Automotive Electronics – Institutional Elective

Unit 2: Syllabus

Gasoline Engines: Ignition fundamentals, Types of solid state ignition systems, components,
construction and operating parameters, Distributor less ignition system, Electronic spark timing
and control. Combined ignition and fuel management systems. Evolution of petrol engines.
carburetor, single point injection, Multipoint fuel injection and Gasoline direct injection (GDI).

Ignition fundamentals:

Q: What is a ignition system? 1M

A: A system which has the necessary components to generate a spark or to heat an electrode to a
high temperature to ignite a fuel-air mixture in spark ignition internal combustion engines.

Q: What is a spark plug? 1M

A: A spark plug is a critical engine component that provides the spark that ignites the air-fuel
mixture to combust air and petrol mixture.

sketch not required if it is 1M question.

Q: What is the voltage required to produce a spark?

Spark plugs usually require voltage of 12,000–25,000 volts or more to "fire" properly, although it
can go up to 45,000 volts.

Q: what is spark plug gap? 1M

A: It is the distance between the shortest distance between the centre electrode and ground
electrode.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective

Q: How does spark plug produce a spark?1M

The high voltage between the electrodes ionize the air in spark gap making it a conductor which
allows current to flow across the gap

Q: what is the importance of spark plug gap? 1M

a spark plug dictates the spark magnitude. An incorrect electrode gap may affect engine
performance as the spark magnitude may be insufficient to ensure complete combustion of the
air-fuel mixture.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective
Q: What is battery ignition system with contact breakers. . OR

A: What are the main components of battery Ignition systems? Discuss in detail with the help of
a neat sketch, the ignition system of a cylinder SI engine. 10 marks.

Ans: Battery ignition system consists of a battery of 6 or 12 volts, ignition switch, induction coil,
contact breaker, condenser, distributor and spark plugs. A typical battery ignition system for four
cylinder SI engine has been shown

The primary circuit consists of battery, switch, primary winding and contact breaker point which
is grounded. A condenser is also connected in parallel to the contact breaker points. One end of
the condenser is grounded and other connected to the contact breaker arm. It is provided to avoid
sparking at contact breaker points so as to increase their life.

The secondary ignition circuit consists of secondary winding distributors and spark plugs. All
spark plugs are grounded.

The ignition coil steps up 12 volts (or 6 volt) supply to a very high voltage which may range
from 20,000 to 30,000 volts. A high voltage is required for the spark to jump across the spark
plug gas. This spark ignites the air-fuel mixture as the end of compression stroke. The rotor of
the distributor revolves and distributors the current to the four segments which send the current
to different spark plugs. For a 4-cylinder engine the cam of the contact breaker has four lobes.
Therefore, it makes and breaks the contact of the primary circuit four times in every revolution
of cam. Because of which current is distributed to all the spark plugs in some definite sequence.

The primary winding of ignition coil has less number of turns (e.g. 200 turns) of thick wire. The
secondary winding has relatively large number of turns (e.g. 20,000 turns) of thin wire.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective
When ignition switch in turned on, the current flows from battery to the primary winding. This
produces magnetic field in the coil. When the contact point is open, the magnetic field collapses
and the movement of the magnetic field induces current in the secondary winding of ignition
coil. As the number of turns in secondary winding are more, a very high voltage is produced
across the terminals of secondary.

The distributor sends this high voltage to the proper spark plug which generates spark for
ignition of fuel-air mixture. In this way, high voltage current is passed to all spark in a definite
order so that combustion of fuel-air mixture takes place in all cylinders of the engine.

A ballast register is connected in series in primary circuit to regulate the current. At the time of
starting this register is bypassed so that more current can flow in this circuit.

The breaker points are held by a spring except when they are forced apart by lobes of the cam.

advantages and disadvantages of Battery Ignition system.

Advantages

(a) Low initial cost.

(b) Better spark at low speeds and better starting than magneto system.

(c) Reliable system.

(d) No problems due to adjustment of spark timings.

(e) Simpler than magneto system.

Disadvantages

(a) Battery requires periodical maintenance.

(b) In case of battery malfunction, engine cannot be started.

OR use this sketch

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective

Question: What is dwell angle and what is its importance.

The term ‘dwell’ when applied to ignition is a measure of the time during which the ignition coil
is charging, in other words when the primary current is flowing when contact breaker points are
closed. The dwell in conventional systems was simply the time during which the contact breakers
were closed. This is now often expressed as a percentage of one charge–discharge cycle or
interms of angle through which the CB points are closed. More the dwell angle, Larger the
energy in the primary circuit and hence a stronger spark for better combustion. When the engines
run fast the time duration during which the CB points are closed (dwell angle) get smaller
limiting the energy in the primary circuit leading to a weaker spark. Constant dwell electronic
ignition systems have now been replaced almost without exception by constant energy systems
discussed in the next section.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective

Explain the functions and operations of a transistor in electronic ignition system.

05 marks, Jan 2007.
Answer: The problems of conventional ignition system can be overcome by using a power
transistor to carry out the switching function and a pulse generator to provide the timing signal.
Power transistors are devices that have controlled turn-on and turn-off characteristics. They are
turned on when a current signal is given to base or control terminal. The transistor remains on so
long as the control signal is present. Very early forms of electronic ignition used the existing
contact breakers as the signal provider. This was a step in the right direction but did not
overcome all the mechanical limitations, such as contact bounce and timing slip.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective

The non-contacttype of triggers are preferred to overcome the disadvantages of contact points.
The sketch below shows a magnetic pick up to trigger the switching action of the transistor.

Question: Discuss the advantages of Electronic Ignition system compared to the conventional
electrical ignition system. 05 marks, Jan 2007 OR Question:What are disadvantages of
Conventional contact point Ignition system compared to Electronic Ignition system?

Answer:Electronic ignition is now fitted to almost all spark ignition vehicles. This is because the
conventional mechanical system has some major disadvantages.

 Mechanical problems with the contact breakers, not the least of which is the
limited lifetime. Moving parts in any mechanism wear down over time as parts grind
against each other. This occurs no matter how well lubricated the system is. The
electronic ignition does not have any moving parts. All of the operation of the
ignition system is handled by solid state electronics. This increases the reliability and
reduces the maintenance requirements. This results in a longer expected lifespan for
an electronic ignition system.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective
 Current flow in the primary circuit is limited to about 4 A or damage will occur to
the contacts or at least the lifetime will be seriously reduced due to arcing between
the contact points.
 Legislation requires stringent emission limits, which means the ignition timing
must stay in tune for a long period of time.. This promotes more efficient burning of
the air/fuel mixture in the combustion chamber, producing less exhaust emissions,
and resulting in better engine performance and increased mileage. But with
conventional systems as the contacts wear the ignition timing gets altered from the
ideal timing.
 Weaker mixtures require more energy from thespark to ensure successful
ignition, even at veryhigh engine speed. Electronic type of ignition systems provide a
hotter, more uniform spark at a more precise interval. With conventional systems as
the speed increases thought the dwell angle remains same but dwell time (time
during which the ignition coil is charging) decreases. But with electronic ignition
charging time could be kept constant ensuring constant energy for sparking even at
higher speeds.
 Electronic ignition system has absolute flexibility in controlling ignition timing
when compared to mechanical ways of advancing the spark. This could meet
stringent emission norms.

Question: What is Electronic spark timing and control or What is Electronic Spark Advance

Answer: ‘Programmed ignition’ is the term used by some manufacturers, while others call it
‘electronic spark advance’ (ESA). Constant energy electronic ignition was a major step forward
and is still used on countless applications. However, its limitations lay in still having to rely upon
mechanical components for speed and load advance characteristics. In many cases these did
not match ideally the requirements of the engine. Programmed ignition systems have a major
difference compared with earlier systems, in that they operate digitally. Information about the
operating requirements of a particular engine is programmed into the memory inside the
electronic control unit. The data for storage in ROM are obtained from rigorous testing on an
engine dynamometer and from further development work on the vehicle under various
operating conditions. Programmed ignition has several advantages
 The ignition timing can be accurately matched to the individual application under a
range of operating conditions.
 Other control inputs can be utilized such as coolant temperature and ambient air
temperature.
 Starting is improved and fuel consumption is reduced, as are emissions, and idle control
is better.
 Other inputs can be taken into account such as engine knock.
 The number of wearing components in the ignition system is considerably reduced.
Programmed ignition, or ESA, can be a separate system or be included as part of the fuel control
system.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective

Q: Explain with block diagram combined ignition and fuel control system
A : As the requirements for lower and lower emissions continue, together with the need for
better performance, other areas of engine control are constantly being investigated. This control
is becoming even more important as the possibility of carbon dioxide emissions being included
in future regulations increases.
An engine management system can be represented by the standard three-stage model as
shown in Figure

This representation shows closed loop feedback, which is a common feature, particularly related
to:
 lambda control,
 knock,
 idle speed.
The block diagram shown as Figure below can further represent an engine management
system. This series of ‘inputs’ and ‘outputs’ is a good way of representing a complex system.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective

Figure :General block diagram of an ignition and fuelcontrol

system

What is Closed loop lambda control?

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective
Ans: Current regulations have almost made mandatory closed loop control of the air–fuel
mixture in conjunction with a three-way catalytic converter. It was under discussion that a
lambda value of 1 should become compulsory for all operating conditions, but this was not
agreed. Lambda control is a closed loop feedback system in that the signal from a lambda sensor
in the exhaust can directly affect the fuel quantity injected. Figure 10.15 shows a block diagram
of the lambda control system.

A graph to show the effect of lambda control and a three-way catalyst (TWC) is shown in Figure
10.16.

Q: Explain simple carburetor with a neat sketch.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective
A:The function of a carburetor is to vaporize the petrol (gasoline) by means of engine suction and to
supply the required air and fuel (petrol) mixture to the engine cylinder. During the suction stroke, air
flows from atmosphere into the cylinder. As the air passes through the venturi, velocity of air increases
and its pressure falls below the atmosphere. The pressure at the nozzle tip is also below the atmospheric
pressure. The pressure on the fuel surface of the fuel tank is atmospheric. Due to which a pressure
difference is created, which causes the flow of fuel through the fuel jet into the air stream. When we
open the throttle more the air passes through and would lead greater pressure drop leading to more
fuel to be sucked in. As the fuel and air pass ahead of the venturi, the fuel gets vaporized and required
uniform mixture is supplied to the engine.

Q: Compare carburetor, Multipoint injection, GDI in terms of fuel economy and power output.
A:The following graph shows the comparison in terms of fuel economy and power.

This diagram shows the location of mixing of air and fuel mixture. (The diagram could be modified and
drawn to only highlight the points of fuel entry)

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective

The carburetor and MPI systems can mix air and fuel mixture prior to intake valve. The mixture then
enters the combustion chamber during the suction stroke. But GDI engines inject petrol directly in to

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective
the combustion chamber and therefore can inject during the suction stroke or during the compression
stroke. Lower fuel consumption and higher output in GDI engines is achieved by these two combustion
modes
The GDI engine provides both lower fuel consumption and higher output. This seemingly contradictory
and difficult feat is achieved with the use of two combustion modes. For the load conditions required
in average urban driving, fuel is injected late in the compression stroke, as in a diesel engine. By doing
so, an ultra-lean combustion is achieved due to an ideal formation of a stratified air–fuel mixture.
During high performance driving conditions, fuel is injected during the intake stroke. This enables a
homogeneous air–fuel mixture, like that in conventional MPI engines, to deliver a higher output.

Q: What are the features of GDI engines?

The Technical features of GDI engine are
 Upright straight intake ports for optimal air flow control in the cylinder.
 Curved-top pistons for better combustion.
 High-pressure fuel pump to feed pressurized fuel into the injectors.
 High-pressure swirl injectors for optimum air–fuel mixture.

What is artificial Intelligence and how it is applied to Engine Management Systems?

Or Explain Artificial Intelligence system using Adaptive Ignition control as an example.
Ans: Artificial intelligence (AI) is the ability of an artificial mechanism to exhibit intelligent behaviour.
The term invites speculation about what constitutes the mind or intelligence. The endeavour to
construct and understand increasingly sophisticated. The possibilities for AI in vehicle use are unlimited.
For example, if the engine was noticed to surge when the idle speed was set to 600 rev/min, then the
ECU would increase the speed to, say, 700 rev/min. The adaptability, or a very simple form of AI, comes
in deciding to set the idle speed at 700 rev/min on future occasions (which means this value is stored in
the memory for future use, so the idling rpm is 700 instead of 600. This principle of modifying the
response is the key.
Many systems use a variation of this idea to control idle speed and also to adapt air–fuel ratios in
response to a lambda sensor signal. An adaptive ignition system has the ability to adapt the ignition
point to the prevailing conditions. Programmed ignition has precise values stored in the memory
appropriate for a particular engine. However, due to manufacturing tolerances, engine wear with age
and road conditions means that the ideal timing does not always correspond to that held in the ECU
memory.
The adaptive ignition ECU has a three dimensional memory map as normal for looking up the basic
timing setting, but it also has the ability to alter the spark timing rapidly, either retarding or advancing,
and to assess the effect this has on engine torque. The ECU monitors engine speed by the crankshaf
sensor, and if it sees an increase in speed afer a timing alteration, it can assume better combustion. If
this is the case, the appropriate speed load site on the memory map is updated. The increase in speed
detected is for one cylinder at a time; therefore, normal engine speed changes due to the throttle
operation do not affect the setting. The operation of the adaptive ignition system is such as to try and
achieve a certain slope on the timing versus torque curve as shown by Figure10.64. Ofen the slope is
zero (point A) for maximum economy but is sometimes non-zero (point B), to avoid detonation and
reduce emissions.

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective

Figure 10.65 shows the adaptive ignition block diagram. The fixed spark timing map produces a‘non-
adapted’ timing setting. A variation is then added or subtracted from this point and the variation is also
sent to the slope detector. The slope detector determines whether the engine torque was increased or
decreased from the measure of the slope on the torque/timing curve compared with data from the
slope map. The difference is used to update the timing correction map. The correction map can be
updated every time a spark variation occurs, allowing very fast adaptation even during rapid changes in
engine operation. The slope map can be used to aim for either maximum torque or minimum emissions.

Q:What is carburetion?

A:The process of formation of a combustible fuel-air mixture by mixing the proper amount of
fuel with air before admission to engine cylinder is called carburetion and the device which does
this job is called a carburetor.

Q: Discuss the advantages and disadvantages of carburetors

A: Advantages of carburetors

 Carburetors cost less, are simple in operation and easy to repair or replace

 Carburetors allow the users to tune them to their requirements

 Since carburetors are not integrated into the engines, they can be serviced or replaced
without touching the engine

Disadvantages of carburetors

 Not the most efficient systems, dated design

 Most carburetors have a slight lag, which results in relatively slow throttle response

Nandakumar M B, Department of Automobile Engineering, DSCE

Automotive Electronics – Institutional Elective
 Certain components like diaphragm are relatively delicate and prone to damage

 Air fuel mixture fluctuates, affecting engine smoothness

Q: Discuss the Advantages of fuel injection

A: Advantages of fuel injection

 Optimised air-fuel mixture and atomisation allows for cleaner, more efficient combustion

 Sharper throttle response

 Better fuel efficiency and marginally more power than carbureted systems

 They are typically maintenance free and does not break down

Disadvantages of fuel injection

 Substantially more expensive than carburetors

 Cannot be repaired with simple tools, have to be replaced, which is expensive.

 Cannot be customised, unless you go for custom ECU maps, which again is expensive

Q:What are the two modes of combustion in GDI engines

A: The two modes of combustion are

Ultra-lean combustion mode: Under most normal driving conditions, up to speeds of 120 km/h,
the GDI engine operates in ultra-lean combustion mode, resulting in les s fuel consumption. In
this mode, fuel injection occurs at the latter stage of the compression stroke and ignition occurs
at an ultra-lean air–fuel ratio of 30 : 40 (35 : 55, including EGR).
Superior Output Mode: When the GDI engine is operating with higher loads or at higher speeds,
fuel injection takes place during the intake stroke. This optimizes combustion by ensuring a
homogeneous, cooler air–fuel mixture which minimizes the possibility of engine knocking.
These two modes are represented in Figure 10.24.

Nandakumar M B, Department of Automobile Engineering, DSCE