AUTOMOTIVE ENGINEERING SECTION

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1 PURPOSE OF IGNITION SYSTEM The ignition system supplies high-voltage surges as high as 47,000 volts (in some electronic systems) to the spark plugs in the engine cylinders. These surges produce electric sparks across the spark-plug gaps. The heat from the sparks ignites, or sets fire to, the compressed air-fuel mixture in the combustion chambers. When the engine is idling, the spark appears at the plug gap just as the piston nears TDC on the compression stroke. When the engine is operating at higher speeds, or with part throttle, the spark is advanced. It is moved ahead and occurs earlier in the compression stroke. This gives the compressed mixture more time to burn and deliver its energy to the pistons. TWO KINDS OF IGNITION SYSTEMS Two kinds of ignition systems are used on cars today. In the older system, movable contact points are used to make and break an electric circuit. This system is still used in some cars today. But most cars now have electronic ignition. In this system, an electronic device does the make and break of the electric circuit. The electronic system is much faster in action, and more accurate. This chapter discusses the contact-point system. CONTACT-POINT IGNITON SYSTEM The contact-point ignition system is shown in figure 1. It includes the battery, the ignition switch, the ignition coil, the ignition distributor, the spark plugs, and the wires and cables that connect them. 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 on it (same number as there are cylinders in the engine). As the distributor cam rotates, it causes contact points to open and close. When the contact points are closed, they connect the primary winding of the ignition coil with the battery. Page 1 of 27MFi Page 1 1/27/2012Page 1 of 271Page 1 of 27 1 Duration: Page: 1

2 Current flows through the coil, causing a magnetic field to build up around it. Then, when the points are 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. Following sections describe each component in the contactpoint ignition system. PRIMARY AND SECONDARY CIRCUITS The ignition system is divided into two separate circuits. The PRIMARY circuit voltage is low, operating on the battery voltage of 12 volts. The wiring in this circuit is covered with a thin layer of rubber, or plastic, to insulate the wire and to prevent short circuits. CAUTION: The spark delivered to the plugs may exceed 30,000 V. If you touch a plug and are shocked, there is little real danger involved. The reason for this is that there is very little amperage. DO NOT CONFUSE THIS WITH VOLTAGE IN YOUR HOME ELECTRICAL SYSTEM. IN THE HOME UNDER CERTAIN CONDITIONS A CURRENT OF 120V CAN AND OFTEN DOES, ELECTROCUTE PEOPLE. ALWAYS TREAT ELECTRICITY WITH GREAT CAUTION AND RESPECT. Study Figure 1. Notice the two circuits. Learn the names of the various units and remember where they are inserted in the circuit. Page 2 of 27MFi Page 2 1/27/2012Page 2 of 272Page 2 of 27 2 Duration: Page: 2

3 Figure 1: Breaker point controlled ignition system schematic diagram. SYSTEM COMPONENTS BATTERY To fully comprehend the functions of the parts or components of an ignition system, we will start at the battery and trace the flow of electricity through the system. The battery, Figure 2, is the source of electrical energy needed to operate the ignition system. The battery does not "store" electricity. When "charging," it converts electricity into chemical energy. When "discharging" (producing current), the battery converts chemical energy into electricity. Page 3 of 27MFi Page 3 1/27/2012Page 3 of 273Page 3 of 27 3 Duration: Page: 3

4 The battery is generally located as close to the engine as feasible. This reduces the length of wiring necessary to connect the battery to the component parts. The close location will cut costs of excessive lengths of wire, and will reduce voltage drop. An under-the-hood location also makes the battery readily accessible for repair and maintenance. A battery has two heavy lead terminals. One is positive and one is negative. Common practice in this country is to ground the negative terminal. The ground wire may be un-insulated. The ground is fastened to the engine or to some other suitable metal location. Figure 2: Components of lead-acid storage battery IGNITION SWITCH The primary circuit starts at the battery and flows through an insulated wire to the ignition switch. The usual ignition switch utilizes a key to operate it. It connects or disconnects the flow of electricity across the terminals. The ignition switch may have additional terminals that supply electricity to other units on the car when the key is turned on. Figure 3. Page 4 of 27MFi Page 4 1/27/2012Page 4 of 274Page 4 of 27 4 Duration: Page: 4

5 Figure 3: Typical ignition switch. RESISTOR Electricity flows from the ignition switch to the resistor. From the resistor, the current travels to the coil. The resistor controls the amount of current reaching the coil. The resistor may be either the simple or the ballast type. There are resistors designed for specific jobs. One type, used on Ford V -8 engines for many years, was a simple unit used to reduce battery voltage reaching the coil. The primary circuit passed through the resistor, cutting down the voltage to a predetermined level. The type of coil utilized in these installations would overheat if the battery voltage reached the coil without being reduced. This type of simple resistor was not temperature sensitive. It would deliver about the same voltage to the coil regardless of whether or not the coil had reached operating temperature. Figure 4. Page 5 of 27MFi Page 5 1/27/2012Page 5 of 275Page 5 of 27 5 Duration: Page: 5

6 Figure 4: Simple resistor in primary circuit of ignition system. Another adaptation of the resistor is used in high-compression, high horsepower engines. This type is known as the BALLAST resistor. It is a temperature sensitive, variable resistance unit. A ballast resistor is designed to reduce the voltage available to the coil at low engine speeds, and to increase the voltage at the higher rpm range when it is needed. Without the resistor, the coil would require enough voltage to function efficiently at high speeds. Such voltage would cause excessive heating at low speeds. It would also cause oxidation of the contact points (a blue scale-like deposit). The ballast type resistor tends to heat up at low engine speeds as the duration of flow in the primary circuit is longer, and with less interruption by the contact point opening. As it heats up, its resistance value goes up, causing lower voltage to pass into the coil. As engine speed increases, the points open and close more rapidly and the duration of current flow lessens. This causes a lowering of temperature. As the temperature drops, the resistor allows the voltage to the coil to increase. At high speeds, the coil received most all the battery voltage. High engine speeds shorten the coil saturation period. (The saturation period is the length of time the points are closed and current is flowing through the primary windings of the coil.) It is obvious that this condition would require full voltage. Page 6 of 27MFi Page 6 1/27/2012Page 6 of 276Page 6 of 27 6 Duration: Page: 6

7 The ballast resistor is constructed of a special type wire, the properties of which tend to increase or decrease the voltage in direct proportion to the heat of the wire. Figure 5. Figure 5: Ballast resistor principle. A illustrates long pulsations of current passing through special ballast resistor wire at slow engine speeds. This heats special wire and lowers amount of current reaching coil. B shows short pulsations at high speed. This allows wire to cool, allowing a heavier current to flow to coil. Current practice employs a simple calibrated resistance wire that lowers battery voltage to around /2 volts during normal engine operation. A bypass wire runs from the ignition switch or starter solenoid to the coil. While the engine is cranking, the coil will receive full battery voltage. When the key is released, the circuit is through the resistance wire. Some systems, such as the transistor ignition system, use two ballast resistors to control coil voltage. COIL The primary circuit leads from the resistor to the coil. An ignition coil is actually a pulse-type transformer that steps up battery voltage to, and exceeding, 30,000 volts. The ignition coil (Figure 6) has two windings. One is the secondary winding, which consists of thousands of turns of a very fine wire. Outside of this winding is the primary winding. It consists of a few hundred turns of a relatively heavy wire. The primary winding is in the primary circuit. The secondary winding is in the secondary circuit. Figure 6a. Page 7 of 27MFi Page 7 1/27/2012Page 7 of 277Page 7 of 27 Duration: Page: 7

8 When current flows through the primary winding, it produces a strong magnetic field. When the current flow is shut off, the magnetic field collapses. This produces the high-voltage surge in the secondary winding. Figure 6a: Ignition system primary action (E) and secondary action (F) COIL CONSTRUCTION The coil is constructed with a special laminated iron core. Around this central core, many thousands of turns of very fine copper wire are wound. A thin coating of special insulation material insulates this fine wire. Figure 6. One end of the fine wire is connected to the high-tension terminal, and the other is connected to the primary circuit wire within the coil. All these turns of fine wire form what is called the SECONDARY circuit coil windings. Figure 6: Typical ignition coil Page 8 of 27MFi Page 8 1/27/2012Page 8 of 278Page 8 of 27 8 Duration: Page: 8

9 Several hundred turns of heavier copper wire are wrapped around the secondary coil windings. Each end is connected to a primary circuit terminal on the coil. These windings are also insulated. The turns of heavier wire form the PRIMARY CIRCUIT COIL WINDINGS. Check winding connections in Figure 6. The core, with both the SECONDARY and PRIMARY windings attached, is placed inside a laminated iron shell. The job of the shell is to help concentrate the magnetic lines of force that will be developed by the windings. This entire unit is then placed inside a steel, aluminum, or Bakelite case. In some coil designs, the case is filled with special oil. It is then hermetically sealed to prevent the entrance of dirt or moisture. Electrical outlets, such as the primary terminals, are generally contained in the coil cap. They are carefully sealed because the coil must withstand vibration; heat, moisture and the stresses of high induce voltages. Coils vary in size and shape to meet the varying demands of different types of installations. PRIMARY CURRENT FLOW MUST BE INTERRUPTED! For efficient coil operation, the current flow through the primary windings must be interrupted (broken) instantly and cleanly with NO flashover (current jumps or arcs across space) at the point of disconnection. METHODS OF CURRENT INTERRUPTION Primary current flow can be interrupted in one of three basic ways: 1. By using a set of BREAKER POINTS to break current flow thus collapsing the coil primary field. 2. By using a set of breaker points in conjunction with a transistor switch. 3. By using a FULLY TRANSISTORIZE SWITCHING UNIT in which the mechanical breaker points are completely eliminated. Page 9 of 27MFi Page 9 1/27/2012Page 9 of 279Page 9 of 27 9 Duration: Page: 9

10 Current practice, in most all instances, favors the use of the transistorized method of primary circuit control. This method will be covered after discussing the breaker point technique. Millions upon millions of cars still on the road employ breaker points. Remember, the only basic difference between the old, conventional breaker point ignition and the newer transistorized systems is the method employed to interrupt the coil primary circuit. BREAKER POINT PRIMARY CIRCUIT CONTROL Generally, breaker points are constructed as two separate pieces. Figure 7. The stationary piece is fastened directly to the ground through the distributor breaker plate. This section does not move other than for an initial point adjustment. The second piece is the movable breaker point. It is pivoted on a steel post. A fiber bushing is used as a bearing on the pivot post. A thin steel spring (flat type) is used to press the movable breaker arm against the stationary unit, thereby causing the two contact points to bear firmly together. The movable arm is pushed outward by a cam lobe. The cam lobe is turned at one-half engine rpm by the distributor shaft. The distributor shaft is turned by means of a gear that is meshed with an integral gear cut on the camshaft. The breaker arm contacts the cam by means of a fiber-rubbing block. This block is fastened to the breaker arm and rubs against the cam. A special high temperature lubricant is used on the block to prevent undue wear. The movable breaker arm is insulated so that when the primary lead from the coil is attached to it, the primary circuit will not be grounded unless the contact points are touching. Figure 7. Page 10 of 27MFi Page 10 1/27/2012Page 10 of 2710Page 10 of Duration: Page: 10

11 Figure 7: Typical breaker point construction. Most, however, incorporate the adjustable point into an adjustable support base. Average point gad specifications run around to in. (0.457 to mm). CONTACT POINTS MUST FIT The breaker contact points must be carefully aligned so that the two points make perfect contact. They must be clean and free of oil, and open an exact amount. Each system, as developed by the manufacturer, must be held to specifications. If the point opening (gap) is specified as in. (0.508 mm) it must be set to that amount. A variation in gap will upset the cam angle and ignition timing. Contact points are made of tungsten steel. Tungsten is resistant to burning and will give good service. CAM ANGLE Cam angle, sometimes referred to as degrees of dwell, is the number of degrees the cam rotates from the time the points close until they open again. See Figure 8. Page 11 of 27MFi Page 11 1/27/2012Page 11 of 2711Page 11 of Duration: Page: 11

12 Figure 8: Cam angle. Points close at 1 and remain closed as cam rotates to 2. The number of degrees formed by this angle determines cam angles. The cam angle is important. The longer the points are closed, the greater the magnetic buildup of the primary windings. If the cam angle is too small, the points will open and collapse the field before it has built up enough to produce a satisfactory spark. When setting breaker point gaps, remember that when the gap is lessened, cam angle is increased. When the gap is enlarged, cam angle is decreased. CONDENSER When a condenser of proper size is inserted into the primary circuit, heavy arcing at the points will stop, and secondary voltage will reach satisfactory limits. This is accomplished by breaking the primary circuit cleanly. The condenser provides a place into which the primary current may flow when the points are opened. Page 12 of 27MFi Page 12 1/27/2012Page 12 of 2712Page 12 of Duration: Page: 12

13 CONDENSER CONSTRUCTION Most condensers are constructed of two sheets of very thin foil separated by two or three layers of insulation. The foil may be lead or aluminum. The long narrow sheets of foil, separated by the insulation, are wound together into a cylindrical shape. The cylinder is then placed in a small metal can or case. The cap, with condenser lead attached, is put on and the edges of the case pulled down, forcing the cap and seal into tight contact with the case. A spring is sometimes used at the bottom of the case to constantly push the condenser foil cylinder against the cap. This increases the seal pressure, eliminates vibration and series resistance caused by corrosion or vibration. The condenser is hermetically sealed to prevent the entrance of moisture. Condensers will vary in size according to the rated capacities and if standard or heavy duty. An average capacity is around.20 microfarads (capacity measurement). Figure 9 illustrates the construction of the typical condenser. Figure 9: Condenser construction. Unit is hermetically sealed in a metal case. Note how condenser is attached in distributor. Page 13 of 27MFi Page 13 1/27/2012Page 13 of 2713Page 13 of Duration: Page: 13

14 HOW A CONDENSER WORKS A, Figure 10, shows how a condenser is installed in the circuit. The primary circuit flows through the points to the ground and back to the battery. The primary field (magnetic force field) is strong. In B, Figure 10, the points have started to open. The primary field has started to collapse, but no current flows across the points. It has flowed into the condenser. The condenser cannot hold much of a charge but by the time it has become fully charged, the points have opened too far for the current to jump. The primary field collapse will be strong and quick. Latest theory is that at the instant the spark at the plug is formed, the condenser (because of its charge) will discharge back into the primary. It does this because its charge, due to the high-induced voltage in the primary, is higher than the primary after field collapse is complete. See C, Figure 10. Each time the condenser discharges back into the primary windings, it produces another field in the opposite direction and collapses the one just built by its first discharge. The bouncing back and forth is termed oscillatory discharge. It will continue, weaker each time, until completely worn out, or stopped by the closing of the contact points. See D, Figure 10. PRIMARY CIRCUIT COMPLETE You have now traced the flow of current through the primary system. After going on to the ground, it returns to the battery through the metal parts of the car to which the battery is grounded. Be sure you understand how each unit works and its relationship to the other parts. Page 14 of 27MFi Page 14 1/27/2012Page 14 of 2714Page 14 of Duration: Page: 14

15 Figure 10. Oscillatory discharge. A. Steady straight current flow through coil primary, points closed. B. As points open, induced voltage causes current in primary to flow into condenser, creating a voltage difference between insulated foil sheets. C. High charge on insulated foil sheet forces current back through coil primary, sustaining ignition spark. Drained insulated foil sheets then have lower voltage charge than adjacent grounded sheets, current flow again reverses until all coil energy is used up. D. Oscillatory discharge. Page 15 of 27MFi Page 15 1/27/2012Page 15 of 2715Page 15 of Duration: Page: 15

16 SECONDARY CIRCUIT You have seen how the coil produces a high voltage in the secondary circuit. The current flows from the coil to the spark plug. (How it is timed and distributed will be covered shortly.) The current jumps from the center electrode of the plug to the side, or ground, electrode. When it jumps across, it produces a hot spark that ignites the air-fuel mixture. Figure 11: Simplified secondary circuit. The coil secondary winding is connected through the distributor cap, rotor and wiring to the spark plug. SPARK PLUGS The spark plug is a metal shell in which a porcelain insulator is fastened (Figure 12). An electrode extends through the center of the insulator. The metal shell has a short electrode attached to one side. This outer electrode is bent inward to produce the proper gap between it and the center electrode. Page 16 of 27MFi Page 16 1/27/2012Page 16 of 2716Page 16 of Duration: Page: 16

17 Some spark plugs have a built-in resistor, which forms part of the center electrode (Figure 12). The resistor reduces television and radio interference (static) from the high-voltage surges in the ignition secondary circuit. This interference is called radio-frequency interference, or RFI. SPARK PLUG HEAT RANGE AND REACH The heat range of the spark plug determines how hot the plug will get. This depends on the shape of the insulator in the spark plug. It also depends on how far the heat must travel from the center electrode to the much cooler cylinder head. Figure 13 show that if the heat path is long, the plug will run 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. This could soon build up enough to short out the plug. Then the high-voltage surges would leak across the carbon instead of producing a spark across the spark-plug gap. Using a hotter plug will burn this carbon away, or prevent it from forming. Spark-plug reach is the distance from the seat of the shell to its lower edge (Figure 12). If the reach is too long (Figure 13, left), the spark plug will protrude too far into the combustion chamber. This could interfere with the turbulence of the air-fuel mixture and reduce combustion action. Also, a piston could hit the end and damage the engine. However, the plug must reach into the combustion chamber far enough so that the spark gap will be properly positioned in the combustion chamber. Page 17 of 27MFi Page 17 1/27/2012Page 17 of 2717Page 17 of Duration: Page: 17

18 Figure 12: Cutaway resistor-type plug Figure 13: Heat range and reach of the spark plug. Top, the longer the heat path (indicate by arrows), the hotter the plug runs. Page 18 of 27MFi Page 18 1/27/2012Page 18 of 2718Page 18 of Duration: Page: 18

19 DISTRIBUTOR-CAP AND ROTOR ACTION The distributor in the contact-point system is two devices in one. First, the contact points act as a switch. It connects and then disconnects the ignition-coil primary winding and the battery. The second device uses the cap and rotor to form a rotary switch. They act as a distributing system. See figure 14. The rotor has a metal blade. The inner end of the blade has a spring, which contacts the center terminal of the cap. The rotor sits on top of the distributor shaft. As the shaft rotates, the blade of the cap moves past the terminals, which are arranged in a circle around the cap. A spark-plug cable to a spark plug connects each of these outside terminals. When the coil secondary winding produces a high-voltage surge, it passes through a short coil cable to the center terminal of the cap (figure 11). Then the high-voltage surge goes through the rotor blade and jumps to the outer terminal toward which the rotor blade is pointed. From there, it passes through the outer terminal and through the spark-plug cable to the spark plug. The plug produces a spark, which ignites the compressed mixture in the cylinder. The ignition system is timed so that the spark occurs in each cylinder just as the piston approaches TDC on the compression stroke. The distributor-cap terminals are connected to the spark plugs in the firing order of the engine. In an engine with a firing order of , the spark-plug wires would be connected to the cap terminals in that order. The rotor blade passes the cap terminals in that order as the rotor turns. Page 19 of 27MFi Page 19 1/27/2012Page 19 of 2719Page 19 of Duration: Page: 19

20 Figure 14: Distributor cap and rotor. Rotor transfers current from center terminal to outer terminal. CENTRIFUGAL ADVANCE As engine speed increases, the spark must occur in the combustion chamber earlier in the cycle. If the engine is idling, the spark must occur just before the piston reaches TDC on the compression stroke. At low speed, the spark has enough time to ignite the compressed air-fuel mixture. The pressure rise due to combustion approaches maximum as the piston passes TDC and starts down on the power stroke. However, at higher speeds, the spark must occur earlier. The spark must be given enough time to ignite the mixture and initiate combustion. Without this spark advance, the piston would be up over TDC and moving down before the combustion pressures reached a maximum. As a result, the piston would keep ahead of the pressure rise. A weak power stroke would result. If the spark occurs earlier, the mixture burns and the pressure increases to a maximum just as the piston moves through TDC. The higher the engine speed, the earlier the spark must occur. At higher speeds, everything is happening much faster. Page 20 of 27MFi Page 20 1/27/2012Page 20 of 2720Page 20 of Duration: Page: 20

21 To produce the advance based on engine speed, many distributors have a mechanical centrifugal-advance mechanism. Figure 15 shows two types. It has a pair of pivoted advance weights with weight springs. At low speeds, the springs hold the weights in. As speed increases, the centrifugal force on the weights moves them out against the spring tension. This movement causes the cam assembly to move ahead. Figure 15 shows how the weights wrap around the oval-shaped base of the cam assembly. With this design, the higher the engine speed, the faster the shaft turns, the farther out the advance weights move, and the farther ahead the cam assembly is moved forward, or advanced. The action of the centrifugal-advance mechanism is shown in Figure 16. Figure 15: Two different types of centrifugal advance mechanism. The action of the centrifugal-advance mechanism causes the contact points to open and close earlier. Therefore, the ignition coil produces its high-voltage surges earlier and the sparks appear earlier in the combustion chambers. Note: Some electronic ignition systems do not have mechanical advance mechanisms, like the centrifugal advance mechanism described above and the vacuum advance mechanism discussed in the following section. Instead, the spark timing is varied electronically Page 21 of 27MFi Page 21 1/27/2012Page 21 of 2721Page 21 of Duration: Page: 21

22 Figure 16: Centrifugal advance unit action. In A, the engine is idling. Springs draw weights in. Timing has no advance. In B, engine is running at high speed. Centrifugal force has drawn weights outward. As they pivot. The weight toe ends force the cam plate to turns thus advancing the timing. VACUUM ADVANCE When the engine is operating at part throttle, there is a vacuum in the intake manifold. The partly closed throttle valve prevents the maximum amount of airfuel mixture from entering the intake manifold. So less air-fuel mixture enters the engine cylinders on the intake strokes. With less air-fuel mixture in the cylinders, the mixture is not compressed as much during the compression strokes. There is less mixture to compress. With lower compression, the mixture does not burn as fast when ignited. Unless there is some additional spark advance when operating at part throttle, full power from the mixture will not be realized. The piston will be up over TDC and moving down before the combustion pressure reaches maximum. As a result, the piston would keep ahead of the pressure rise and the power stroke would be weak. To produce an advance based on part-throttle operation, intake-manifold vacuum is used. Figure 17 shows a typical mechanism to produce this action. It has a flexible diaphragm that is spring loaded and linked to a movable breaker plate in the distributor. This is the plate on which the contact points are mounted. Page 22 of 27MFi Page 22 1/27/2012Page 22 of 2722Page 22 of Duration: Page: 22

23 A vacuum passage connects the diaphragm chamber to the carburetor, as shown in Figure 18. When the throttle valve is closed, there is no vacuum applied to the vacuum passage. The passage, or port, is above the closed throttle valve, and therefore above intake-manifold vacuum. Figure 17: Vacuum advance mechanism. In A, the carburetor throttle valve is in part throttle position, thus drawing a heavy vacuum. With a vacuum on the left side, atmospheric pressure forces the diaphragm to the left. Diaphragm link will pull cam breaker plate around and advance timing. When throttle is opened and vacuum is lowered, B, the breaker plate primary spring will pull the breaker plate back and retard the timing. The vacuum spring also controls the limits of advance. Page 23 of 27MFi Page 23 1/27/2012Page 23 of 2723Page 23 of Duration: Page: 23

24 When the throttle valve is partly opened (Figure 18), it moves past the opening to the vacuum passage. Now, intake-manifold vacuum is applied, through the vacuum passage, to the diaphragm. The vacuum pulls the diaphragm outward against the spring force. This rotates the breaker plate, as shown in Figure 17. The points are moved ahead so that they open and close earlier. This produces the vacuum advance required to get the most power out of the air-fuel mixture. The vacuum advance does not produce any advance at full throttle. When the throttle valve is wide open, intake-manifold vacuum is almost zero. Therefore, the vacuum-advance mechanism produces no advance. The spring pushes the diaphragm in so the breaker plate takes the position shown in Figure 17. Figure 18: Distributor vacuum advance unit utilize engine vacuum to move distributor breaker plate. Page 24 of 27MFi Page 24 1/27/2012Page 24 of 2724Page 24 of Duration: Page: 24

25 COMBINED CENTRIFUGAL AND VACUUM ADVANCE At any engine speed much above idle, there is some spark advance due to the centrifugal-advance action. Above idle and below wide-open throttle, there could be an additional amount of vacuum advance. However, the amount depends on how much (if any) vacuum there is in the intake manifold. The total advance curve in Figure 19 shows how the centrifugal advance and vacuum advance combine. At 40 mph [64 km/h], the centrifugal-advance mechanism is providing an advance of 15 degrees. With the engine running on part throttle, the vacuum advance supplies an additional 15 degrees. The advances combine to provide the engine with a total spark advance of 30 ( ) degrees. Therefore, the spark is occurring at the spark plug 30 degrees before the piston reaches TDC on the compression stroke. Figure 19 is only typical. The curves would be different for different engines operating under different conditions. Figure 19: Centrifugal and vacuum advances curve in one ignition system. Page 25 of 27MFi Page 25 1/27/2012Page 25 of 2725Page 25 of Duration: Page: 25

26 OPERATION OF CONVENTIONAL TYPE IGNITION SYSTEM Ignition systems use electromagnetic induction to produce a high-voltage spark from the ignition coil. Electromagnetic induction is the creation of a current in a conductor (coil winding) by a moving magnetic field. Current flowing through the primary windings of the coil produces the magnetic field in an ignition coil. The current for the primary windings is supplied through the ignition switch to the positive terminal of the ignition coil. The negative terminal is connected to the ground return through the use of movable mechanical ignition points or through an electronic ignition module. If the primary circuit is completed, current (approximately 2 to 6 amperes) can flow through the primary coil windings. This creates a strong magnetic field inside the coil. When the primary coil winding ground return path connection is "opened," the magnetic field collapses and induces a high-voltage (20,000- to 40,000-volts), low-amperage (20- to 80- milliampere [ma]) current in the secondary coil windings. This high-voltage pulse flows through the coil wire, through the distributor cap and rotor and through the spark plug wires to the spark plugs. For each spark that occurs, the coil must be charged with a magnetic field and then discharged. The ignition components, which regulate the current in the coil primary winding by turning it "on" and "off," are known collectively as the primary ignition circuit. All of the components necessary to create and distribute the high voltage produced in the secondary windings of the coil are called the secondary ignition circuit. The components of each circuit include the following: Primary Ignition Circuit 1. Battery 5. Breaker point 2. Ignition switch 6. Condenser 3. Ballast / Resistor 4. Primary winding of coil Page 26 of 27MFi Page 26 1/27/2012Page 26 of 2726Page 26 of Duration: Page: 26

27 Secondary Ignition Circuit 1. Secondary windings of coil 2. Distributor cap and rotor 3. Spark plug wires 4. Spark plugs Figure 20: Circuit diagram of the conventional type ignition system. The contact breaker performs a dual function of circuit breaker and control switch. 1 Battery, 2 Ignition and starting switch, 3 Ballast resistors, 4 Switch for voltage increase for starting, 5 Ignition coil with primary winding L 1 and secondary winding L 2, 6 Ignition capacitor, 7 Contact breaker (control switch), 8 Ignition distributor, 9 Spark plugs. Page 27 of 27MFi Page 27 1/27/2012Page 27 of 2727Page 27 of 27 Duration: Page: 27

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