Electronic Ignition systems
• Advantages of EI
o Fewer moving parts – no distributor
o Flexibility in mounting location
o Less required maintenance
o Reduced radio frequency interference
o Elimination of mechanical timing adjustments
o No mechanic al load on engine
o Improved coil saturation time
• 1st generation of EI used coil packs of 2-4 coils
• Waste spark=uses a single coil in a multiple coil pack to fire two cylinders at
one time
• Increased primary on-time & coil saturation
• One coil for each two cylinders – (6 cylinder = 3 packs, 4 cylinder = 2
pack) ect.
• Fires two cylinders at a time
• Crank / cam sensor for primary switch and timing input
• Base timing permanently set.
• Module usually part of the coil pack
• PCM controlled
Waste – spark basic components
• DIS = distributor less ignition system
• Coil pack
• Module
• Spark plug wires
• Spark plugs
• Crankshaft or camshaft position sensor
• PCM and harness
Component locations
• One of the huge advantages is that the coil packs can be mounted virtually
anywhere some good some bad
• Top of the engine
• Lower back side transverse engine
Types of coil packs
• Type 1 coil pack is all one piece
• If one coil fails – all have to be replaced
• Uses crank sensor for input
• Module is lower half and removable
• type 2 coil pack all coils are mounted separate
• If one coil fails, they are replaceable individually.
• Uses both crank and cam sensors instead of distributor
Coil packs
• Some have coil packs that all the coils and module are one piece and replace
as a unit.
• Others there is no module, the module function has been taken over by the
PCM
Crank pick-up
• Crank/cam signal can be analog – pick up coil
• Can be digital – hall effect
• Sensors can be external on the front of crank balancer
• Can be internal on the crank through the oil pan
Primary circuit operation
• Magnetic PM crankshaft position sensors (analog)
o this sensor uses the changing strength of the magnetic field
surrounding a coil or wire to signal the module and computer
o this signal is used by the module and computer as to piston position
and engine speed to switch the primary coil on and off
• Hall effect switch
o This switch uses a stationary sensor and rotating trigger wheel
(shutter)
o Produces a digital signal
o This signal is used by the module and computer as to piston position
and engine speed to switch the primary coil on and off
Module
• Remember the crank/cam sensor is the primary signal(pulse)
• The module is the switch
• If module or crank sensor is defective – no pulse
• Module located beneath coil packs
Operation
• Waste spark ignition systems fire two spark plugs at the same time.
• Each coil is a true transformer in which the primary windings and secondary
windings are not electrically connected
• Each end of the secondary winding is connected to a cylinder exactly
opposite the other in the firing order, which is called a paired cylinder
• Waste spark ignition system
o This means that both spark plugs fire at the same time
o When one cylinder (for example. 6) is on the compression stroke, the
paired cylinder (3) is on the exhaust stroke
o This spark that occurs on the exhaust stroke is called the waste spark,
because it does no useful work and is only used as a grounded path for
the secondary windings of the ignition coil
o They are in series!
• One spark plug of each pair fires straight polarity and the other cylinder fires
reverse polarity
• 1 compression stroke
• 1 exhaust stroke
• Series circuit
Waste spark ignition systems
• Each spark plug for a particular cylinder will always be fired either with
straight or reversed polarity, depending on its location in the engine and how
the coils are wired
• However, the compression and waste spark condition flip-flops
• When one cylinder is on compression, such as cylinder number 1, then the
paired cylinder (number 4) is on the exhaust stroke
• The voltage required to jump the spark plug gap on a cylinder 4, the exhaust
stroke, is only 2 to 3 KV and provides the ground circuit for the secondary coil
circuit
• The remaining coil energy is used by the cylinder on the compression stroke,
10-12 KV
• On spark plug of each pair fires straight polarity and the other cylinder fires
reverse polarity
• Odd number cylinders fire straight polarity
Circuit operation
• Ignition positive to coil primary
• PIP crank signal to PCM
• Spout out to coils – pulses primary
• Induction to secondary coil
• Fires both plugs
• Ignition 12 v to module and coil positive – note: also to injectors
• Crank sensor to module and PCM
• Crank signal fires both the coils and injectors sequentially.
• EI or COP systems have:
o Fewer moving parts – no distributor
o Flexibility in mounting location
o Less required maintenance
o Reduced radio frequency interference
o Elimination of mechanical timing adjustments
o No mechanical load on engine
o Improved coil saturation time
• What makes COP better then waste-spark?
• Coil on plug (COP) ignition uses one ignition coil for each spark plug
• This system also has similar system called coil by plug. Coil near plug, or coil
over plug ignition
• We have eliminated the more expensive coil pack and module
• Eliminated the spark plug wires
• Reduced maintenance
• Components are individual for control and monitoring
• Misfire monitor
Components of the COP system
• PCM
• Coil
• Spark plug
• Some – plug wire & module
Direct ignition
• Early GM version (IDI – Integrated direct ignition) of coil over plug
• Coils and module are all one piece
• Flat wire internal for secondary voltage to plugs.
Coil near plug
• Still has plug wires
• Coils mounted near plugs
• Individual coils
• Current system
COP ignition
• There are two basic types of coil on plug ignition including : 2 wire
• This design uses the vehicle computer to control the firing of the ignition coil
• The two wires include ignition voltage feed and the pulse ground wire, which
is controlled by the computer
• All ignition timing and dwell control are handled by the computer
• No separate module
Two wire circuit
• Two wire circuit
• Battery positive
• Pulse from the PCM
• Input from the crank & cam sensor
3 wire COP
• This design includes an ignition module at each coil
• Module pulse (fires) the coil with a signal from the PCM
• The three wire include:
o Ignition voltage
o Ground
o PCM signal
3 wire COP circuit
• Three wire circuit
• Positive battery from ignition switch
• Signal from PCM to module
• Ground
• Module in each coil
Crank/Cam sensor
• Our signal to the coil comes from the crank, or crank and cam sensors
• Signal to PCM
• Signal from PCM to coil if a 2 wire
Ignition system components and operation
• Ignition control (IC) is the OBD-II terminology for the output signal from the
PCM to the ignition system that controls engine timing
• Ford referred to this signal as spark output (spout) and general motors
referred to this signal as electronic spark timing (EST)
• This signal is now referred to as the ignition control signal (IC)
• The ignition control signal is usually a digital output that is sent to the ignition
system as a timing signal
• If the ignition system is equipped with an ignition module, then this signal is
used by the ignition module to vary the timing as engine speed and load
• If the PCM directly controls the coil, such as most coils on plug ignition
systems, then this IC signal directly controls the coil primary and there is a
separate IC signal for each ignition coil.
• Each coil is controlled by the PCM, which can vary the ignition timing
separately for each cylinder based on signals the PCM receives from the
knock sensor(s)
• If the knock sensor detects that a spark knock has occurred after firing
cylinder 3, then the PCM will continue to monitor cylinder 3 and retard timing
on just this one cylinder if necessary to prevent engine damaging detonation
Ion sensing ignition
• In an ion sensing ignition system, the spark plug itself becomes a sensor
• The ignition control (IC) module applies a voltage of about 100 to 400 volts
DC across the spark plug gap, after the ignition to sense the plasma inside
the cylinder. (resistance)
• The combustion flame is ionized and will conduct some electricity, which can
be accurately measured at the spark plug gap.
• The coil discharge voltage (10-15 KV) is electrically isolated from the ion
sensing circuit
• The purpose of this circuit includes:
o Misfire detection (required by OBD-II regulations)
o Knock detection (eliminates the need for a knock sensor)
o Ignition timing control (to achieve the best spark timing for maximum
power with the lowest exhaust emissions)
o Exhaust gas recirculation (EGR) control
o Air-fuel ratio control on an individual cylinder basis
• Ion sensing ignition systems still function the same as conventional coil on
plug designs, but the engine does not need to be equipped with a camshaft
position sensor for misfire detection, or a knock sensor because both of these
faults are achieved using the electronics inside the ignition control circuits
Triggering System
Purpose
• Both use a triggering system
• What is the purpose of the engine triggering system?
• Open and close the primary ignition system to activate the secondary ignition
and fire the spark plugs
• Time the firing of each of the individual spark plugs
• Control the timing advance
System types
• Systems with only a single crank sensor
• EI systems with cam sensor in the distributor opening
• EI systems with cam sensor in timing cover
• Systems with crank and cam sensors
• Systems with dual crankshaft sensor
• Slower start systems – 2 revolutions of crankshaft
• Fast-start EI systems – ½ turn of the crankshaft for start-up
Basic operation
• When the PCM receives a digital signal (hall-effect) or an analog signal (PM
generator) on information of crankshaft rotation, speed, and placement – we
can use this to sync and control timing and firing of the spark plugs and fuel
injectors
• Multiple on-off signals
Ford EI
• Crank sensor inside timing cover
• 35 tooth reluctor – 1 tooth missing
• Tooth every 10 degrees
• Sequences on missing tooth
• Crank sensor then can provide input on crank position and speed. (firing and
timing)
Specific manufactures systems
• GM 2.8, 3.1, 3.4 v-6 engines
• PM generator and reluctor in crank
Basic operation
• This system uses a pick up coil type PM generator and a notched reluctor ring
cast into the crankshaft inside the oil pan
• Six notches spaced 60 deg. Apart
• 7th notch 10 degrees from 6th
• 7th notch is the sync
• Counts 1
• Fires coil 2-3 on second notch
• Counts 3 & 4
• Fires coil 1-4 on notch 5
• Counts 6
• Syncs on 7
• Starts over
Ford EEC –IV
• Crank PIP hall effect sensor on front pulley
• Crank PIP monitors crank position and speed. 3 slots = 3 fire = 6 cylinders.
• PIP signal on-off (but not synced to any cyl)
• PIP to PCM-out to module (spout)
• Spout reference pulses coil
• Cam hall-effect sensor in distributor
• Cam – CID (cylinder identification) syncs
• Spout reference pulses coil
GM
• Located on front crank pulley
• No cam sensor
• Double hall effect
• Outer ring is sync – once per crank rotation. 1 slot
• Inner ring has 3 slots or equally spaced blades 60 degrees apart & blades 60
degrees long
• (6 cylinder)
• The leading edge inner crank sensor signal is therefore received every 120
degrees
• Each time a leading edge signal occurs – the coil primary opens and fires a
pair of spark plugs
• Waste spark
Daimler Chrysler EI
• PM sensor on flywheel
• 4 slots per coil – 12 total slots
• Slots 20 degrees apart, inputs crank position and speed for firing and timing
and advance
• Leading crank slots at 9, 29, 49, and 69 degrees BTDC.
• When engine is cranking and at idle coils will fire at 9 BTDC – the faster the
crank speed the earlier they fire
• Has cam sensor located in timing cover
• Sensor gear has 2 single slots, 2 double slots, and 1 triple slot
• Coils are sequenced and fired off of the input from both the crank and cam
sensors
• When PCM counts 1 cam and 4 crank slots – fires coil 2
• When PCM counts 2 cam slots and next 4 cranks – fires coil 3
• When PCM counts 3 cam slots and next 4 cranks – fires coil 1
• Advances timing of spark on crank speed at sensor
Fast start – EI
• Has cam sensor – sequences injectors – not coils
• Dual crank sensor
• Inner ring has 3 blades of unequal lengths and spacing – 3x signal
• Spaces between blades are 10, 20, & 30 degrees long
• Outer ring has 18 blades of equal length and spacing – called 18x signal
• Leading edge of the 3x are spaced 120 degrees apart and fires coils 75
degrees after this signal.
• The 18x leading edge signal is every 20 degrees or 18 times in one crank
revolution
• So the module/PCM monitors the 18x in relation to the 3x signal
• In the 10 degree window one trailing edge signal is received
• In the 20 degree window two signals are received
• In the 30 degree window three signals are received
Basic checks
• Confirm the complaint – test drive
• Visual checks – wires, connectors, damage
• “the big 4”
• Spark, fuel, timing, and compression
• Check vacuum
• Scan for codes and misfire
• What kind of symptoms with EI problems?
• Separate to pinpoint area test
EI diagnosis
• If we have a misfire were do we start or concentrate our pin point test?
• Individual systems – coil, wires, plugs. Misfire is not normally common to all
cylinders
• If we have a no start where do we concentrate our pinpoint test?
• Primary ignition – power, module, crank/cam sensor, PCM. Failure in primary
would most likely effect all cylinders
No start
• Typical causes of a no-spark (intermittent spark) condition include the
following:
o Weak / defective ignition coils
o Low or no voltage to the primary (positive) side of the coil
o Negative side of the coil not being pulsed by the ignition module
o Defective crank/cam sensor
o Defective module
o Wiring, PCM
o There are a finite number of possible causes
Checking for spark
• Remove the plug wire from the distributor cap or spark plug, install a spark
tester, and crank the engine
• A good coil and ignition system should produce a blue spark at the spark
tester
• Test at plug or coil
No start – EI/COP
• COP – 12 volts to coil with key on
• Test light to the negative side of the coil and crank the engine. – should blink
• Indicating that the primary coil current is being turned on and off
• Remember most injectors get pulsed from the same signal – if easier check at
or confirm at injectors
• If when you crank the engine – ignition on – 12 volts at the positive coil and
you have no pulse or reference signal:
• What could be the problem?
• Crank / cam sensor – signal
• Module – switch
• PCM – switch
• Connections / wiring
• Confirm on scanner – RPM = signal
• No – check the crank / cam sensors
• Visual –damage - wires – connectors
• Gap or clearance – feeler gauge
• Resistance – check specs - ohm meter
• Pulse – DVOM
• Waveform – genesis – lab scope
• PM sensors must be magnetic
• If the permanent magnet inside the sensor has cracked, the result is two
weak magnets
• Use paper clip or other metal to test magnetic
• The sensor can be tested using a digital meter set to read AC volts. 0-1 volt
minimum
• Should fluctuate back and forth
• If no signal from the sensor, no scanner RPM, or resistance check fails
• Replace the sensor
• If you have a good signal from the crank and cam sensor, no signal at
the coil, voltage to the coil, and no spark, where do you go now?
• PCM
No spark EI – Coil packs
• Where do we start on a coil pack system with no spark?
• It could be a bad coil, but if it’s common to multiple coils?
• We need to check for positive volts and reference
• Check for RPM on scanner when cranking – RPM comes from crank / cam
sensor just like reference signal.
• If no RPM and reference signal?
• Check crank / cam sensor
No spark EI – Waste spark
• Confirm on scanner – RPM signal
• No – check the crank / cam sensor
• Visual – damage wires connections
• Gap or clearance – feeler gauge
• Resistance – check specs – OHM meter
• Pulse – DVOM
Coil pack – NO spark
• If sensors are ok, remove coils from module and test
• Test for battery voltage at pin 1 with key on.
• No voltage ignition switch, fuse, wiring
• If voltage – test for reference pulse
• Test across pins 1 and 2 – should pulse with crank
• (positive and switching ground)
• If you have a good signal from the crank and cam sensor, no signal
from the module at the coil, voltage to the coil, and no spark, where
do you go now?
• Check if signal to the module
• If to the module, but not out of the module to the coil?
• Module!
• If not to the module?
• PCM!
Misfire or no start with pulse?
• Positive voltage, crank/ cam sensor and module are ok
• Could be coil, plug wire, plugs, or cylinders
• Could also be timing, or fuel delivery
• Check for spark at plugs
• Check for all components for excessive resistance, corrosion, wear, and check
compression
Power control module (PCM)
• Take inputs
• Stores information
• Compares to files
• Send output
• Store memory of outputs and faults
• Can be programmed
• Doesn’t think or calculate
• Same input and same output every time
Communication
• Computer communicates by voltage signals
• 5 volt & 12 volt inputs
• 12 volt – most outputs
• Most outputs are Digital
• Most inputs are analog
The four basic computer functions
• The operation of every computer can be divided into four basic functions
o Input
o Each sensor transmits its information in the form of voltage signals.
o Storage
o Files of memory, information and tables to compare to inputs coming in
o Processing
o Compared to stored information and changed into output voltage
signals or commands
o Outputs
o Commands or sends voltage signals out to a switch or solenoid to
operate a system
Inputs
• Sensors
• Voltage signals in:
• TPS
• ECT
• CKS
• EGO
• MAF
• Most 5 volts
• 3 wires called?
• Potentiometer
Potentiometer
• Most commonly used input sensor is a potentiometer
• 3 wire connection – voltage , ground , signal
• Input 5 volts from the computer
• Ground
• Middle wire, signal – a portion of the input based on the contact point of the
wiper
Rom – Prom
• Read only memory, can read only
• Permanent memory – stays even when car is off or battery disconnected
• Engine and transmission type/size/equipment
• Look up tables
• Prom
• Programmable read only memory
• The specifications of a particular car
• EPROM
RAM
• Random access memory
• Volatile ram
• Temporary written memory – scratchpad
• Driving conditions
• Erased with key off
KAM
• keep alive memory
• also ram, but non – volatile
• temporary but stays with key off
• codes, adaptive re learn
• can be erased by scanner or battery disconnect
• decisions or problems made while operating
Outputs
• an output is any electronically controlled device that can be turned off or on
• purge solenoid
• EGR
• Idle speed control
• Coil spark - IC
• Fuel injector
• Motors
• Actuators
• Switches
• Relays
• Solenoids
Outputs = grounds
• Outputs/actuators are turned on by completing ground or 12v
• Fuel injectors are outputs – receive 12V – computer grounds
• Providing ground to the windings of the cooling fan relay
Duty cycle
• Outputs to actuators are turned on & off in different ways
• Duty cycle is percent of on – time
• 10%, 62%, 18%, ect …
• 1 total cycle is always a constant/same time
Pulse width
• Pulse width is duration of on-time
• Pulse time is variable
• Could be 1 ms to 1 hour (theoretically)
• Not a percent of time, but length of time
• Measured in milliseconds
Open loop
• Engine is cold – coolant temp below 140F
• Oxygen sensor is below 600F – light off
• During normal warm up
• Pre programmed rich mode
• Definition: engine is an open loop – not receiving information from sensors
• Will also go or stay in open loop if there are computer faults or certain codes
Closed loop
• Engine is warm
• Coolant temp is above 140F
• O2 sensor temperature is about 600F and PCM uses its electrical signal to
control
OBDII introduction and implantation
• OBD II- designed to detect engine, system wear, or a component malfunction
causing an increase exhaust emissions by 50%
• Specific monitoring and protecting of the catalytic converter are major
priorities of the OBD II system.
• OBD II- 1994 -1996 phase in period in response to federal emission control
monitoring standards
• Universal data link connector (DLC)
• Standardized location for DLC
• Standard diagnostic trouble code (DTC)
• Common scan tool usage
• Scan tool must be able to erase trouble codes
• Standardize terms for electronic control systems
• Store codes that affect emissions and record snapshots
Malfunction indicator lamp operation
• Diagnostic trouble codes (DTC’S) – five digit alpha – numeric code
• Read on scanner
• 1st digit – the system were the code was set
o B- body
o C – chassis
o P – power train
o U-undefined
• 2nd digit – OBD II mandated or MFG’s code
o 0 – SAE
o 1 – manufacture
• rd
3 digit – is the area or sub group,
o 1 – fuel / air system
o 2 – fuel / air
o 3 – ignition system
o 4 – emissions
o 5 – idle speed
o 6 – PCM
• 4th and 5th digit – specific areas were the trouble code is.
