Automotive Services

Electronic Ignition
Systems
 Introduction (Hook)
Hook:

Who knows about the Coil-on-plug (COP) and waste spark system ?
 Outcome

Why is it important for you to learn this skill?

You must understand how these ignition systems operate in order to

repair them effectively..

When you have completed this module, you will be able to :

Describe the operation of electronic ignition systems
 Objectives

At the end of this module Automotive Services year 2 students will be able to:
• Describe the function of an ignition module and its related components.
• Describe the essential wiring connections to an ignition module.
• Describe how a computer interacts with sensors and outputs to control an
ignition system.
• Identify the sensor inputs and output devices essential to computer controlled
ignition system operation.
• Describe the operation of distributorless ignition systems.
 Objective One

At the end of this module Automotive Services year 2 students will be able to:

Describe the function of an ignition module and its related components.

 Ignition Modules

Electronically controlled ignition systems have evolved from the first systems that
functioned very much the same as breaker point ignition systems to the complex,
computer-controlled systems of today. Simple electronic modules with a single
connector
have been replaced by more complex powertrain control modules (PCM) with
multiple
connectors for the numerous inputs they receive.
Simple electronic module compared to PCM.
 First Generation Electronic Ignition Systems
The first generation of electronically controlled ignition systems replaced
mechanical coil
switching with transistorized switching. These distributors had mechanical and
vacuum
advance mechanisms that were identical to the point distributors. Initial timing
was adjusted by loosening the distributor hold-down and rotating the
distributor.
Electronic distributor with vacuum and mechanical advance
mechanisms
 First Generation Electronic Ignition Systems

The electronic ignition modules for these systems were simple units that
only switched
the primary coil winding current flow on and off as signalled by the distributor
trigger.
Timing advance was controlled by the mechanical and vacuum advance units.
Second Generation Electronic Ignition Systems
The second generation of electronically controlled ignition systems also used
distributors,
but eliminated the mechanical and vacuum advance units. Ignition advance
was performed by the ignition control module, which was a microprocessor
(computer).
 Second Generation Electronic Ignition Systems
A microprocessor can change ignition timing with far greater efficiency and accuracy
than a mechanical device. The inputs for the microprocessor to correctly control ignition
advance come from sensors that monitor any or all of the following:
 engine temperature,
 ambient air temperature,
 engine speed,
 engine load (intake manifold vacuum and/or throttle opening),
 atmospheric pressure and/or
 engine detonation
 Second Generation Electronic Ignition Systems
The distributors for these systems had two main functions:
•  to provide the trigger signal for firing each cylinder and
•  to distribute the high voltage output from the coil to each spark plug wire.

Distributors have been virtually eliminated now by distributorless ignition

systems. There is no need to distribute the high voltage as before, since each
spark plug is connected to its own ignition coil or one end of an ignition coil that
serves two spark plugs. This eliminates the mechanical distribution of the spark;
each coil is fired only when the spark is required for that particular spark plug.
 Second Generation Electronic Ignition Systems.
The trigger signal previously provided by the distributor comes from camshaft and
crankshaft sensors which also sequence the fuel injectors. This eliminates redundant
components and allows better integration of ignition control with fuel control. Ignition
modules are generally fully integrated into the powertrain control module, which may
also control fuel, transmission shift schedules and accessories such as cruise control and
variable valve timing. Even systems with stand-alone ignition modules have network
communication to provide this data to the ignition module. As a result, ignition timing is
tailored to the most immediate conditions taking place in the engine at any given time.
 Objective Two

At the end of this module Automotive Services year 2 students will be able to:

. Describe the essential wiring connections to an ignition module.

 Essential Module Wiring Connections

Each auto manufacturer produces electronic ignition systems different from

each other. A
single manufacturer may produce systems that differ from one vehicle model to
another.
Manufacturers also improve systems from one year to the next. As a result,
many
electronic ignition systems are in use today with a wide variety of wiring layouts;
however, some wiring is common and essential to all systems
 Essential Module Wiring Connections
• There is one ignition feed circuit to the ignition module. Some older systems
had a current limiting resistor in this circuit.
• There is one ignition feed to the positive terminal on the ignition coil. Older,
fixed dwell systems may also have a ballast resistor in the primary circuit to the
coil. When a ballast resistor is used, a resistor by-pass circuit provides battery
voltage to the coil while cranking the engine.
• There is one coil switching circuit from the negative primary coil terminal to
the ignition module.
• There are two leads from the ignition triggering device to the ignition module
(three leads if the trigger is a Hall-effect device).
wiring connections
 Objective Three

At the end of this module Automotive Services year 2 students will be able to:

Describe how a computer interacts with sensors and outputs to control an

ignition system.
 Computer Interaction with Signals
First generation electronic ignition systems used transistorized coil switching, but the
timing advance was mechanical and the dwell was constant. Constant dwell makes the
coil on time longer than necessary at slow speeds and shorter than ideal at high speeds.
Second generation electronic systems incorporated small, simple microprocessors to
provide limited electronic ignition advance. These systems were able to respond to the
engine's needs more quickly than the older mechanical systems, but still did not provide
the degree of control required for stringent emissions standards. Some of these systems
used variable dwell to tailor the coil on time to engine speed.
 Computer Interaction with Signals
Computer-controlled systems provide effective and efficient ignition systems.
To accomplish the desired results, many inputs are required .
Optimum ignition timing changes with many variable conditions. Input data is
provided for the microprocessor by the:
• - engine coolant temperature (ECT) sensor,
• - engine speed and/or timing provided by the electronic triggering device,
 Computer Interaction with Signals
• - Engine load data provided by the manifold absolute pressure (MAP) sensor
and/or throttle position sensor (TPS) and/or by the:

- mass airflow (MAF) sensor (which indicates the cylinder's air charge),
- ambient air temperature sensor,
- atmospheric pressure sensor and
- detonation (knock) sensor.
Sensors that provide input to the computer.
ENGINE SENSOR EXPLAINED VIDEO.
 Computer Interaction with Signals
The microprocessor analyzes the input data and uses it to control the coil primary current
flow, the variable dwell, the ignition timing and the amount of timing advance. Many
processors use ignition timing as the first means of idle speed control because timing can
be varied so quickly by the processor. Each sensor or device provides a voltage signal or
a voltage change signal to provide data for the microprocessor. The processor then
controls the output signals through the control of other transistors, diodes and resistors.
The processor can send, amplify or reduce voltage signals to achieve the desired results
 Ignition Timing
In an internal combustion engine, peak combustion chamber pressures must occur shortly
after top dead centre (ATDC) for maximum power output and efficiency. Combustion
must be fully completed by 10 to15 degrees after top dead center. For this to happen,
ignition must be started slightly before the piston reaches top dead centre (TDC).
As engine speed changes, the point at which ignition occurs must also change in order for
combustion to be complete at 10 to15 degrees after top dead centre. It takes 3
milliseconds for the combustion process to complete when the engine is under full load.
If an engine always operated at one speed and at constant load timing, timing would
never need to change. This is not the case for automotive engines, so ignition timing must
change to provide optimum engine performance.
 Ignition Timing
If ignition occurs too far ahead of the piston reaching top dead centre, combustion
pressures try to rotate the engine opposite to its normal rotation. This results in a severe
power loss. Detonation may also occur in this situation, resulting in additional power loss
and possible engine damage.
If ignition occurs too late, combustion is not complete at 10 to15 degrees ATDC. The
expanding cylinder volume due to the piston moving down lowers the peak cylinder
pressure, so less force is generated on the piston. This also results in more cylinder wall
being exposed when combustion finishes, leading to engine overheating.
 Ignition Timing
Both too much timing advance and too little timing advance result in power loss and
increases in exhaust emissions. Timing accuracy is critical for peak performance.
At 1000 rpm, the crankshaft rotates 18 degrees in 3 milliseconds, so ignition should
begin
at 8 degrees BTDC to complete combustion at 10 degrees ATDC. Increasing the
engine
speed to 2000 rpm doubles the crankshaft rotation to 36 degrees in 3 milliseconds.
Timing must occur at 26 degrees for combustion to be completed at 10 degrees
ATDC
Advancing ignition timing.
 Ignition Timing
As engine load changes, the burn speed of the air-fuel mixture changes. When cruising at
highway speeds (light load, high vacuum) the air-fuel mixture is under low compression
and burns slowly, so more timing advance is required to have combustion completed at
the appropriate piston position.
On hard acceleration (heavy load, low vacuum), the mixture is compressed more, causing
it to burn faster, so less timing advance is required. Ignition timing must change as engine
operating conditions change to give optimum economy and power and to minimize
emissions.
 Ignition Timing
Combustion chamber design, compression ratios, engine temperature, inlet air
temperature, fuel octane levels, air-fuel ratio and altitude are other factors that determine
how much spark advance is required.
The PCM is in full control of ignition timing under all operating conditions. Major
microprocessor inputs for ignition timing control are:
• - manifold absolute pressure (MAP) or mass air flow (MAF),
• - engine coolant temperature (ECT),
• - throttle position sensor (TPS),
• - knock sensor and
• - engine rpm.
 Ignition Timing
If excessively advanced timing results in detonation, the knock sensor detects
the
detonation vibration and sends a signal to the PCM to indicate a potentially
damaging
condition. When the PCM receives a signal indicating detonation, it reduces the
amount
of advance until the detonation signal is no longer present. The knock sensor
circuit
provides fine tuning of the ignition spark advance system.
 Objective Four

At the end of this module Automotive Services year 2 students will be able to:

Identify the sensor inputs and output devices essential to computer controlled
ignition system operation.
 Input Devices
This section does not cover every possible type of sensor in today's vehicles, but will
help
you become familiar with the more common sensors for ignition systems.
The six basic kinds of sensors are:
1. DC voltage generators,
2. AC voltage generators,
3. thermistors,
4. potentiometers,
5. piezoelectric elements and
6. piezoresistive sensors.
 Input Devices
A sensor assembly may contain either one or multiple sensor types. Multiple sensor
types
in a single unit allow the sensor assembly to read different parameters at the same time
(for example, a MAF sensor assembly measures both air flow rate and air temperature).
The output from a sensor may also provide input for more than one control system.
Some
sensors control ignition timing and advance, some control fuel delivery and some do
both.
 DC Voltage Generators
The most common DC voltage generator is the Hall-effect sensor, used in
distributors,
crankshaft position sensors, camshaft position sensors and others. The signals
from Halleffect
sensors are DC digital signals (on or off) that can directly input into computers.
These signals are used for both crankshaft position and engine speed signals to
determine
ignition timing and fuel delivery.
 AC Voltage Generators
Magnetic pulse generators are an example of an AC voltage generator used in electronic
distributors. AC generators are used in distributors, crankshaft sensors, camshaft sensors,
wheel speed sensors and others. The voltages produced by these generators are analog
signals (variable positive and negative sine wave). Analog signals must be converted into
digital signals for use in computers. The converted signals are then used for crankshaft
position and engine speed signals to determine ignition timing, ignition advance and fuel
delivery.
 Thermistors
Thermistors are used in engine and ambient air temperature sensors. The input for these
sensors is relayed to the computer to control fuel delivery, ignition timing and ignition
advance.
An engine can utilize more ignition advance when it is cold than when it is hot. This is
because detonation occurs more quickly when the engine is hot. Many manufacturers,
however, use systems that retard the timing at idle, when the engine is cold, to provide
faster warm-up.
 Potentiometers
This type of sensor is common in throttle position sensors (TPS). When the
throttle is
closed, the voltage return signal is less than 0.5 V. At wide open throttle (WOT),
the
signal voltage is approximately 4.5 V. The voltage signal varies gradually between
these
two extremes.
The computer can use the TPS input for partial ignition advance control. When the
cylinders are being fully charged with air-fuel mixture, detonation occurs more readily
than with only a partial charge. At full throttle, the ignition timing advance needs to be
reduced.
 Piezoelectric Elements
Piezoelectric elements are capable of producing a voltage when they are
subjected to
physical stress. The stress on knock sensors comes from vibrations when
detonation occurs in the engine cylinders. The vibrations are not very dynamic,
so knock
sensors produce a low voltage of 300 to 500 mV. When the ignition module
receives a
voltage signal from the sensor, the module reduces the amount of ignition
advance until
the knock ceases.
Knock sensor.

A vibration from another source causes

the same result. A source such as a
sticking
hydraulic valve lifter or even an exhaust
leak is picked up by the knock sensor and
the
timing is retarded the same as if the
knock is caused by detonation.
 Piezoresistive Sensors
Piezoresistive sensors are used by many manufacturers as the sensing elements
in manifold absolute pressure (MAP) sensors. These sensors are a unique arrangement of
semiconductive materials and are a type of Wheatstone bridge. They operate somewhat
like a potentiometer, but instead of having a sliding contact in the centre, a potential
voltage is created across the device by the amount of deflection of a silicone diaphragm.
Deflection of the silicone diaphragm is caused by a pressure difference on each side of
the diaphragm and by changes in pressure. These sensors use a reference voltage (usually
5 V) from the computer and a ground. The voltage potential created across the device is
used as a computer input voltage (MAP signal) and varies as intake manifold pressure
varies. When intake manifold pressure is low (closed throttle), voltage is about 0.8 V.
When intake manifold pressure is high (wide open throttle), voltage is about 4.5 V.
A piezoresistive sensor.
 Piezoresistive Sensors
When there is no deflection of the diaphragm, all resistors have equal resistance. With
equal resistance, there is no potential difference between terminal A and terminal B.
As the diaphragm deflects with a pressure change, resistors R1 and R2 increase in
resistance; at the same time, resistors R3 and R4 decrease in resistance. (The reverse is
also true when the diaphragm deflects back). This causes a potential difference between
terminal A and terminal B. The voltage difference is relative to intake manifold absolute
pressure and is sent to the computer as the sensor signal.
It is important not to confuse intake manifold vacuum with intake manifold
absolute
pressure (MAP). When intake manifold vacuum is high, MAP is low; when
vacuum is
low, intake MAP is high. MAP sensors must be very sensitive to monitor slight
changes
in intake manifold pressure.
 MAP sensors.
The MAP sensors are also used as barometric pressure sensors. Just as the
ignition key is turned on and before the engine is started, the MAP sensor provides input
to the computer indicating the barometric pressure at that point. This enables the
computer to provide the most ideal fuel trim for the best operation, economy and
emissions levels. When a vehicle with this type of MAP sensor is being driven on
mountain highways, it may be desirable to shut off and restart the engine periodically so
that the computer can adjust the fuel trim for the barometric pressure changes as altitude
changes.
These are MAP sensors.
MAP sensor input is a primary input for fuel delivery and for spark
advance control.

NOTE.

MAP sensors for turbocharged or supercharged engines are different

than for naturally aspirated engines. The absolute pressure of a
naturally aspirated intake manifold never quite reaches atmospheric
pressure, even on WOT. The absolute pressure of a turbocharged or
supercharged intake manifold often exceeds atmospheric pressure
during WOT.
 Computer Outputs
Computer output signals and/or voltages are used to operate transistors, relays,
motors,
valves and switches. Another type of computer output is reference voltages
used by many
sensors. Computer output signals are usually designed to actuate devices such
as fuel
injectors or EGR valves, to energize a unit such as an ignition coil or to cause a
change in
a control unit such as an idle stepper motor.
 Objective Five

At the end of this module Automotive Services year 2 students will be able to:

Describe the operation of distributorless ignition systems.

 Distributorless Ignition Systems.

There are four main differences between distributorless ignition systems (DIS)
and the electronic distributor ignition systems used in the past.
• - The electronic triggering mechanism is not located in a distributor.
• - Multiple coils are used.
• - High voltage output goes directly from the coil to the spark plugs without
being routed through a distributor cap and rotor.
• - The spark plug firing sequence is controlled by the computer not the
distributor
 NOTE
The acronym DIS was originally used for both distributorless ignition
systems and direct ignition systems. Since the mid-1990s, DIS has
been used as an acronym for distributor ignition systems and
distributorless ignition systems have been called electronic ignition
(EI).
 Distributorless Ignition Systems
Electronic ignition has even greater advantages than earlier electronic
distributorlessignition systems. These advantages are:
• - no moving parts,
• - less maintenance,
• - increased coil saturation time,
• - more coil cool-down time,
• - no dwell and/or timing adjustments,
• - no mechanical load on the engine and
• - remote mounting capabilities
 Powertrain Control Modules
The electronic control modules (ECMs) that were used in the first electronic ignition
systems were primarily just electronic switching mechanisms that replaced ignition
points. The most recent electronic control modules do much more than just switch
the
primary coil circuit(s).
They control:
• - ignition delivery and management,
• - fuel delivery and management and
• - emission controls.
 Powertrain Control Modules
In some applications, the control module also controls transmission shifting and
is called
the powertrain control module (PCM). These modules, also known as vehicle
control
modules (VCMs), are microprocessors or computers. The PCM may be
influenced by
data it receives from other computers within the vehicle through a multiplexing
network.
A powertrain control module.
 Powertrain Control Modules
Each PCM is designed and programmed for a specific vehicle and engine and cannot be
interchanged with other makes, years, models or engine applications. In some cases,
computers cannot be interchanged between vehicles of the same make, year, model and
engine application because of changes, upgrades or modifications that can occur within
one year of manufacture.
Although there are many makes and models of vehicles, all ignition systems must have a
module that controls the switching of the primary current flow in each coil. In addition to
the data permanently programmed into the computer, the PCM must also have input from
a number of sensors in order to switch the correct coil at the correct time under all engine
operating conditions.
 Powertrain Control Modules

No matter what kind of system is used, it must still perform three basic
functions:
1. generate a high voltage spark for each spark plug,
2. determine which cylinder must get the next spark and
3. time and adjust the spark advance to create the most efficient combustion
possible for maximum power and minimum emissions
 Operating Principles
All EI systems share common operating principles. They each have a computer that has
been programmed for every specific vehicle and engine application. They each have
electronic sensors that provide input signals to the computer. The computer uses input
from the sensors to switch the primary ignition coil current flow on and off in each coil at
the correct time for all engine operating conditions. In some applications, the computer
controls a separate ignition module that does the actual coil switching.

There are two different basic styles of coils used on EI systems: waste spark systems and
coil-on-plug systems
 Waste Spark Ignition Systems
Waste spark systems use one coil for every two cylinders. The two cylinders
connected to each coil must be running mates. Both pistons must move up in
their cylinders at the same time. When one piston is on the compression stroke,
the other is on the exhaust stroke.
What is wasted spark and how does it work!
 Waste Spark Ignition System.
When high voltage is induced into the secondary winding of the coil, current flows in one
direction only:
1. out of one end of the secondary winding,
2. through one spark plug wire,
3. through one spark plug,
4. through the cylinder head,
5. through the second spark plug,
6. through the second spark plug wire and
7. back to the other end of the secondary coil winding.
 Waste Spark Ignition System

In waste spark systems, the spark jumps from the centre electrode to ground
electrode on
one spark plug and from the ground electrode to the centre electrode on the
other spark
plug . This means the spark plugs in half of the engine are always forward
firing spark plugs, and the spark plugs in the other half are always reverse firing
plugs.
High voltage series circuit in a waste spark system.
 Waste Spark Ignition System
The two spark plugs connected to each coil always fire at the same time, so each plug
fires on every crankshaft revolution instead of every second revolution. This means every
other spark is occurring on an exhaust stroke instead of the compression stroke, so there
is no air-fuel mixture for the spark to ignite. Since the spark does not ignite anything, it is
an ineffective or wasted spark; thus this is called waste spark system. The coils used in
these systems are E-core coils with enough available voltage to easily fire both spark
plugs effectively.
 Coil-On-Plug Ignition Systems
Ignition systems where each spark plug has its own ignition coil are used extensively by
most manufacturers. Different names may be used to describe similar systems. Coil-
onplug
(COP), coil near plug, coil by plug and coil over plug are common names for these
systems. Although an individual coil is used for each spark plug, the coil may
not be directly on top of the plug, hence, the different names. This system eliminates
the
spark plug wires which are often the source of unwanted electromagnetic interference
Coil-on-plug ignition system view.
 Coil-On-Plug Ignition Systems
All spark plugs in COP systems are forward firing with one end of the secondary coil
grounded to the engine to complete the circuit. Both EI and COP systems are controlled
by the PCM with appropriate sensors supplying input signals and the PCM controlling
coil switching. Some vehicles use the PCM to directly control the ignition coils, while
others use an ignition module integrated into each coil. The PCM sends timing signals to
these modules to control ignition events
 Coil-On-Plug Ignition Systems
A COP system has many advantages over traditional ignition coils due to location and
operation of the coil. The location of the coils allows for the distance from the spark plug
to the coil to be consistent throughout all cylinders. The control module switches the coil
on and off, which ensures the timing and duration of the spark are very accurately
controlled. Other advantages are:
- no moving parts,
- less maintenance,
- no mechanical load on engine,
- increased available coil dwell time,
- reduced chances of radio frequency interference (RFI) due to coil mounting close
to spark plug and
- cooler coil operation due to reduced load.
A COP system is also capable of multiple spark events in one power stroke.
 Coil-On-Plug Ignition Systems
With the coils close to the cylinders, it is possible that very short secondary
wires are
used. In some cases, a short boot containing a spring that conducts the spark
energy from
the coil to the spark plug is used. This eliminates high resistances in the
secondary ignition system.
Ignition coil-on-plug assembly.
 Coil-On-Plug Ignition Systems
Duration of the spark must be controlled. This is achieved by using smaller coils and
computer controlled primary circuits. The control module can allow for longer dwell
time
and a quicker, more precise spark event by using solid state switching devices in the
computer.
The coils receive power from a fuse and are ground controlled in the module. The high
resolution signal from the crankshaft and camshaft position sensors are the main inputs
into controlling ignition timing. The PCM fires each coil in the same sequence as the
engine firing order once piston position and compression stroke have been identified.
 Coil-On-Plug Ignition Systems
Many systems fire the spark plug once per TDC event (similar to a waste spark
system)
until a cam signal is received and the engine rpm is high enough for the PCM to
consider
the engine running. To protect the control module from damage, most coil drivers
have current limiting solid
state devices that will limit or even stop coil output when too much current has
been
detected in the circuit. Generally, 5.5 to 9 amps are maximum operating current in
coil-on- plug systems, depending on the type of coil and engine.
 Multiple Spark Events
Many control modules incorporate software that can fire the spark plugs
multiple times at
idle and low rpms. This feature is commonly known as multiple or repetitive
spark. The lean air-fuel mixture at idle is difficult to ignite. Firing the spark plug
multiple times will create a more complete burn and fewer hydrocarbons. If the
rpm is
low enough (1800 rpm or less), there is sufficient time to charge the coil and fire
the
spark plugs two or even three times.
Multiple spark event, single cylinder at idle.
 Multiple Spark Events
This repetitive spark software in the control module can be switched on or off
and can be
calibrated to work below a specified rpm. Each vehicle application may be
different. In
general, vehicle applications with this feature fire the plugs a maximum of three
times
when engine operation is below a set value, but revert to normal single-strike
above a
fixed engine rpm
Rpm increased, multiple spark reverted to normal operation.
 Dual Spark Plug Systems
With two spark plugs,
the speed of combustion can be altered as well as the speed and power of the flame
front.
If two spark plugs fire simultaneously, the flame front is extremely powerful, and the
combustion time is faster. If one spark plug fires and then the other plug in the same
cylinder fires with slightly retarded timing, the power of the flame front is lowered and
the combustion time lengthened. If only one spark plug fires, the combustion power is
relatively low, and the combustion time is long.
Multiple Spark Events
 Multiple Spark Events
Throughout the operational state of the engine, the dual spark can be modified by the
control module to have maximum power while keeping emissions down. If one spark
plug or coil fails, the control module can use logic to locate the failed coil and operate in
a low power mode using the other coil and sparkplug. This lowers the chance of a full
misfire and release of hydrocarbons in the case of a component failure.
This system optimizes individual cylinder power output through the entire rpm range. It
maintains optimal flame front speed and lowers the chances of poor performance from
variables that cannot be controlled such as fuel quality or ambient temperature
 Control Systems
Electronic ignition systems use input sensor signals to tell the computer when to
fire
which coil. Electronic ignition systems use crankshaft position sensors and
camshaft
position sensors to provide input to the computer for the correct ignition timing.
These
systems also use sensors combined with the computer programming to
determine the
correct amount of ignition advance.
 Sensors
Various sensors provide appropriate input signals to the PCM. These signals
provide the
data that the PCM requires to switch each coil at the proper time.
Crankshaft Position Sensors
Crankshaft position (CKP) sensors are located at either the harmonic balancer,
the centre
of the crankshaft or the rear of the crankshaft. These sensors provide data to the
PCM
regarding the position and the speed of rotation of the crankshaft
Crankshaft position sensor and reluctor wheel
 Sensors
These sensors may be either Hall-effect switches that produce digital signals or
variable
reluctance pickups that produce analog signals. Either signal type provides input
to the
computer, but the analog signal has to be converted to digital before the
computer can use
it.
The picture below shows a dual sensor on the harmonic balancer, which
provides both crankshaft
position and firing sequence data input to the computer within 120 deg of
crankshaft rotation. This provides fast engine starts.
One sensor is referred to as an 18X sensor. The other is a 3X sensor. Each of the two
Hall-effect reluctor wheels is a cup-shaped steel wheel with blades and windows.
The 18X reluctor wheel has 18 evenly spaced blades and windows which provide an
evenly spaced digital signal for precise crankshaft position information.
The 3X reluctor wheel has 3 windows and 3 blades that are not evenly spaced. One
window is 10° in length with a blade that is 110° in length, the second window is 20° in
length with a blade that is 100° in length, and the third window is 30° in length with a
blade that is 90° in length. The unevenly spaced digital signals produced by these
blades
and windows tell the computer which cylinder needs to be fired within 120°
of crankshaft rotation
Digital signals from GM 3800 crankshaft position sensors.
The signal from the camshaft sensor is used only for correct timing of the sequential fuel
injection and is not used for the ignition system.
Other systems that use one sensor on the harmonic balancer and one on the camshaft may
require 720° of crankshaft rotation (two full rotations of the crankshaft) to provide firing
sequence information to the computer. This depends on where the camshaft sensor comes
to rest when the engine is shut off. In these applications, the signal from the camshaft is
usually used for ignition as well as fuel injection.
Ford uses a type of variable reluctance pickup on some vehicles. These systems use
crankshaft sensing wheels with one larger notch (or an additional notch) at cylinder
number one position. These are used to send the correct firing sequence signal to the
computer
Variable reluctance crankshaft and camshaft position sensors.
Other makes and models may use other variations of electronic ignition, but the
differences are not usually great

Analog signal from variable reluctance sensors

 Camshaft Position Sensors
The camshaft position (CMP) sensor sends a signal to the computer to
indicate when number one piston is on compression stroke. This sensor is
located at
either the front or the rear of the camshaft and is used for sequencing either the
ignition
or fuel injection or both.
Camshaft position sensors
 Engine Coolant Temperature Sensors
The engine coolant temperature (ECT) sensor provides data regarding the
temperature of
the engine. This determines the amount of ignition advance. Generally, the
hotter the
engine is, the less ignition advance it can handle. Even though a cold engine can
tolerate
more ignition advance, some manufacturers program the PCM to retard the
ignition when
the engine is cold to provide faster warm-up.
 Intake Air Temperature Sensors

The intake air temperature (IAT) sensor provides data regarding the temperature
of the
outside air flowing into the engine intake. This signal is used more for fuel
injection trim
than for ignition.
 Thank You
Any Questions?