inward towards the distributor cam or trigger wheel. At this time there is not
enough centrifugal force to push the weights outward. Timing stays at its normal
initial setting.
 As speed increases, centrifugal force on the weights moves them outwards
against spring tension. This movement causes the distributor cam or trigger wheel
to move ahead. With this design, the higher the engine speed, the faster the
distributor shaft turns, the farther out the advance weights move, and the farther
ahead the cam is moved forward or advanced. At a preset engine speed, the lever
strikes a stop and centrifugal advance reaches maximum.

The action of the centrifugal advance causes the contact points to open sooner,
or the trigger wheel and pickup coil turn off the ECU sooner. This causes the
ignition coil to fire with the engine pistons not as far up in the cylinders.

Vacuum Advance mechanisms:

The vacuum advance provides additional spark advance when engine load is
low at part throttle position. It is a method of matching ignition timing with engine
load. The vacuum advance increases fuel economy because it helps maintain idle fuel
spark advance at all times.
A vacuum advance consists of a vacuum diaphragm, link, movable distributor
plate, and a vacuum supply hose. At idle, the vacuum port from the carburetor or
throttle body to the distributor advance is covered, thereby NO vacuum is applied to
the vacuum diaphragm, and spark timing is NOT advanced. At part throttle, the
throttle valve uncovers the vacuum port and the port is exposed to engine vacuum.
The vacuum pulls the diaphragm outward against spring force. The diaphragm is
linked to a movable distributor plate, which is rotated against distributor shaft rotation
and spark timing is advanced.
 Fig 5 Vacuum advance mechanism

The vacuum advance does not produce any advance at full throttle. When
the throttle
valve is wide open, vacuum is almost zero. Thus vacuum is not applied to
the distributor diaphragm and the vacuum advance does not operate.

5. Spark plug:

The spark plug consists of a porcelain insulator in which there is an insulated

electrode supported by a metal shell with a grounded electrode. They have a simple
purpose of supplying a fixed gap in the cylinder across which the high voltage
surges from the coil must jump after passing through the distributor.
The spark plugs use ignition coil high voltage to ignite the fuel mixture.
Somewhere between 4,000 and 10,000 volts are required to make current jump
the gap at the plug electrodes. This is much lower than the output potential of the
coil.
Spark plug gap is the distance between the center and side electrodes. Normal
gap specifications range between .030 to .060 inch. Smaller spark plugs gaps are
used on older vehicles equipped with contact point ignition systems.
Spark plugs are either resistor or non-resistor types (fig. 2-46). A resistor
spark plug has internal resistance (approximately 10,000 ohms) designed to
reduce the static in radios. Most new vehicles require resistortype plugs.
Non-resistor spark plug has a solid metal rod forming the center electrode.
This type of spark plugs is NOT commonly used except for racing and off-
road vehicles.

Spark Plug Heat Range and Reach

The heat range of the spark plug determines how hot the plug will get. The
length and diameter of the insulator tip and the ability of the spark plug to
transfer heat into the cooling system determine spark plug heat range.
A hot spark plug has a long insulator tip that prevents heat transfer into the
water-jackets. It will also bum off any oil deposits. This provides a self-
cleaning action.
AUTOMOTIVE ELECTRICAL CIRCUITS AND WIRING 58/ 101
A cold spark plug has a shorter insulator tip and operates at a cooler
temperature. The cooler tip helps prevent overheating and preignition. A cold
spark plug is used in engines operated at high speeds.
Vehicle manufacturers recommend a specific spark plug heat range for their
engines. The heat range is coded and given as a number on the spark plug
insulator. The larger the number on the plug, the hotter the spark plug tip will
operate. For example, a 54 plug would be hotter than a 44 or 34 plug.
The only time you should change from spark plug heat range specifications is
when abnormal engine or operating conditions are encountered. For instance, if
the plug runs too cool, sooty carbon will deposit on the insulator around the
center electrode. This deposit could soon build up enough to short out the plug.
Then high voltage surges would leak across the carbon instead of producing a
spark across the spark plug gap.
Using a hotter plug will bum this carbon deposit away or prevent it from
forming. Spark plug reach is the distance between the end of the spark plug
threads and the seat or sealing surface of the plug. Plug reach determines how
far the plug reaches through the cylinder head. If spark plug reach is too long,
the spark plug will protrude too far into the combustion chamber and the
piston at TDC may strike the electrode. However, if the reach is too short, the
plug electrode may not extend far enough into the cylinder head and
combustion efficiency will be reduced. A spark plug must reach into the
combustion chamber far enough so that the spark gap will be properly
positioned in the combustion chamber without interfering with the turbulence
of the air-fuel mixture or reducing combustion action.

Figure 6.- Sectional view of a (A) non-resistor and (B) resistor spark plug.

Construction of Spark Plug:

• Types of spark plugs:

Introduction to feed back carburetor systems:

Carburetor is a device used for providing proper air/fuel mixture ratio. The
carburetor works on Bernoulli's principle i.e. The faster the air moves, the lower is
its static pressure, and the higher is its dynamic pressure. The throttle or accelerator
linkage indirectly controls the flow of fuel by actuating the carburetor mechanisms
which meters the flow of air being pulled into the engine. The speed of this flow,
and therefore its pressure, determines the amount of fuel drawn into the airstream.

The latest type of carburetor system is the electronic feedback design, which
provides better combustion by improved control of the air/fuel mixture. A three-way
converter not only oxidizes HC and CO but also chemically reduces oxides of
nitrogen (NOX).If the air/fuel mixture is too lean, NOX is not converted efficiently.
If the mixture is too rich, HC and CO does not oxidize efficiently. Monitoring the
air/fuel ratio is the job of the exhaust gas oxygen sensor.

An oxygen sensor senses the amount of oxygen present in the exhaust stream.
A lean mixture produces a high level of oxygen in the exhaust. The oxygen sensor,
placed in the exhaust before the catalytic converter, produces a voltage signal that
varies with the amount of oxygen the sensor detects in the exhaust. If the oxygen
level is high (a lean mixture), the voltage output is low. If the oxygen level is low (a
rich mixture), the voltage output is high.The electrical output of the oxygen sensor
is monitored by an electronic control unit (ECU). This microprocessor is
programmed to interpret the input signals from the sensor and in turn generate output
signals to a mixture control device that meters more or less fuel into the air charge
as it is needed to maintain the 14.7 to 1 ratio.

Whenever these components are working to control the air/fuel ratio, the
carburetor is said to be operating in closed loop. The oxygen sensor is constantly
monitoring the oxygen in the exhaust, and the control module is constantly making
adjustments to the air/fuel mixture based on the fluctuations in the sensor's voltage
output. However, there are certain conditions under which the control module
ignores the signals from the oxygen sensor and does not regulate the ratio of fuel to
air. During these times, the carburetor is functioning in conventional manner and is
said to be operating in open loop. (The control cycle has been broken.)

The carburetor operates in open loop until the oxygen sensor reaches a certain
temperature (approximately 600F). The carburetor also goes into open loop when a
richer-thannormal air/fuel mixture is required, such as during warm-up and heavy
throttle application. Several other sensors are needed to alert the electronic sensor
provides input relating to engine temperature. A vacuum sensor and a throttle
position sensor indicate wide open throttle.

Early feedback systems used a vacuum switch to control metering devices on

the carburetor. Closed loop signals from the electronic control module are sent to a
vacuum solenoid regulator, which in turn controls vacuum to a piston and diaphragm
assembly in the carburetor. The vacuum diaphragm and a spring above the
diaphragm work together to lift and lower a tapered fuel metering rod that moves in
and out of an auxiliary fuel jet in the bottom of the fuel bowl. The position of the
metering rod in the jet controls the amount of fuel allowed to flow into the main fuel
well.

A less common method to control the air/fuel mixture is with a back suction
system feedback. The back suction system consists of an electric stepper motor, a
metering pintle valve, an internal vent restrictor, and a metering orifice. The stepper
motor regulates the pintle movement in the metering orifice, thereby varying the area
of the opening communicating control vacuum to the fuel bowl. The larger this area,
the leaner the air/fuel mixture. Some of the control vacuum is bled off through the
internal vent restrictor. The internal vent restrictor also serves to vent the fuel bowl
when the back suction control pintle is in the closed position.
Throttle Body Injection(TBI):

TBI fuel injection system is a type of system where the fuel is injected into the
throttle body. The throttle body fuel injection system operates by using a single or
pair of injectors. The throttle looks like a carburetor without the fuel bowl, the
metering jets or the float.

This type of fuel injection system consists of only two major castings the fuel body
and the throttle body. The fuel body supplies the fuel while the throttle body has a
valve that controls the flow of air. On the throttle, there are ports that gather signals
to relay to the manifold absolute pressure sensor and to the emission control system.
TBI Fuel Injection Advantages:

• It is less expensive than using other types of fuel injection systems.

• It is easier to clean, maintain and service because there are fewer parts.
• It is cheaper to manufacture than a port injection system and simpler to
diagnose.
• It also does not have the same level of injector balance problems that a port
injection system might have when the injectors are clogged.
• It greatly improves the fuel metering compared to a carburetor.

TBI Fuel Injection Disadvantages:

It is almost the same as a TBI carburetor wherein the fuel is not equally
distributed to all the cylinders. This means that the air/fuel mixture injected
differs for each cylinder.

It can cool the manifold much faster causing the fuel to puddle and
condense in the manifold. The possibility of condensation is much higher
since the fuel travels longer from the throttle body to the combustion
chamber.

Since the system needs to be mounted on top of the combustion chamber, you're
prevented from modifying the manifold design to improve your car's
performance.

It is a wet system and the mixture of fuel is still based per cylinder.

Ref: http://www.carsdirect.com/carmaintenance/
tbifuelinjectionthrottlebodyfuelinjectionsystems10advantagesanddisadvantages
Multi port or point fuel injection,

Fuel injection systems,

Injection system controls.

Advantages of electronic ignition systems:

Types of solid-state ignition systems and their principle of operation,

Contact less electronic ignition system,

Electronic spark timing control:
It is a closed-loop type electronic control device that continuously corrects
the ignition timing and in effect it re-tunes the engine some few times every
second. By providing the correct spark timing all the time, the fuel consumption
is reduced considerably.
Setting of Ignition System
Disconnect the drive to the contact breaker cover.
Loosen the clamp of CB casing and distributor unit.
Set the piston of cylinder NO.2 on TDC against a fixed mark on engine casing.
Secure the CB camshaft in this position. The ignition timing will be set.

Firing Order Setting

Rotate the crankshaft in correct direction.
Note the order in which inlet valves(or exhaust valve) open.
This the firing order of the engine

Gap Adjustment of Contact Breaker

Turn the engine shaft manually until the contacts are freely open.
Move the fixed contact plate with the help of adjustor screw till required gap
is achived If gap is not correct, loosen the screws of fixed contact plate.
Tighten the screw of distributor securing clamp.

References:
1.http://www.seminarsonly.com/mech%20&%20auto/electronicfuelinjectionseminarreportppt.Ph p – for
electronic injection