ELECTRONIC IGNITION SYSTEMS

General. The electronic ignition systems totally remove one area of maintenance from the ignition
system, that of the ignition (contact) points. Also, electronic ignition system produces a higher voltage
than the conventional system, the electronic ignition system usually can fire a fouled spark plug. In the
area of high performance, the electronic ignition system is far superior in that its voltage does not
deteriorate as quickly at high engine speeds as the conventional ignition system. The electronic
ignition system does not contain ignition points that wear, ignition performance does not deteriorate
with mileage.

Description. The electronic ignition system differs from that of a conventional ignition system in that
it consists of a special pulse sending distributor, an electronic control unit, a two-element ballast
resistor, and a special Ignition coil. Also, the ignition breaker points and capacitor used in the
conventional ignition systems have been replaced by a gear like piece called a reluctor and a pickup
unit. The reluctor replaces the distributor cam used in the conventional distributor. The pickup unit is
made up of a permanent magnet, a pole piece, and the coil.

Operation.

1. The ignition primary circuit is connected from the battery, through the ignition switch, through
the primary side of the ignition coil, to the control unit where it is grounded. The secondary
circuit is the same as in the conventional ignition system. The magnetic pulse distributor also is
connected to the control unit.
2. As the distributor shaft rotates, the distributor reluctor turns past the pickup unit, and each of
the eight teeth (on an eight-cylinder engine) on the reluctor pass near the pickup unit once
during each distributor revolution. As the reluctor teeth move close to the pickup unit, voltage
is induced into the pickup unit. That is, as a tooth on the reluctor passes the pickup coil,
magnetic lines of force flow from the permanent magnet, through the pole piece, and through
the reluctor back to the magnet. Voltage is induced in the windings as these magnetic lines of
force pass through the pickup coil. This voltage is carried from the pickup coil to the control
unit by the distributor leads. When the pulse enters the control unit, it signals the control unit to
interrupt the Ignition primary circuit. This causes the primary circuit to collapse and begins the
induction of the magnetic lines of force from the primary side of the coil into the secondary
side of the coil. This induction provides the required voltage to Jump the spark plug gap and
ignite the air-fuel mixture in the combustion chamber.

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3. As the tooth on the reluctor moves away from the pickup unit, the primary circuit is again
completed. The magnetic field again is built up in the primary windings of the Ignition coil,
where it waits for another signal from the pickup unit.
4. The buildup and collapse of the primary circuit takes place very rapidly. This is brought about
by transistor action and the speed of the reluctor.
5. The advantages of an electronic Ignition system are that the transistors in the control unit can
make and break the primary circuit much faster than conventional Ignition points. Higher
primary voltages can be used because this system can be made to handle higher voltages
without harmful effects, whereas ignition points cannot. The quicker switching time of this
system allows longer coil primary circuit buildup and longer induction time when the primary
circuit collapses. This increased time allows the primary circuit to build up more current and
the secondary circuit to discharge more current. The higher secondary current produces a hotter
spark at the spark plug, which allows the engine to operate more efficiently.

Figure 15-16. Transistorized Point Ignition

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Capacitive-Discharge Ignition

The capacitive-discharge system offers several advantages over the other systems. This system is
similar to full transistor-magnetic control, except that certain components have been added to the
primary circuit. These are the power converter, capacitor, and the resistor or silicon controlled rectifier
(SCR). The power converter has an output voltage of 250 to 300 volts. This voltage is used to charge
the capacitor with the resistor in its off condition. When the resistor gate (1) receives a signal from the
pulse generator, the circuit from the anode (2) to the cathode (3) is closed, and the capacitor
immediately discharges at a high rate through the primary. A high secondary voltage can be reached
about 100 times faster with the capacitive discharge system than with the inductive systems. This
decreases spark plug fouling, materially increasing potential spark plug life. Another advantage is that
it uses less current than either the conventional system or the other solid-state systems. This means less
demand on the battery during starts and a potentially longer battery life.

Ignition Timing Devices.

a. General. Spark advances are required so that the spark will occur in the combustion chamber at the
proper time in the compression stroke. At high speed, the spark must appear earlier so the fuel-air
mixture will have ample time to burn and give up its energy to the piston. At part throttle, when the
fuel-air mixture is less highly compressed, a spark advance is required to ignite the slower-burning
mixture in ample time for it to burn and deliver its power. Centrifugal and vacuum advance
mechanisms produce these advances.

b. Vacuum Control (Fig. 15-19). The vacuum advance mechanism makes use of a vacuum chamber
connected to the intake manifold and a vacuum diaphragm linked to the breaker plate assembly. The
breaker plate is supported so it can turn back and forth a few degrees. When there is a wide-open
throttle and little or no vacuum in the intake manifold, a full measure of fuel-air mixture is entering the
cylinders and no spark advance beyond the centrifugal advance is needed. But when the throttle is
closed partially, part of the fuel-air mixture is throttled off and the mixture entering the cylinders is
less highly compressed. For satisfactory combustion, the spark must be advanced further beyond the
advance produced by the centrifugal mechanism. To secure this additional advance, the vacuum line
admits manifold vacuum to the vacuum passage, thereby allowing atmospheric pressure to push the
diaphragm inward, compressing the return spring. This movement, through the linkage from the
diaphragm, causes the breaker plate to be turned ahead so that the contacts are opened and closed
earlier in the cycle. This advances the spark. Usually, the vacuum line is tapped into the carburetor just
at the upper edge of the throttle valve when it is closed. This permits no advance on idle but causes a
vacuum advance as the throttle valve is opened so its edge moves past the vacuum passage.
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c. Centrifugal Control (Fig. 15-20). The centrifugal advance mechanism is located in the distributor
housing and consists essentially of a pair of weights mounted on pins on a weight base and linked by
weight springs to the advance cam. When idling, the springs hold the advance cam in a no-advance
position. As speed increases, the centrifugal force on the weight causes them to move out. This action
forces the toggles on the weights to move against the advance cam so the cam is pushed ahead against
the spring tension. As the advance cam turns ahead, the breaker cam lobes open and close the contacts
earlier in the cycle. This advances the ignition timing.

d. Computerized Control (Fig. 15-21). The trend in modern automotive design is to use a computer to
control ignition advance. Electronic ignition is very adaptable to computer control because the
amplifier circuit can be integrated right into the computer module. With this arrangement the ignition
timing is regulated within the module by electronically regulating the signal from the distributor
pickup to the amplifier. This is the job of the computer. The computer establishes the proper ignition
timing based on signals it receives from various sensors on the engine. The sensors provide
information such as engine speed, throttle position, coolant temperature, ambient temperature, and
manifold vacuum. The computer is able to change ignition timing many hundreds’ of times per second
in contrast to mechanical devices that are slow to react to the engine’s needs. Because of this, a
computer- controlled system of spark advance will allow the engine to be more responsive while
running on leaner fuel mixtures. This will result in a cleaner running, more economical engine.

Figure 15-18. Capacitive-Discharge Ignition System

MAGNETO IGNITION SYSTEMS

General.

a. Ignition of the fuel-air mixture in the combustion chamber of the gasoline engine requires an electric
spark. The electric spark can be produced in two ways: by magneto Ignition or by battery Ignition. The
magneto is a compact combination of generator, Ignition coil, and distributor. It requires no battery.
Voltage is induced within the magneto by relative movement between a coil and the poles of a
permanent magnet.

b. The problem in magneto ignition is to generate a spark of sufficient voltage to ignite the fuel-air
mixture instantly and to synchronize the spark with the engine cycle so that maximum power will be
realized from the combustion. The fundamental units are listed below:

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Figure 15-22. Typical Magneto System.

1. A means of developing electricity.

c. The first four units are contained within the magneto. The spark plug supplies the fifth unit, wiring
and switches make up the sixth unit. The same four fundamental units that make up the magneto also
can be classified broadly as just two parts: a generator and a transformer. The generator provides a
means of inducing low voltage in a primary circuit. The transformer changes the low voltage of the
primary circuit to the high voltage in a secondary circuit so that an extremely hot spark can be
produced across the spark plug gap.

d. The magneto ignition system generally is reliable, requires little maintenance, and does not have a
battery to run down or wear out. Its principal disadvantage is that it turns so slowly during the
cranking of the engine that a hot spark is not produced. Therefore, a supplementary high-voltage
source must be provided. This may be a booster magneto or a high-tension coil to which primary
current is supplied by a battery. In some magnetos, an Impulse starter is provided that produces high
armature speeds at engine cranking speeds to provide a hot spark.

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Source of Electrical Energy.

In studying the magneto, it should be understood that three things are necessary to Induce voltage: an
electrical conductor, a magnetic field, and relative motion between the field and the conductor. In the
magneto, a permanent magnet supplies the magnetic field, a wire coil is the conductor, and the engine
provides mechanical energy for motion between the field and the conductor. There are two types of
magnetos: armature-wound, in which the coil moves while the magnets are stationary; and the inductor
type, in which the reverse is true, the magnets move and the coil is stationary. In the inductor type, for
example, a rotor that is a permanent magnet is used to direct the magnetic field flow through the
windings, first in one direction and then in the other. Because the winding is stationary, it is easier to
make connections from it. Either type of construction satisfies the first requirement of an electric
ignition system, that Is, a means of developing electrical energy.

Transforming Device. Most engines require about 15,000 volts at the spark gap in the cylinder. The
problem when the magneto is used is to raise the low voltage induced in the conductor (primary
winding) to the required high voltage. This is accomplished in the same way that it is in the battery
ignition coil. When the current in the primary winding or conductor is at its maximum flow, the circuit
Is broken suddenly, collapsing the electromagnetic field set up around the primary circuit as the result
of current flow. The lines of force in the field collapse at an extremely high rate of speed across the
secondary winding, which is made up of many turns of fine wire, whereas the primary winding is
composed of relatively few turns of coarser wire. This rapid movement of the lines of force across the
secondary winding induces a momentarily high voltage in the secondary winding, in proportion to the
ratio of the number of turns on the primary winding to the number on the secondary winding. This
makes about 15,000 volts available at the spark gap.

Interrupting Device.

a) Breaker Points. The interrupting device, which breaks the primary circuit when the high
voltage spark is desired, is a set of breaker points. One end of the primary winding is connected
to a ground; the other to the insulated breaker point. When the points are closed, the circuit is
completed through them to a ground; when open, the circuit is broken. Lobes on a cam actuate
the breaker points, Interrupting the primary circuit and timing the Induction of maximum
voltage in the secondary circuit. The cam is mounted on either the armature or rotating magnet.
b) Capacitor. When the breaker points are opened, the current then flowing in the primary circuit
tends to arc across the points due to self-induction. This reduces the speed with which the
circuit is broken and the magnetic field collapses. This action is controlled by inserting a
capacitor in parallel with the breaker points. When the primary circuit is broken, the capacitor
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 receives the surge of current and then, on discharging, reverses the normal flow of current. The
capacitor thus hastens the collapse of the magnetic field around the primary winding and
increases the amount of voltage induced.

Distributor.

a. The magneto distribution operates much the same as the battery ignition distributor (para 15-3). The
distributor rotor, which directs the electrical impulses in proper order to the cylinders, usually is driven
through suitable gearing, at one-half crankshaft speed. This ratio ensures that each cylinder will be
fired during the cycles of the engine. The cam is much larger than those used in battery ignition
distributors and contains the contact spring and cam electrode that, together, serve the same purpose as
the rotor segment in a battery ignition distributor. That is, the cam electrode connects the high-tension
center electrode (connected to secondary of coil) to each of the outer distributor electrodes in turn.
These outer electrodes are connected by high-tension leads to the spark plugs.

b. One end of the secondary winding is connected to the primary. The other end terminates at the high-
tension insert, which is a piece of metal extending through the Bakelite case covering the coil. The
high-tension voltage developed in the secondary coil passes through the insert to a contactor such as
the high-tension contact spring in the magneto cover. From there, it goes to the center electrode and
then, internally, through the distributor rotor to the outer electrodes. The rotor is timed so that the cam
electrode will line up with the center electrodes to which spark plug leads are connected, at the proper
time for igniting the fuel-air charges in the cylinders.

c. The spark plug assembly provides a gap where a surge of high voltage may cause a spark to ignite
the fuel-air mixture. One spark plug electrode is connected to the high-tension cables from the
distributor blocks; the other is fastened to a ground. Most air-cooled engines have two spark plugs for
each cylinder and two separate magnetos for the ignition system. The second spark plug ensures better
combustion and is added insurance against ignition failure.

d. The high-tension wires that conduct the current from the distributor blocks to the spark plugs are
commonly called the ignition harness. As a magneto ignition system transmits a form of high-
frequency current, radiations emanating from it during operation will interfere with radio reception if
the Ignition system is not shielded. This shielding is a metal covering of woven construction that
surrounds the wires. Plain metallic shields cover the distributor blocks and booster coil. The shielding
is grounded to the engine so that it can pick up the undesirable radiations from the magneto and carry
them directly to a ground. The radiations are thus prevented from reaching the vehicle’s radio aerial
and interfering with reception.

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Booster Coil. Magneto speed during cranking is not high enough to develop a hot spark. An external
source of high-tension current for starting is provided, either by a booster magneto or by a high-
tension coil, with the primary current being supplied by a battery. The coil method is most common.
Current from the booster coil, which operates just like the coil in the battery ignition system, is
conducted to the booster electrode of the magneto. This connects the booster coil with the magneto
primary coil when the contacts open, thereby causing a current surge through the primary (from the
booster coil), which produces a rapid change of magnetic field strength in the primary. This action
Induces in the secondary a high-voltage surge sufficiently strong to fire the plugs.

Magneto Switches.

a. Because the magneto is self-energizing, it cannot be turned off by disconnecting it from some
external source of energy as in the battery ignition system. Instead, the magneto coil must be
grounded. Because one end of the magneto coil is grounded already, grounding the other (or
breaker point) end effectively will prevent the magneto from producing high voltage surges.
This is accomplished by means of a grounding switch on the vehicle instrument panel. When
the switch is turned off, contacts in the switch are closed and the magneto coil is grounded
through them. The magneto, booster, and main-engine starter switches all are located together
in the same housing. The main magneto switch actually has four positions because, in the
application shown, four magnetos are used. The four positions are OFF (all magnetos
grounded), A (two of the magnetos that fire the plugs in the accessory ends of cylinders are
ungrounded and operative), F (the two magnetos that fire the plugs in the flywheel ends of the
cylinders are ungrounded and operative), and BOTH (all four magnetos are operative).
b. The magneto switch is mounted in the same housing with the booster and the main-engine
starter switch. This places the switches that must be operated for starting together. The starter
switch, when operated, closes a relay that, in turn, brings the starter into operation. At the same
time that the starter switch is operated, the booster switch also must be operated. This switch,
just next to the starter switch, connects the booster coil to the circuit when closed. Both the
starter switch and the booster switch are spring loaded and so placed that their levers must be
brought down and pivoted toward each other for closing. Thus, both can be closed by the
thumb and fingers of one hand. If the magneto switch has been turned to BOTH meantime, the
starter will crank the engine while the booster coil will aid the magnetos to produce ignition.
The combination then produces starting, provided other conditions are normal. When the
starter-switch and booster-switch levers are released, they return automatically to their OFF
positions.

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Figure 15-24. Magneto Control System. (Part A)

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Figure 15-24. Magneto Control System. (Part B)

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