UNIT II
ENGINE AUXILIARY SYSTEMS
Electronic
ignition system
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An electronic ignition system is a type of
ignition system that works in electronic
circuits, usually by transistors.
The transistors are controlled by
sensors to generate electric pulses
which then generate a high-voltage
spark that can burn the lean mixture
and provide a better economy and lower
emission.
The electronic ignition system is fully
controlled electronically.
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The electronic ignition system is vastly
used in aircraft engines, bikes,
motorcycles, and cars as it performs the
same purpose as other types of ignition
systems on them.
The function of an electronic ignition
system is to remain the same as it
produces a high-voltage spark to the spark
plug so that the fuel-air mixture can be
burned or ignited.
Because sensors are used in the system, it
improves reliability and mileage and
decreases emissions.
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Components of an electronic Ignition system
Battery:
The battery is the power source of the
ignition system as it transfers the required
energy to the system as the ignition switch is
on.
The battery type used is an electrochemical
system that stores charges and releases them
whenever they’re needed.
This battery has two terminals; positive and
negative. The positive terminal is connected
to the key (ignition switch) while the negative
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Ignition switch
The ignition switch is the power bottom that
turns the system ON and OFF.
When it’s on, power is supplied from the
battery, and when off, the power supply is
terminated.
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Electronic control module
This is where electronic work begins in the
system as it ON and OFF the primary current.
The component is also known as the control
unit of an ignition system.
it’s what monitors and controls the timing
and intensity of the spark automatically.
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The device receives voltage signals from the
armature and set the primary coil on and off.
Electronic control modules are placed
separately outside the distributor or placed in
the electronic control unit box of the vehicle.
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Armature
The armature is what generates a magnetic
field in the system. unlike the battery ignition
system that has contact breaker points, it’s
being replaced with the armature in the
electronic ignition system.
This armature consists of a reluctor with
teeth that is the moving part, a vacuum
advance, and a pickup coil to catch the
voltage signals.
The electronic module collects the voltage
signals from the armature so that the circuit
can be made and broken.
This sets the timing of the distributor to
accurately supply current to the spark plugs. 9
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Distributor
Current flows from the primary winding,
while the distributor controls the on and off
of the cycle of the current flow.
It’s used to distribute current to each spark
plug in multi-cylinder engines.
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Ignition coil
The ignition coil is advantageous as it helps
to produce high voltage to the spark plug.
The component is a pulse-type transformer
and it produces the short fire or spark of high
volt for the combustion.
The ignition coil is two sets of winding which
include primary winding (outer winding) and
secondary winding (inner winding).
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Spark plugs
The spark plug is the component that
generates the spark inside the cylinder, using
the ignition coil’s high voltages to ignite the
fuel-air mixture.
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How Electronic Ignition System Works.mp4
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Advantages
Fewer moving parts increase their working
efficiency.
Low maintenance is required.
It increases fuel efficiency.
It generates fewer emissions.
Good efficiency.
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Disadvantages
The cost of the system is very expensive.
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Transistorised Ignition System
• Therefore, a transistor is used to assist
the work of a contact breaker.
•Hence, this system is known as Transistor
assisted ignition system or transistorized
ignition system
•A transistor interrupts a relatively high
current carrying circuit, i.e, it controls high
current in the collector circuit with less
current in the base circuit.
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Construction:
It consists of
battery,
ignition switch,
transistor,
collector,
emitter,
ballast resistor,
contact breaker, ignition coil.
distributor and spark plugs.
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Working
The cam in the distributor is rotated by the
engine. It opens and closes the contact breaker
points.
When the contact breaker points are closed:
A small current flows in the base circuit of the
transistor.
A large current flows in the emitter or collector
circuit of the transistor and the primary winding
of the Ignition coil due to the normal transistor
action.
A magnetic field is set up in the primary winding
of the coil.
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When the contact breaker points are
Open
The current flow in the base circuit is
stopped.
The primary current and the magnetic field in
the coil collapse suddenly due to immediate
reverting of the transistor to the non-
conductive state.
It produces a high voltage in the secondary
circuit.
This high voltage is directed to the respective
spark plugs through the rotor of the
distributor. [Link] A.P / RA
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Advantages :
It increases the life of contact breaker
points.
It gives high ignition voltages .
It gives longer duration of sparks .
It has very accurate control of timing.
It needs less maintenance.
Disadvantages :
More mechanical points are needed similar to
a conventional system.
It has a tendency to side tracking .
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Capacitor Discharge Ignition System
The short form of the Capacitor discharge ignition is
CDI which is also known as thyristor ignition.
It is one kind of automotive electronic ignition
system, used in motorcycles, outboard motors,
chainsaws, lawnmowers, turbine-powered aircraft,
small engines, etc.
It was mainly developed to conquer the long
charging times which are connected through high
inductance coils employed for IDI (inductive
discharge ignition) systems to make the ignition
system more appropriate for high engine speeds.
The CDI utilizes capacitor discharge current toward
the coil for firing the spark plugs
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A Capacitor Discharge Ignition or CDI is an
electronic ignition device that stores an
electrical charge and then discharges it
through an ignition coil in order to produce a
powerful spark from the spark plugs in a
petrol engine.
Here the ignition is provided by the capacitor
charge. The capacitor simply charges and
discharges within a fraction of time making it
possible to create sparks CDIs are commonly
found on motorbikes and scooters.
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Capacitor Discharge Ignition Module
The typical CDI module includes different
circuits like charging & triggering, a mini
transformer & the main capacitor.
The system voltage can be increased from
250V to 600V through a power supply in this
module.
After that, the flow of electric current will be
there toward the charging circuit so that
capacitor can be charged.
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The rectifier within the charging circuit can avoid
the discharge of the capacitor before the ignition
moment.
Once the triggering circuit gets the triggering
signal, then this circuit will stop the working of the
charging circuit & allows the capacitor for
discharging its o/p fast toward the ignition coil of
low inductance.
In Capacitor discharge ignition, the coil works like
a pulse transformer rather than an energy storage
medium because it does within an inductive
system.
The o/p of the voltage toward the spark plugs is
extremely reliant on the CDI design.
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The insulation capacities of voltages will
exceed the existing ignition components
which can cause components failure.
Most of the CDI systems are designed to
provide extremely high o/p voltages however
this is not constantly helpful.
Once there is no signal for triggering then
the charging circuit can be re-connected for
charging the capacitor.
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Working Principle of a CDI System
A capacitor discharge ignition works by passing an
electrical current over a capacitor. This type of
ignition builds up a charge quickly. A CDI ignition
starts by generating a charge and storing it up before
sending it out to the spark plug in order to ignite the
engine.
This power passes through a capacitor and is
transferred to an ignition coil that helps boost the
power by acting as a transformer and allowing the
energy to pass through it instead of catching any of it.
The CDI ignition systems, therefore, allow the engine
to keep running as long as there is a charge in the
power source.
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Construction of Capacitor Discharge Ignition
A Capacitor Discharge Ignition consists of several
parts and is integrated with the ignition system of a
vehicle.
The foremost parts of a CDI include the stator,
charging coil, hall sensor, flywheel, and timing mark.
Flywheel and Stator
The flywheel is a large horseshoe permanent magnet
rolled into a circle that turns-ON the crankshaft.
The Stator is the plate holding all of the electrical
coils of wire, which is used to power ON the ignition
coil, bike’s lights, and battery charging circuits.
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Charging Coil
The charging coil is one coil in the stator, which is used
to produce 6 volts to charge the capacitor C1.
Based on the flywheel’s movement the single pulsed
power is produced and is supplied to the sparking plug
by the charging coil to ensure the maximum spark.
Hall Sensor
The Hall Sensor measures the Hall effect, the
instantaneous point where the flywheel’s magnet
changes from a north to a south pole.
When the pole change occurs, the device sends a
single, tiny pulse to the CDI box which triggers it to
dump the energy from the charging capacitor into the
high voltage transformer.
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Timing Mark
The timing mark is an arbitrary alignment point shared
by the engine case and stator plate. It indicates the point
at which the top of the piston’s travel is equivalent to the
trigger point on the flywheel and stator.
By rotating the stator plate left and right, you effectively
change the trigger point of the CDI, thus advancing or
retarding your timing, respectively. As the flywheel turns
fast, the charging coil produces an AC current from +6V
to -6V.
The CDI box has a collection of semiconductor rectifiers
that connected to G1 on the box allows only the positive
pulse to enter the capacitor (C1). While the wave entering
into the CDI, the rectifier allows only the positive wave.
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Trigger Circuit
The trigger circuit is a switch, probably using a
Transistor, Thyristor or SCR. This triggered by a
pulse from the Hall Sensor on the stator. They
only allow current from one side of the circuit
until they are triggered.
Once Capacitor C1 is fully charged, the circuit
can be triggered again. This is why there is
timing involved with the motor.
If the capacitor and stator coil were perfect, they
would charge instantaneously and we can trigger
them as fast as we wish. However, they require a
fraction of a second to full charge.
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Advantages
The major advantage of CDI is that the capacitor
can be fully charged in a very short time (typically
1ms). So the CDI is suited to an application where
insufficient dwell time is available.
The capacitor discharge ignition system has a
short transient response, a fast voltage rise
(between 3 to 10 kV/ µs) compared to inductive
systems (300 to 500 V/ µs), and a shorter spark
duration (about 50-80 µs).
The fast voltage rising makes CDI systems
unaffected to shunt resistance.
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Disadvantages
The capacitor discharge ignition system
generates huge electromagnetic noise and
this is the main reason why CDIs are rarely
used by automobile manufacturers.
The short spark duration is not good for
lighting relatively lean mixtures as used at
low power levels. To solve this problem many
CDI ignitions release multiple sparks at low
engine speeds.
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TURBO CHARGER
A Turbo Charger is basically an exhaust gas
driven air compressor which compresses the
ambient air and sent this pre compressed air
into the cylinder during suction stroke.
It consists of two basic parts, the exhaust gas
driven turbine and its housing, and the air
compressor and its housing
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It is the job of the turbocharger to compress more
air flowing into the engine’s cylinder.
When air is compressed the oxygen molecules are
packed closer together.
This increase in air means that more fuel can be
added for the same size naturally aspirated
engine. This then generates increased mechanical
power and overall efficiency improvement of the
combustion process.
Therefore, the engine size can be reduced for a
turbocharged engine leading to better packaging,
weight saving benefits and overall improved fuel
economy.
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Purpose of Turbo Charger
It is the job of the turbocharger to compress
more air flowing into the engine's cylinder.
When air is compressed the oxygen
molecules are packed closer together.
This increase in air means that more fuel can
be added for the same size naturally
aspirated engine.
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What is WGT and VGT?
WGT (Waste Gate Turbocharger)
Separates low-speed and high-speed areas to
close or open emission valve. –
VGT (Variable Geometry Turbocharger)
Optimizes turbine efficiency by area after
adjusting the vane’s opening angles.
Improved engine performance and reduced
gas emission through turbo charger.
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