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IGNITION SYSTEMS
The fundamental purpose of the ignition system is

to supply a spark inside the cylinder

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 IGNITION SYSTEMS DESIGN
When considering the design of an ignition system
many factors must be taken into account, the
most important of these being:
 Combustion chamber design.
 Air–fuel ratio.
 Engine speed range.
 Engine load.
 Engine combustion temperature.
 Intended use.
 Emission regulations.

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 Cont…
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

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 Cont…
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
The ignition system 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.

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TYPES OF IGNITION SYSTEMS

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GENERATION OF HIGH TENSION

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 Cont…
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 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.

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 Cont…
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.
The two windings are wound on a laminated iron
core to concentrate the magnetism.
Some coils are oil filled to assist with cooling.

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 ADVANCE ANGLE
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.

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 Cont…
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.

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 Cont…
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 centre.

The ideal advance angle may be further refined by

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 ADVANCE MECHANISM
Spark advance is achieved in a number of ways.
The simplest of these being the mechanical system
comprising
-centrifugal advance mechanism
-vacuum (load sensitive) control unit.

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CENTRIFUGAL ADVANCE MECHANISM

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VACUUM ADVANCE MECHANISM

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 Cont…
Manifold vacuum is almost inversely proportional to
the engine load.
Manifold pressure is 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.

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 Cont…
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.

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FUEL CONSUMPTION AND EXHAUST EMISSIONS

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 Cont…
The ignition timing has a significant effect on fuel
consumption, torque, drivability and exhaust emissions.
The three most important pollutants are hydrocarbons
(HC), carbon monoxide (CO) and nitrogen oxides (NOx).
The HC emissions increase as timing is advanced.
NOx emissions also increase with advanced timing due to
the higher combustion temperature.
CO changes very little with timing and is mostly
dependent on the air–fuel ratio.

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BATTERY COIL IGNITION SYSTEM

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Cont…

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 Cont…
The Battery Ignition System consists of the following Main
Parts:
Battery
Ballast Resistor
Ammeter
Ignition Switch
Primary Winding
Contact Breaker
Capacitor
Secondary Winding
Distributor
Spark Plug
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 Cont…
Spark plug
Seals electrodes for the spark to jump across in the
cylinder. Must withstand very high voltages, pressures
and temperatures.

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.

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

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

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 Cont…
Contact breakers (breaker points)
Switches the primary ignition circuit on and off to
charge and discharge the coil.
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.

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 Cont…
HT Distributor
Directs the spark from the coil to each cylinder in a
pre-set sequence.
Centrifugal advance
Changes the ignition timing with engine speed. As
speed increases the timing is advanced.
Vacuum advance
Changes timing depending on engine load. On
conventional systems the vacuum advance is most
important during cruise conditions.

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 Cont…
When the ignition switch is turned ON, the primary circuit is
closed, allowing current to flow through it.
The current creates a magnetic field around the soft iron core
of the coil.
As the breaker points open, the current flows through the
condenser; when they close, the current flows through the
contact breaker.
The condenser charges as the current passes through it, causing
the primary current to decrease, and the magnetic field
collapses.
The change in magnetic field induces a current in the primary
winding in the same direction as the primary current.

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 Cont…
This charges the condenser to a much higher voltage than the
battery, stopping the current flow from the battery.
The condenser discharges into the battery due to these
processes.
Reversing the direction of the primary current and magnetic
field induces a high voltage in the secondary winding.
The high voltage is sent to the distributor via the high-tension
wire.
The distributor connects to the spark plugs through the ignition
harness.
The current passes through each spark plug one by one,
producing sparks for igniting the air-fuel mixture.

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 Advantages of Battery Ignition System
 Higher power output: The Battery Ignition System provides a higher
power output, contributing to better engine performance.
 Improved fuel efficiency: This system helps improve fuel efficiency,
leading to better mileage and reduced fuel consumption.
 No moving parts: With no moving parts, the system offers enhanced
reliability and reduced wear and tear.
 Enhanced combustion: Unlike conventional systems, the Battery
Ignition System ensures more than 90% of the air-fuel mixture gets
burned, leading to better combustion efficiency.
 Strong spark intensity: The system generates a strong spark, ensuring
reliable ignition of the air-fuel mixture for smooth engine operation.

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 Battery Ignition System Disadvantages
Space consumption: The Battery Ignition System requires
more space compared to other electronic ignition systems,
potentially limiting its application in compact engine designs.
Dependency on battery: The system heavily relies on the
battery for generating the spark, and if the battery is
discharged, the engine won't start.
Susceptibility to fouled spark plugs: If the spark plug becomes
fouled or dirty, the system may fail to produce a spark,
requiring regular maintenance to ensure proper functioning.

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MAGNETO IGNITION SYSTEM

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Cont …

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 Cont …
A magneto ignition system comprises several key components
that work together to generate spark for an internal combustion
engine.
These parts include a magneto, which produces electrical
current through rotational motion, a breaker points mechanism
to interrupt the current flow, a condenser to prevent arcing at
the points, and high-tension wires leading to the spark plugs.
Together, these components ensure reliable ignition in various
engines, especially in older vehicles and small engines.

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 Cont …
Engine Start: When the engine starts, it initiates the rotation of
the magneto, generating energy in the form of high voltage.
Grounding and Capacitor Connection: One end of the
magneto is grounded through a contact breaker, and the ignition
capacitor is connected in parallel to it.
Contact Breaker Regulation: The contact breaker is regulated
by a cam, and when it opens, current flows through the
condenser, charging it.
Condenser Acting as a Charger: As the condenser functions as
a charger, the primary current flow reduces, leading to a decrease
in the overall magnetic field generated in the system, thereby
increasing the voltage in the condenser.

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 Cont …
Spark Production: The increased high voltage in the
condenser acts as an EMF (Electromotive Force), producing
the spark at the appropriate spark plug through the distributor.
Speed-Dependent Voltage Generation: Initially, with a low
engine speed, the voltage generated by the magneto is low, but
as the engine's rotating speed increases, the voltage generated
by the magneto and the current flow also increase.
Kick Start Option: To facilitate engine kick-starting, an
external source such as a battery can be used to avoid slow
engine starts.

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 Magneto Ignition System Advantages
 More reliable as there is no battery of connecting cable. Moreover with the coil
ignition unit, if the battery has run down, the engine cannot be started unless a spare
battery is available.
 It is more suitable for ignition at medium to very high engine speeds although there
is a tendency to give excessive voltages in the latter case unless the Magneto is
designed specifically for these high speeds.
 In modern designs of Magneto, using the more recent cobalt steel and nickel
aluminum magnet metals very light and compact units can be made which occupies
a very limited space.
 The more recent Magnetos with modern magnet alloys are capable of giving very
low starting speed ignition characteristics
 The automatic timing of the ignition can now be affected as readily as with coil
ignition.
 The powerful spark at high engine speeds that previously caused the plug electrodes
to burn away can now be prevented by the use of suitable shunts on the Magneto.

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 Magneto Ignition System Disadvantages:
 Not better sparks for low-speed starting.
 It is costly to manufacture and to replace its component parts.
 The half-speed engine driver is usually complex as compared to the coil
ignition system.
 It has an effect over the complete ignition timing range, and with the
ordinary Magneto, the spark timing adjustment affects the voltage or
energy.
 It cannot be easily maintained.

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 Magneto Ignition System Application:
 In the engine where other electricity means not available such as
lawnmowers and chainsaws.
 Aviation Piston Engine and
 Racing Cars.
 In the engine where other electricity means not available such as
lawnmowers and chainsaws.
 Aviation Piston Engine and
 Racing Cars.

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PLUG LEADS (HT)

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Cont…

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 Cont…
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:
 Insulation to withstand 40 000 V systems.
 Temperatures from 40 ° C to 260 ° C
Radio frequency interference suppression.
 160 000 km (100 000 mile) product life.
 Resistance to ozone, corona, and fluids.
 10-year durability.

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Electronic ignition system

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 MECHANICAL SYSTEM DISADVANTAGES
Mechanical problems with the contact breakers, not
the least of which is the limited lifetime.
 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.
 Legislation requires stringent emission limits,which
means the ignition timing must stay in tune for a long
period of time.
Weaker mixtures require more energy from the spark
to ensure successful ignition, even at very high engine
speed.

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 CHANGES
These problems can be overcome by using
-a power transistor to carry out the switching function
-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.

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Cont…

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 Pulse generators
Hall effect pulse generator

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 Pulse generators
Inductive pulse generator

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CAPACITOR DISCHARGE IGNITION

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 Cont…
The CDI works by first stepping up the battery
voltage to about 400 V (DC), using an oscillator and
a transformer, followed by a rectifier.
This high voltage is used to charge a capacitor.
At the point of ignition the capacitor is discharged
through the primary winding of a coil, often by use of
a thyristor.
This rapid discharge through the coil primary will
produce a very high voltage output from the
secondary winding.

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 Cont…
This voltage has a very fast rise time compared with
a more conventional system.
Typically, the rise time for CDI is 3–10 kV/s as
compared with the pure inductive system, which is
300–500 V/s.
This very fast rise time and high voltage will ensure
that even a carbon- or oil-fouled plug will be fired.

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 Cont…
The disadvantage, however, is that the spark
duration is short, which can cause problems
particularly during starting.
This is often overcome by providing the facility for
multi-sparking.
However, when used in conjunction with direct
ignition (one coil for each plug) the spark duration is
acceptable.

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PROGRAMMED IGNITION (with ECU)

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 Cont…
The ignition timing can be accurately matched to the
individual application under a range of operating
conditions.
 Other control inputs can be utilized such as coolant
temperature and ambient air temperature.
 Starting is improved and fuel consumption is reduced,
as are emissions, and idle control is better.
Other inputs can be taken into account such as engine
knock.
 The number of wearing components in the ignition
system is considerably reduced.

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 Cont…
Engine speed and position – crankshaft sensor
Engine load – manifold absolute pressure sensor
Engine temperature – coolant sensor
Detonation – knock sensor
Battery voltage

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 ELECTRONIC CONTROL UNIT
Electronic control unit

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Cont…

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DISTRIBUTORLESS IGNITION

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 DISTRIBUTORLESS IGNITION
A distributorless ignition system is a type of ignition system,
that is consists of multiple induction coils instead of having a
distributor of an electronic ignition system.
This is very different from the traditional and electronic
ignition systems. The coils rest on top of the spark plugs. In
addition, there are no spark plug wires in the system, and it is
electronic.
In this system, the spark plug is fired from the coil and the
timing of the spark plug is controlled by an Ignition Control
Unit (ICU) and Engine Control Unit (ECU), making the system
more efficient and reliable.

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 Components of Distributorless Ignition System
Distributorless ignition system consists of three main components,
are as follows:
Electronic control Module
A crankshaft position sensor, and
Distributoress ignition coil

Electronic Control Module

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 Components of Distributorless Ignition System
Crankshaft Position Sensor
The crankshaft position sensor is a reluctance sensor located
on a reluctance wheel in front of the flywheel or just behind the
front crankshaft pulley. The tooth pattern uses 36–1 teeth,
which are spaced 10 degrees apart for the 36th tooth.
The missing tooth is found at 90 degrees for the number 1 and
4 cylinders before TDC. This reference position is located a
certain number of degrees before TDC to determine the timing
or ignition point as a fixed angle after the reference mark.

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 Components of Distributorless Ignition System
Distributorless Ignition Coil
The distributorless ignition coil consists of low tension
winding that is supplied with battery voltage to a central
terminal. Half of the winding is then connected to the earth in
the module. The high tension windings are different and
particular to cylinders 1 and 4, or 2 and 3.

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 Working of Distributorless Ignition System
The system is generally used only on four or six-cylinder
engines because the control system becomes highly complex
for a higher number of cylinders. Basically, It runs on the
principle of the lost spark. The spark distribution is achieved
through two double-ended coils, which are alternately fired
by the ECU.
And the Ignition timing is achieved by crankshaft speed
and position sensors, as well as load and other
improvements. If one of the coils is fired, a spark is supplied
to two cylinders of the engine, either it maybe 1 and 4, or 2
and 3.

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 Working of Distributorless Ignition System
The spark is delivered to the cylinder on the compression
stroke which normally ignites the mixture. Whereas the spark
in the second cylinder has no effect, as this cylinder is still
completing its exhaust stroke.
Due to the low compression and exhaust gases in the lost spark
cylinder, a voltage of 3 kV is needed for the spark to pass over
the gap. This is similar to the cap voltage of the more
conventional rotor arm. Therefore, the spark generated in the
compression cylinder is not affected.

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Advantages of Distributorless Ignition System
 By using a distributorless ignition system, it can eliminate wear on the moving parts
of the distributor.
 They work through an engine computer that receives a top dead center signal from a
sensor on the flywheel, so they can quickly adjust spark timing to suit a wider range
of driving conditions.
 One of the most benefits is that they can easily adjust for the fuel that you are using.
For example, if you use a low octane fuel, the computer can sense any detonation in
the engine, and minimize the time it takes to deal with the low octane fuel.
 Because the RPM reference signal is raised directly from the crankshaft, it does not
change as it wears out.
 This can eliminate the need to adjust the ignition timing from time to time.
 Distributor-less ignition systems are very reliable and require less maintenance cost.
 There is no distributor to drive, which gives less drag to the engines.

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Disadvantages of Distributorless Ignition System
A distributorless ignition system is more difficult to diagnose
solid-state electronics.
These types of ignition systems tend to be more expensive than
conventional systems.
It requires high voltage wiring from the coil to the spark plug
as in the traditional system.
The main drawback of a distributorless ignition system is its
sensitivity to heat loss.
Distributorless ignition systems are more dependent on
sensors. Because, if one sensor goes off, the whole system will
break.

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 Applications of Distributorless Ignition System
Vehicles with 1.8 L, 2.8 L VR6, and 2.8 L V-6 engines are
manufactured with this system and have been in use for over a
century.
Volkswagen Passat is the first car to be built with a
distributorless ignition system and so far, the manufacturers are
using it in the automobile sector.
Furthermore, this distributorless ignition system is adopted by
some high-end bicycles such as Ducati super sports

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DIRECT IGNITION

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 Cont…
Many automobile engines now use a distributor-less ignition system,
or direct-ignition system, in which a high-voltage pulse is directly applied to
coils that sit on top of the spark plugs (known as coil-on-plug).
The major components of these systems are a coil pack, an ignition module,
a crankshaft reluctor ring, a magnetic sensor, and an electronic control
module.
The ignition module controls the primary circuit to the coils, turning them
on and off.
The reluctor ring is mounted on the crankshaft so that as the crankshaft
rotates the magnetic sensor is triggered by notches in the reluctor ring.
The magnetic sensor provides position information to the electronic control
module, which governs ignition timing.

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Air-cooled and Liquid-cooled IC Engines

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