Ignition system - Wikipedia 8/28/20, 1(16 PM

Ignition system
An ignition system generates a spark or heats an electrode to a high temperature to ignite a fuel-air
mixture in spark ignition internal combustion engines, oil-fired and gas-fired boilers, rocket engines,
etc. The widest application for spark ignition internal combustion engines is in petrol (gasoline) road
vehicles such as cars and motorcycles.

Compression ignition Diesel engines ignite the fuel-air mixture by the heat of compression and do not
need a spark. They usually have glowplugs that preheat the combustion chamber to allow starting in
cold weather. Other engines may use a flame, or a heated tube, for ignition. While this was common
for very early engines it is now rare.

The first electric spark ignition was probably Alessandro Volta's toy electric pistol from the 1780s.

Siegfried Marcus patented his "Electrical igniting device for gas engines" on 7 October 1884.

Contents
History
Magneto systems
Switchable systems
Battery and coil-operated ignition
Modern ignition systems
Mechanically timed ignition
Electronic ignition
Digital electronic ignitions
Engine management
Turbine, jet and rocket engines
See also
References
External links

History

Magneto systems

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The simplest form of spark ignition is that using a magneto. The

engine spins a magnet inside a coil, or, in the earlier designs, a
coil inside a fixed magnet, and also operates a contact breaker,
interrupting the current and causing the voltage to be increased
sufficiently to jump a small gap. The spark plugs are connected
directly from the magneto output. Early magnetos had one coil,
with the contact breaker (sparking plug) inside the combustion
chamber. In about 1902, Bosch introduced a double-coil
magneto, with a fixed sparking plug, and the contact breaker
outside the cylinder. Magnetos are not used in modern cars, but
because they generate their own electricity they are often found Magneto ignition coil.
on small engines such as those found in mopeds, lawnmowers,
snowblowers, chainsaws, etc. where a battery-based electrical
system is not present for any combination of necessity, weight, cost, and reliability reasons. They are
also used on piston-engined aircraft engines. Although an electrical supply is available, magneto
systems are used mainly because of their higher reliability.

Magnetos were used on the small engine's ancestor, the stationary "hit and miss" engine which was
used in the early twentieth century, on older gasoline or distillate farm tractors before battery starting
and lighting became common, and on aircraft piston engines. Magnetos were used in these engines
because their simplicity and self-contained operation was more reliable, and because magnetos
weighed less than having a battery and dynamo or alternator.

Aircraft engines usually have dual magnetos to provide redundancy in the event of a failure, and to
increase efficiency by thoroughly and quickly burning the fuel air mix from both sides towards the
center. The Wright brothers used a magneto invented in 1902 and built for them in 1903 by Dayton,
Ohio inventor, Vincent Groby Apple.[1] Some older automobiles had both a magneto system and a
battery actuated system (see below) running simultaneously to ensure proper ignition under all
conditions with the limited performance each system provided at the time. This gave the benefits of
easy starting (from the battery system) with reliable sparking at speed (from the magneto).

Many modern magneto systems (except for small engines) have removed the second (high voltage)
coil from the magneto itself and placed it in an external coil assembly similar to the ignition coil
described below. In this development, the induced current in the coil in the magneto also flows
through the primary of the external coil, generating a high voltage in the secondary as a result. Such a
system is referred to as an 'energy transfer system'. Energy transfer systems provide the ultimate in
ignition reliability.

Switchable systems
The output of a magneto depends on the speed of the engine, and therefore starting can be
problematic. Some magnetos include an impulse system, which spins the magnet quickly at the
proper moment, making easier starting at slow cranking speeds. Some engines, such as aircraft but
also the Ford Model T, used a system which relied on non rechargeable dry cells, (similar to a large

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flashlight battery, and which was not maintained by a charging system as on modern automobiles) to
start the engine or for starting and running at low speed. The operator would manually switch the
ignition over to magneto operation for high speed operation.

To provide high voltage for the spark from the low voltage batteries, a 'tickler' was used, which was
essentially a larger version of the once widespread electric buzzer.
With this apparatus, the direct current passes through an
electromagnetic coil which pulls open a pair of contact points,
interrupting the current; the magnetic field collapses, the spring-
loaded points close again, the circuit is reestablished, and the
cycle repeats rapidly. The rapidly collapsing magnetic field,
however, induces a high voltage across the coil which can only
relieve itself by arcing across the contact points; while in the case
of the buzzer this is a problem as it causes the points to oxidize
Switchable magneto ignition circuit,
and/or weld together, in the case of the ignition system this
with starting battery.
becomes the source of the high voltage to operate the spark plugs.

In this mode of operation, the coil would "buzz" continuously,

producing a constant train of sparks. The entire apparatus was known as the 'Model T spark coil' (in
contrast to the modern ignition coil which is only the actual coil component of the system). Long after
the demise of the Model T as transportation they remained a popular self-contained source of high
voltage for electrical home experimenters, appearing in articles in magazines such as Popular
Mechanics and projects for school science fairs as late as the early 1960s. In the UK these devices
were commonly known as trembler coils and were popular in cars pre-1910, and also in commercial
vehicles with large engines until around 1925 to ease starting.

The Model T magneto (built into the flywheel) differed from modern implementations by not
providing high voltage directly at the output; the maximum voltage produced was about 30 volts, and
therefore also had to be run through the spark coil to provide high enough voltage for ignition, as
described above, although the coil would not "buzz" continuously in this case, only going through one
cycle per spark. In either case, the low voltage was switched to the appropriate spark plug by the timer
mounted on the front of the engine. This performed the equivalent function to the modern
distributor, although by directing the low voltage, not the high voltage as for the distributor. The
ignition timing was adjustable by rotating this mechanism through a lever mounted on the steering
column. As the precise timing of the spark depends on both the 'timer' and the trembler contacts
within the coil, this is less consistent than the breaker points of the later distributor. However, for the
low speed and the low compression of such early engines, this imprecise timing was acceptable.

Battery and coil-operated ignition

With the universal adoption of electrical starting for automobiles, and the availability of a large
battery to provide a constant source of electricity, magneto systems were abandoned for systems
which interrupted current at battery voltage, using an ignition coil to step the voltage up to the needs

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of the ignition, and a distributor to route the ensuing pulse to the correct spark plug at the correct
time.

The Benz Patent-Motorwagen and the Ford Model T used a trembler coil ignition system. A trembler
coil was a battery-powered induction coil; the trembler interrupted the current through the coil and
caused a quick series of sparks during each firing. The trembler coil would be energized at an
appropriate point in the engine cycle. In the Model T, the four-cylinder engine had a trembler coil for
each cylinder; a commutator (timer case) delivered power to the trembler coils. The Model T would be
started on battery but then switched to an alternator.[2]

An improved ignition system was developed by the Dayton Engineering Laboratories Co. (Delco) and
introduced in the 1910 Cadillac. This ignition was developed by Charles Kettering and was a wonder in
its day. It consisted of a single ignition coil, breaker points (the switch), a capacitor (to prevent the
points from arcing at break) and a distributor (to direct the spark from the ignition coil to the correct
cylinder).

The points allow the coil magnetic field to build. When the points open by a cam arrangement, the
magnetic field collapses inducing an EMF in the primary that is much larger than the battery voltage
and the transformer action produces a large output voltage (20 kV or greater) from the secondary.

The capacitor suppresses arcing at the points when they open; without the capacitor, the energy
stored in the coil would be expended at an arc across the points rather than at the spark plug gap. The
Kettering system became the primary ignition system for many years in the automotive industry due
to its lower cost, and relative simplicity.

Modern ignition systems

The ignition system is typically controlled by a key operated Ignition switch.

Mechanically timed ignition

Most four-stroke engines have used a mechanically timed electrical ignition system. The heart of the
system is the distributor. The distributor contains a rotating cam driven by the engine's drive, a set of
breaker points, a condenser, a rotor and a distributor cap. External to the distributor is the ignition
coil, the spark plugs and wires linking the distributor to the spark plugs and ignition coil. (see diagram
Below)

The system is powered by a lead-acid battery, which is charged by the car's electrical system using a
dynamo or alternator. The engine operates contact breaker points, which interrupt the current to an
induction coil (known as the ignition coil).

The ignition coil consists of two transformer windings — the primary and secondary. These windings
share a common magnetic core. An alternating current in the primary induces an alternating
magnetic field in the core and hence an alternating current in the secondary. The ignition coil's

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secondary has more turns than the primary. This is a step-up

transformer, which produces a high voltage from the secondary winding.
The primary winding is connected to the battery (usually through a
current-limiting ballast resistor). Inside the ignition coil one end of each
winding is connected together. This common point is taken to the
capacitor/contact breaker junction. The other, high voltage, end of the
secondary is connected to the distributor's rotor.

The ignition firing sequence begins with the points (or contact breaker)
closed. A steady current flows from the battery, through the current-
limiting resistor, through the primary coil, through the closed breaker
points and finally back to the battery. This current produces a magnetic
Top of distributor cap with
field within the coil's core. This magnetic field forms the energy reservoir
wires and terminals
that will be used to drive the ignition spark.

As the engine crankshaft turns, it also turns the distributor shaft at half
the speed. In a four-stroke engine, the crankshaft turns twice for the
ignition cycle. A multi-lobed cam is attached to the distributor shaft;
there is one lobe for each engine cylinder. A spring-loaded rubbing block
follows the lobed portions of the cam contour and controls the opening
and closing of points. During most of the cycle, the rubbing block keeps
the points closed to allow a current to build in the ignition coil's primary
winding. As a piston reaches the top of the engine's compression cycle,
the cam's lobe is high enough to cause the breaker points to open.
Opening the points causes the current through the primary coil to stop.
Without the steady current through the primary, the magnetic field
generated in the coil immediately collapses. This high rate of change of
Rotor contacts inside
magnetic flux induces a high voltage in the coil's secondary windings
distributor cap
that ultimately causes the spark plug's gap to arc and ignite the fuel.

The spark generation story is a little more complicated. The

purpose of the ignition coil is to make a spark that jumps the
spark plug's gap, which might be 0.025 inches (0.64 mm) (it also
has to jump the rotor-to-distributor-post gap). At the moment the
points open, there is a much smaller gap, say about 0.00004
inches (0.001 mm), across the points. Something must be done to
prevent the points from arcing as they separate; if the points arc,
then they will drain the magnetic energy that was intended for the
spark plug. The capacitor (condenser) performs that task. The
capacitor temporarily keeps the primary current flowing so the
voltage across the points is below the point's arcing voltage. There
is a race: the voltage across the points is increasing as the primary Ignition circuit diagram for
current charges the capacitor, but at the same time the points' mechanically timed ignition
separation (and consequent arcing voltage) is increasing.
Ultimately, the point separation will increase to something such

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as 0.015 inches (0.38 mm), the maximum separation of the points.

In addition to staying below the arcing voltage, the ignition system keep the voltage across the points
below the breakdown voltage for an air gap to prevent a glow discharge across the points. Such a glow
discharge would quickly transition to an arc, and the arc would prevent the spark plug from firing.
The minimum voltage for a glow discharge in air is about 320 V. Consequently, the capacitor value is
chosen to also keep the voltage across the points to be less than 320 V. Keeping the points from arcing
when they separate is the reason the ignition coil includes a secondary winding rather than using just
a simple inductor. If the transformer has a 100:1 ratio, then the secondary voltage can reach 30 kV.

The ignition coil's high voltage output is connected to the rotor that sits on top of the distributor shaft.
Surrounding the rotor is the distributor cap. The arrangement sequentially directs the output of the
secondary winding to the appropriate spark plugs. The high voltage from the coil's secondary
(typically 20,000 to 50,000 volts) causes a spark to form across the gap of the spark plug that in turn
ignites the compressed air-fuel mixture within the engine. It is the creation of this spark which
consumes the energy that was stored in the ignition coil's magnetic field.

The flat twin cylinder 1948 Citroën 2CV used one double ended coil without a distributor, and just
contact breakers, in a wasted spark system.

Some two-cylinder motorcycles and motor scooters had two contact points feeding twin coils each
connected directly to one of the two sparking plugs without a distributor; e.g. the BSA Thunderbolt
and Triumph Tigress.

High performance engines with eight or more cylinders that operate at high r.p.m. (such as those used
in motor racing) demand both a higher rate of spark and a higher spark energy than the simple
ignition circuit can provide. This problem is overcome by using either of these adaptations:

Two complete sets of coils, breakers and condensers can be provided - one set for each half of
the engine, which is typically arranged in V-8 or V-12 configuration. Although the two ignition
system halves are electrically independent, they typically share a single distributor which in this
case contains two breakers driven by the rotating cam, and a rotor with two isolated conducting
planes for the two high voltage inputs.
A single breaker driven by a cam and a return spring is limited in spark rate by the onset of
contact bounce or float at high rpm. This limit can be overcome by substituting for the breaker a
'pair of breakers' (aka "dual points") that are connected electrically in parallel but spaced on
opposite sides of the cam so they are driven out of phase. Each breaker then switches current
flow at half the rate of a single breaker and the "dwell" time for current buildup in the coil is

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maximized since it is shared between the breakers, one contact set being the "make" pair and the
second being the "break" pair. The Lamborghini V-8 engine has both these adaptations and
therefore uses two ignition coils and a single distributor that contains 4 contact breakers.

A distributor-based system is not greatly different from a magneto system except that more separate
elements are involved. There are also advantages to this arrangement. For example, the position of
the contact breaker points relative to the engine angle can be changed a small amount dynamically,
allowing the ignition timing to be automatically advanced with increasing revolutions per minute
(RPM) or increased manifold vacuum, giving better efficiency and performance.

However it is necessary to check periodically the maximum opening gap of the breaker(s), using a
feeler gauge, since this mechanical adjustment affects the "dwell" time during which the coil charges,
and breakers should be re-dressed or replaced when they have become pitted by electric arcing. This
system was used almost universally until the 1972, when electronic ignition systems started to appear.

Electronic ignition
The disadvantage of the mechanical system is the use of breaker points to interrupt the low-voltage
high-current through the primary winding of the coil; the points are subject to mechanical wear where
they ride the cam to open and shut, as well as oxidation and burning at the contact surfaces from the
constant sparking. They require regular adjustment to compensate for wear, and the opening of the
contact breakers, which is responsible for spark timing, is subject to mechanical variations.

In addition, the spark voltage is also dependent on contact effectiveness, and poor sparking can lead
to lower engine efficiency. A mechanical contact breaker system cannot control an average ignition
current of more than about 3 A while still giving a reasonable service life, and this may limit the power
of the spark and ultimate engine speed.

Electronic ignition (EI) solves these problems. In the initial

systems, points were still used but they handled only a low
current which was used to control the high primary current
through a solid state switching system. Soon, however, even these
contact breaker points were replaced by an angular sensor of Example of a basic electronic ignition
some kind - either optical, where a vaned rotor breaks a light system.
beam, or more commonly using a Hall effect sensor, which
responds to a rotating magnet mounted on the distributor shaft.
The sensor output is shaped and processed by suitable circuitry, then used to trigger a switching
device such as a thyristor, which switches a large current through the coil.

The first electronic ignition (a cold cathode type) was tested in 1948 by Delco-Remy,[3] while Lucas
introduced a transistorized ignition in 1955, which was used on BRM and Coventry Climax Formula
One engines in 1962.[3] The aftermarket began offering EI that year, with both the AutoLite Electric
Transistor 201 and Tung-Sol EI-4 (thyratron capacitive discharge) being available.[4] Pontiac became
the first automaker to offer an optional EI, the breakerless magnetic pulse-triggered Delcotronic, on

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some 1963 models; it was also available on some Corvettes.[4] The first commercially available all
solid-state (SCR) capacitive discharge ignition was manufactured by Hyland Electronics in Canada
also in 1963. Ford fitted a FORD designed breakerless system on the Lotus 25s entered at
Indianapolis the next year, ran a fleet test in 1964, and began offering optional EI on some models in
1965. This electronic system was utilized on the GT40s campaigned by Shelby American and Holman
and Moody. Robert C. Hogle, Ford Motor Company, presented the, "Mark II-GT Ignition and
Electrical System", Publication #670068, at the SAE Congress, Detroit, Michigan, January 9-13, 1967.
Beginning in 1958, Earl W. Meyer at Chrysler worked on EI, continuing until 1961 and resulting in use
of EI on the company's NASCAR hemis in 1963 and 1964.[4]

Prest-O-Lite's CD-65, which relied on capacitance discharge (CD), appeared in 1965, and had "an
unprecedented 50,000 mile warranty."[4] (This differs from the non-CD Prest-O-Lite system
introduced on AMC products in 1972, and made standard equipment for the 1975 model year.)[4] A
similar CD unit was available from Delco in 1966,[3] which was optional on Oldsmobile, Pontiac, and
GMC vehicles in the 1967 model year.[4] Also in 1967, Motorola debuted their breakerless CD
system.[4] The most famous aftermarket electronic ignition which debuted in 1965, was the Delta
Mark 10 capacitive discharge ignition, which was sold assembled or as a kit.

The Fiat Dino was the first production car to come standard with EI in 1968, followed by the Jaguar
XJ Series 1[5] in 1971, Chrysler (after a 1971 trial) in 1973 and by Ford and GM in 1975.[4]

In 1967, Prest-O-Lite made a "Black Box" ignition amplifier, intended to take the load off the
distributor's breaker points during high rpm runs, which was used by Dodge and Plymouth on their
factory Super Stock Coronet and Belvedere drag racers.[4] This amplifier was installed on the interior
side of the cars' firewall, and had a duct which provided outside air to cool the unit. The rest of the
system (distributor and spark plugs) remains as for the mechanical system. The lack of moving parts
compared with the mechanical system leads to greater reliability and longer service intervals.

Chrysler introduced breakerless ignition in mid-1971 as an option for its 340 V8 and the 426 Street
Hemi. For the 1972 model year, the system became standard on its high-performance engines (the
340 cu in (5.6 l) and the four-barrel carburetor-equipped 400 hp (298 kW) 400 cu in (7 l)) and was an
option on its 318 cu in (5.2 l), 360 cu in (5.9 l), two-barrel 400 cu in (6.6 l), and low-performance
440 cu in (7.2 l). Breakerless ignition was standardised across the model range for 1973.

For older cars, it is usually possible to retrofit an EI system in place of the mechanical one. In some
cases, a modern distributor will fit into the older engine with no other modifications, like the H.E.I.
distributor made by General Motors, the Hot-Spark electronic ignition conversion kit, and the
Chrysler breakerless system.

Other innovations are currently available on various cars. In some models, rather than one central
coil, there are individual coils on each spark plug, sometimes known as direct ignition or coil on plug
(COP). This allows the coil a longer time to accumulate a charge between sparks, and therefore a
higher energy spark. A variation on this has each coil handle two plugs, on cylinders which are 360
degrees out of phase (and therefore reach top dead center (TDC) at the same time); in the four-cycle
engine this means that one plug will be sparking during the end of the exhaust stroke while the other
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fires at the usual time, a so-called "wasted spark" arrangement which has no drawbacks apart from
faster spark plug erosion; the paired cylinders are 1/4 and 2/3 on four cylinder arrangements, 1/4,
6/3, 2/5 on six cylinder engines and 6/7, 4/1, 8/3 and 2/5 on V8 engines.[6] Other systems do away
with the distributor as a timing apparatus and use a magnetic crank angle sensor mounted on the
crankshaft to trigger the ignition at the proper time.

Digital electronic ignitions

At the turn of the 21st century digital electronic ignition modules
became available for small engines on such applications as
chainsaws, string trimmers, leaf blowers, and lawn mowers. This
was made possible by low cost, high speed, and small footprint
microcontrollers. Digital electronic ignition modules can be Plugtop coil from Honda (one of six)
designed as either capacitor discharge ignition (CDI) or inductive
discharge ignition (IDI) systems. Capacitive discharge digital
ignitions store charged energy for the spark in a capacitor within the module that can be released to
the spark plug at virtually any time throughout the engine cycle via a control signal from the
microprocessor. This allows for greater timing flexibility, and engine performance; especially when
designed hand-in-hand with the engine carburetor.

Engine management
In an Engine Management System (EMS), electronics control fuel delivery and ignition timing.
Primary sensors on the system are crankshaft angle (crankshaft or TDC position), airflow into the
engine and throttle position. The circuitry determines which cylinder needs fuel and how much, opens
the requisite injector to deliver it, then causes a spark at the right moment to burn it. Early EMS
systems used an analogue computer to accomplish this, but as embedded systems dropped in price
and became fast enough to keep up with the changing inputs at high revolutions, digital systems
started to appear.

Some designs using an EMS retain the original ignition coil, distributor and high-tension leads found
on cars throughout history. Other systems dispense with the distributor altogether and have
individual coils mounted directly atop each spark plug. This removes the need for both distributor
and high-tension leads, which reduces maintenance and increases long-term reliability.

Modern EMSs read in data from various sensors about the crankshaft position, intake manifold
temperature, intake manifold pressure (or intake air volume), throttle position, fuel mixture via the
oxygen sensor, detonation via a knock sensor, and exhaust gas temperature sensors. The EMS then
uses the collected data to precisely determine how much fuel to deliver and when and how far to
advance the ignition timing. With electronic ignition systems, individual cylinders can have their own
individual timing so that timing can be as aggressive as possible per cylinder without fuel detonation.
As a result, sophisticated electronic ignition systems can be both more fuel efficient, and produce
better performance over their counterparts.

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Turbine, jet and rocket engines

Gas turbine engines, including jet engines, have a CDI system using one or more ignitor plugs, which
are only used at startup or in case the combustor(s) flame goes out.

Rocket engine ignition systems are especially critical. If prompt ignition does not occur, the
combustion chamber can fill with excess fuel and oxidiser and significant overpressure can occur (a
"hard start") or even an explosion. Rockets often employ pyrotechnic devices that place flames across
the face of the injector plate, or, alternatively, hypergolic propellants that ignite spontaneously on
contact with each other. The latter types of engines do away with ignition systems entirely and cannot
experience hard starts, but the propellants are highly toxic and corrosive.

See also
Electromagnetism
Faraday's law of induction
Saab Direct Ignition
Spark-ignition

References
1. Vincent Groby Apple (1874-1932) with article at daytonHistoryBooks.com (http://www.daytonhistor
ybooks.com/manwhorivaled.html) and also at findAGrave.com (https://www.findagrave.com/memo
rial/90945305)
2. Patterson, Ron; Coniff, Steve (November–December 2003). "The Model T Ford Ignition System &
Spark Timing" (http://www.fordmodelt.net/downloads/Model%20T%20Ignition.pdf) (PDF). Model T
Times.
3. Super Street Cars, 9/81, p.34.
4. Super Street Cars, 9/81, p.35.
5. "The new Jaguar V12 - Motor Sport Magazine Archive" (https://www.motorsportmagazine.com/arc
hive/article/april-1971/61/new-jaguar-v12). Motor Sport Magazine. 7 July 2014.
6. northstarperformance.com (http://www.northstarperformance.com/firingorder.gif), fixya.com (http://
www.fixya.com/uploads/images/11_24_2012_2_18_36_am.gif), i.fixya.net (http://i.fixya.net/upload
s/images/891af97.png)

External links
Ignition apparatus for explosion-motors. (https://www.google.com/patents/US1037491) Charles F.
Kettering 15 September 1909/3 September 1912 "Ignition Apparatus for Explosion-Motors" no
capacitor, no points, separate coils
Ignition system. (https://www.google.com/patents/US1037492) Charles F. Kettering 2 November
1910/3 September 1912 "Ignition System" distributor with capacitor 46 (not points)

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Ignition system. (https://www.google.com/patents/US1223180) Charles F. Kettering 11 August

1911/17 April 1917 "Ignition System" points, no capacitor, ignition switch to avoid draing the
battery
Ignition system (https://www.google.com/patents/US3327165) John A. Hawthorne 1964/1967
comments about Kettering ignition system: "Practical efforts to improve or supplant this system
have failed, and it has remained virtually unchanged through the years. However, the present
trend toward higher performance automobile engines threatens to render this tried and true
system obsolete. The principal limitation of the Kettering system is, as typically applied, the
inability to develop adequate levels of spark plug gap energy without sacrificing longevity of the
ignition points or the transformer coil. The inherent inefficiency of the system is particularly
apparent at higher engine speeds."

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