Ignition coil. The ignition coil serves to convert low voltage current into high voltage current. It is an electrical autotransformer with an open magnetic circuit. The design of all coils is almost the same, the differences are only in the winding data, methods of connecting the secondary winding, design features of individual components and parts, as well as in the material for filling the internal cavities.

On cars with a contact ignition system, oil-filled coils B102-B or B13 are installed. The filling improves the insulation of the windings and ensures heat dissipation. Transformer oil is used as a filler.

Ignition coil B13 (Fig. 12.2) consists of a core 15 made up of individual plates of electrical steel, insulated with each other by scale to reduce eddy currents generated by pulsating magnetic field. An insulating tube is put on the core, on which a secondary winding 13 is wound. A primary winding coil 12 is put on top of the secondary winding, the ends of which are placed in insulating tubes 6 and connected one to terminal 4, and the other to the “VK” terminal. The secondary winding 13 is connected at one end to the end of the primary winding 12, and at the other to the output terminal 1 through conductor 9 and spring 3, which is pressed against the brass insert 19. The primary winding usually has 250-400 turns, and the secondary - 19-26 thousand. turns. To enhance the magnetic flux penetrating the secondary winding, a ring magnetic core 10 is installed on top of the windings.

All parts of the coil are placed in a stamped steel housing 8 and isolated from it by an insulator 14.

An additional resistor-variator 16 (SE 102), which is a spiral of soft steel wire and placed in a ceramic insulator 17 mounted on a bracket 7, is connected in series with the primary winding of the coil. The ends of the additional resistor are connected by buses 18 to the terminals "VK" and "VK- B". The variator prevents a decrease in voltage in the secondary winding when the engine is running at high crankshaft speeds, and also facilitates starting the engine with a starter.

Shielded ignition coils have a metal casing mounted on the cover

Fig. 12.2. Ignition coil

At a low engine speed, the breaker contacts are closed for a sufficiently long time and the current in the primary circuit increases to its maximum value. At the same time, the variator spiral heats up, which increases the resistance of the circuit. This limits the current in the primary circuit, and, consequently, the heating of the coil.

As the crankshaft rotation speed increases, the time the contacts are closed decreases and the current strength in the primary circuit does not have time to increase to the maximum. At the same time, the heating of the variator spiral decreases, its resistance drops and the current passing through the primary winding does not decrease so significantly. Due to this, the voltage induced in the secondary winding remains high enough and ensures uninterrupted operation of the engine.

When starting the engine with the starter, the voltage at the battery terminals is greatly reduced. At the same time, the starter solenoid relay short-circuits the additional resistor 18 (Fig. 12.1) and thereby compensates for the voltage drop at the ends of the primary winding. As a result, a voltage is induced in the secondary winding of the ignition coil, ensuring reliable engine starting.

The ignition coil is a non-separable unit and cannot be repaired during operation.

Breaker-distributor. This device interrupts the low-voltage current circuit at the required moment and distributes the high-voltage current among the spark plugs in accordance with the operating order of the cylinders, and also adjusts the ignition timing depending on the crankshaft speed and engine load. The breaker-distributor consists of a low-voltage current breaker, a high-voltage distributor, centrifugal and vacuum ignition timing regulators, an octane corrector and a housing. Depending on the number of engine cylinders, distributors are made with four, six or eight sparks, and depending on the direction of working rotation - left and right rotation

Rice. 12.3. Breaker-distributor

a-general device; b-top view without cover and rotor; e-mode operation of the vacuum regulator; g-octane corrector; d-centrifugal regulator

The design and principle of operation of the breaker-distributor is best viewed on a contact-type device (Fig. 12.3).

Two copper-graphite bushings 31 are pressed into the housing 25, serving as a bearing for the drive shaft 29 of the cam clutch 8 of the breaker, the distributor rotor 10 and the centrifugal regulator. The roller 29 receives rotation from the lubrication pump drive shaft.

The breaker is mounted on a movable disk 4, which is mounted on a ball bearing 2, pressed into the hole of a fixed disk 3 attached to the housing 25. Disks 4 and 3 are connected to each other by a flexible copper wire 5 to increase the reliability of the connection of the movable disk to ground.

The movable contact 18 on the textolite block 17 is installed on an axis fixed to the movable disk 4 and is isolated from ground. Under the action of the leaf spring 16, the movable contact of the breaker is pressed against the stationary 19, fixed to the bracket and connected to ground. The contacts are made of tungsten. The bracket together with the fixed contact can be turned by screw 37 (Fig. 12.3.6) of the eccentric, with the help of which the gap between the contacts is adjusted (0.35 - 0.45). The gap is checked with a flat feeler gauge and adjusted at maximum contact separation. After adjustment, the gap is fixed with locking screw 38.

Movable contact 18 (Fig. 12.3, a) through spring 16 and wire 5 is connected to insulated terminal 7 of the housing, to which the low voltage wire from the ignition coil is connected.

To lubricate the edges of the jaw coupling 8 and the upper end of the roller, there are felt wicks 9 and 6, and for lubricating the bushings there is a 31-cap oiler 28.

A capacitor 34 is connected parallel to the contacts. One of its plates is connected to ground, and the other to terminal 7 of the breaker-distributor.

Capacitor(Fig. 12.4) consists of a body 7, in which a roll 4 is placed, consisting of two plates 9 of tin and zinc, applied in a thin layer to sheets of paper 8. The layer of metals is not applied across the entire width of the paper. Solder is sprayed onto the ends of roll 4, to which flexible wires 2 and 5 are soldered. Roll 4 is wrapped in cable paper 6. Conductor 5 is passed through holes in housing 7 and soldered to it. Conductor 2 from another plate is soldered to a brass terminal in textolite washer 1. Washers 1 and 3 ensure the tightness of the housing. The free space in the housing is filled with transformer oil.

Rice. 12.4. Capacitor:

a-device; b-plating of the capacitor; c-symbol

The capacitance of the capacitor should be in the range of 0.17-0.25 microfarads. With a smaller capacity, sparking at the breaker contacts increases, which leads to their burning; with a larger capacity, the voltage in the secondary winding of the ignition coil decreases.

High voltage current distributor consists of a rotor Yu (Fig. 12.3, c) and a cover 11, reinforced with spring latches 15 on the body 25. A brass spacer plate is attached to the carbolite rotor 10. The rotor is mounted on the upper part of the cam clutch 8, which has a flat (cut) for the correct relative position of the rotor and the cam protrusions.

The correct position of the cover relative to the body is ensured by a pin on the body that fits into the groove of the cover.

The lid contains central 14 and lateral 12 electrodes made of brass. A spring is inserted into the hole of the central electrode from below, pressing the carbon contact 13 to the rotor spacer plate.

It takes several thousandths of a second to burn the working mixture. Therefore, the mixture is ignited before the piston reaches TDC. with some advance.

The angle by which the crankshaft crank does not reach TDC. when the working mixture is ignited in the combustion chamber, it is called the ignition timing angle, which for different engines ranges from 28° to 45°. Its value depends on the crankshaft speed, load, type of fuel used and other factors.

The ignition timing angle changes automatically depending on the engine operating mode. It is initially installed manually.

Centrifugal regulator! ignition timing lator changes the ignition timing depending on the engine speed.

A plate 27 is pressed onto the corrugated part of the roller 29 (Fig. 12.3, a, d), on which weights 26 of the centrifugal ignition timing regulator are installed on the axles. Cam clutch 8 has a number of faces equal to the number of engine cylinders, and can be rotated relative to the axis of the roller 29 at a certain angle. The coupling is fastened to cross-beam 1 with screw 30.

As the rotation speed of the roller 29 increases, the weights 26 of the regulator diverge under the action of centrifugal forces, overcoming the resistance of the springs 32. The pins of the weights rotate the traverse 1 and the cam clutch 8 in the direction of rotation of the breaker-distributor shaft. The cam protrusions approach the moving contact earlier and open the breaker contacts, which increases the ignition timing. When the engine crankshaft speed decreases, the ignition timing decreases, because due to the decrease in centrifugal forces, the weights converge under the action of spring 32.

Vacuum ignition timing regulator changes the ignition angle depending on the engine load.

The vacuum regulator attached to the body 25 of the breaker consists of a chamber 20, a diaphragm 24 with a rod 21 and a spring 23. The operation of the vacuum regulator is shown in Fig. 12.3, c.

As the engine load decreases, the vacuum behind the closed throttle valve increases and is transmitted through a tube connected to fitting 22 to the vacuum regulator. Under the influence of vacuum, diaphragm 24, overcoming the resistance of spring 23, bends to the right. The rod 21 turns the movable disk 4 against the direction of rotation of the distributor roller 29. The cam protrusions approach the moving contact earlier and open the breaker contacts, which increases the ignition timing. As the engine load increases, the vacuum behind the opening throttle valve and in the vacuum regulator drops, spring 23 bends diaphragm 24 to the left, and rod 21 turns disk 4 in the direction of rotation of roller 29. The breaker contacts open later, which reduces the ignition timing.

When the engine is forced to switch to fuel with a higher or lower octane number, the ignition timing is adjusted using an octane corrector. To operate the engine on fuel with a lower octane number, the ignition timing is reduced, and to operate on fuel with a higher octane number, it is increased.

The octane corrector is located at the bottom of the body 25 (Fig. 12.3, a.d) of the breaker and consists of the lower 35, middle 33 and upper 39 plates. The middle plate 33 has an oval hole for a screw 36 securing it to the bottom plate 35, and a bracket 45 with an adjusting screw 43. The bottom plate 35 has a scale and a bracket 41 for holding the adjusting nuts 42 and 44 in bracket 45. The upper plate 39 is attached to the body 25 of the breaker, and with a screw 40 to the middle plate 33.

The ignition timing is changed by rotating the distributor-chopper housing using octane-corrector nuts 42 and 44 and checked using a scale and arrow.

The actual ignition timing angle is the sum of the initial setting angle and the angles set by the octane corrector, centrifugal and vacuum regulators.

Changing the gap in the breaker contacts leads to a decrease or increase in the ignition timing. Therefore, before setting the ignition timing on the engine, it is necessary to first check and, if necessary, adjust the gap between the contacts.

The breaker-distributor described above has one significant drawback, as does the entire contact ignition system, namely the inevitable burning of the breaker contacts. As a result, the starting properties of the engine deteriorate, the voltage of the secondary winding decreases, and, consequently, the spark energy.

The contactless ignition system, which will be discussed below, does not have these shortcomings.

Sweeping candle(Fig. 12.5, a) creates a spark discharge that ignites the working mixture compressed in the engine cylinders. It consists (Fig. 12.5,6) of a steel body 4 with a thread and a side electrode 6. An insulator 3 with a central electrode 5, a contact device and sealing parts are rolled into the body. Insulators have high mechanical strength and insulation resistance at high temperatures. The spark plug electrodes and the knurled central rod are made of nickel-manganese or chromium-nickel steel. The knurling ensures a strong connection with the conductive glass sealant. The gap between spark plug electrodes 5 and 6 is 0.6 - 0.8 mm. During engine operation, the gap increases by an average of 0.015 mm per 1 thousand km of vehicle mileage. A sealing metal washer 8 is installed between the housing and the insulator 3, which ensures the tightness of the connection. The sealed fastening of the spark plug in the block head is ensured by a metal-asbestos sealing ring 9 made of soft metal.

Rice. 12.5.Spark plug

a - general view; b - candle in section; c - shielded candle; 1 - contact nut; 2 - rod; 3 - insulator; 4 and 19 - buildings; 5 - central electrode; 6 and 21 - side electrodes; 7 - sealant; 8 - washer; 9 - sealing ring; 10 - wire shielding; 11 - bushing; 12 - union nut; 13 - rubber bushing; 14 - high voltage wire; 15 - contact device; 16 - ceramic bushing; 17- suppressive resistor; 18 - screen; 20 - ring

Spark plugs operate under very difficult conditions, being exposed to high voltage (up to 25 kV), high gas pressure (up to 4 MPa) and temperature changes from 40 to 2500 ° C.

To ensure uninterrupted operation of the spark plug, the lower part of the thermal cone of the insulator must have a temperature in the range of 500-600 ° C. At this temperature, carbon deposits deposited on the thermal cone of the insulator burns out, i.e. The spark plug self-cleans. With less heat, the electrodes of the spark plug will become covered with soot. In this case, the candle will work intermittently.

If the temperature of the insulator and the central electrode is too high (more than 800°C), glow ignition occurs when the working mixture ignites from contact with the heated cone of the insulator and the central electrode until a spark appears between the electrodes of the spark plug. As a result, the working mixture ignites too early.

A characteristic of the thermal properties of a candle is the glow number, which is determined in a special installation for the occurrence of glow ignition.

Non-separable design spark plugs produced by the domestic industry are designed for specific types of cars and are marked accordingly. The symbol of the candle contains the designation of the thread on the body (A-metric thread 14x1.25 or M-metric thread 18x1.5), heat number 8, 11, 14, 17, 20, 23 or 26, designation of the length of the threaded part of the body (H- 11mm, D-19mm), designation of the protrusion of the thermal cone of the insulator beyond the end of the body B, designation of sealing at the connection between the insulator and the central electrode with thermal cement -T.

The length of the threaded part of the body (12 mm), the absence of protrusion of the thermal cone of the insulator beyond the end of the body and the sealing of the insulator-central electrode connection with a sealant other than thermal cement are not indicated.

The shielded spark plug kit (Fig. 12.5c) includes a rubber sealing sleeve 13 that seals the wire entry into the spark plug, a ceramic shield insulating sleeve 16, a copper sealing ring 20 and a ceramic liner with a built-in suppression resistor 17. This resistor is designed to reduce the level of radio interference by the system ignition and reducing burnout of spark plug electrodes.

Contact of the wire with the electrode is carried out using contact devices of the KU-20A type. The connection is made as follows. The rubber sealing sleeve 13 of the spark plug is put on the end of the high voltage wire 14 coming out of the shielded hose 10, and then the wire is inserted into the contact device. The wire core, exposed to a length of 8 mm, is inserted into the hole of the sleeve, flared in the bottom of the ceramic cup of the contact device 15, and fluffed out so that the contact device is clamped on the wire. Spark plugs of this type (SN-307) are installed on ZIL-131 vehicles.

Ignition switch. This device is designed to turn on and off ignition devices and connect control and measuring instruments, windshield wiper and heater motors, radio receivers and starter switching relays (at the moment of starting) to the power source. The switch and lock itself are placed in the switch housing, cast from a zinc alloy. On the plastic cover of the switch there are terminals “AM” (ammeter), “KZ” (ignition coil), “ST” (starter) and “PR” (receiver). Using a key, the lock contact group can occupy four positions: 0 - all off; When the key is turned clockwise to a fixed position 1, the ignition and receiver are turned on, as well as instrumentation. To start the engine, you must turn the key clockwise to the “P” position - the starter switch relay and ignition devices are connected to the current source. When turning on the receiver while parked, you must turn the ignition key counterclockwise to the fixed position.

Sparking between the spark plug electrodes, the rotor and distributor cap electrodes, breaker contacts, as well as in other electrical equipment causes high-frequency electromagnetic oscillations that interfere with radio and television reception. The most severe interference is caused by the ignition system. To eliminate interference use:

Inclusion of suppressive resistances in high voltage wires;

Shielding of the electrical equipment system;

Blocking sparking contacts with high-capacity capacitors;

The use of special radio interference filter devices.

The ignition system of a gasoline engine is designed to ignite the air-fuel mixture. The combustion of this mixture occurs due to a spark.

Depending on how the process is controlled, the ignition system is divided into 3 types:

• contact,
• electronic.

In the contact system, the accumulation and distribution of sparks among the cylinders is controlled by a mechanical type device - a breaker-distributor ().

In a contactless ignition system, this function is performed by a transistor switch.

With an electronic ignition system, the distribution of electrical energy is controlled by an electronic control unit (ECU).

• Ignition switch. The ignition switch is usually located on the steering column or control panel. It controls the flow of current between the battery and the ignition system.
• Battery. When the engine is not running, the source of electricity is. It also supplements the electricity produced by the generator if it produces less than 12 volts.
• Distributor. The distributor directs the flow of high voltage current from the coil through the distributor handle to each of the spark plugs in turn.
• Capacitor. A device called a capacitor is attached to the ignition distributor housing. It ensures that there is no spark between the open contacts of the breaker, which would lead to burning of the contact surfaces.
• . A high voltage current passes through the central electrode of the spark plug. Then, a spark is formed in the gap between the central and side electrodes, igniting the fuel mixture in the cylinder.
• Drive. Typically the distributor is driven directly from the camshaft. Its rotation speed is 1/2 the crankshaft rotation speed.
• Coil. The coil consists of a metal housing containing 2 insulated winding wires wound around a mild steel core. The compression of the magnetic fields around the primary winding creates a high voltage current in the secondary winding, which goes through the distributor to the spark plugs.

Operating principle of the contact ignition system

The operating principle of the contact system is in the implementation of collection and conversion of low voltage ignition coil(12V) car electrical network y high voltage(up to 30 thousand volts), after which transmit and distribute voltage to the spark plugs, in order to create sparking on the spark plug at the right moment. Redistribution of high voltage across the cylinders is carried out through contacts.

A mechanical interrupter directly controls the energy storage process (primary circuit) and closes/opens the power supply to the primary winding.

Thus, the essence of the contact system’s operation lies in the following stages:

1. When the driver turns the ignition key, low voltage current from the battery is supplied to the primary winding of the ignition coil.
2. The current that appears on the primary winding forms a magnetic field.
3. Due to the fact that the engine is cranked (initially from the starter), the contacts of the cam breaker periodically open.
4. At the moment the circuit of the primary winding opens, the magnetic field also disappears, but due to the power lines crossing the turns of the primary and secondary windings, a high voltage current is induced in the secondary winding, and self-induction occurs in the primary winding (voltage no more than 300 volts).
5. The resulting high voltage current pulse is supplied to the distributor cap.
6. Where, due to the contacts, the current is distributed to each spark plug.
7. A spark discharge between the electrodes of the spark plug ignites the fuel-air mixture in the engine cylinder.

This type of ignition is used on classic domestic cars and some old foreign cars.

Self-induction current appears not only on the secondary, but also on the primary winding, which leads to burnt contacts and sparking.

1. No spark at the spark plugs

Possible reasons:

• poor contact or open circuit in the low voltage circuit;
• insufficient gap between the breaker contacts (burn);
• failure of the ignition coil, capacitor, distributor cap (cracks or burning), breakdown of explosive wires or the spark plugs themselves.

Troubleshooting methods:

• checking high and low voltage circuits;
• adjusting the breaker contact gap;
• replacing faulty elements of the ignition system.

2. Engine runs rough

Possible reasons:

• spark plug failure;
• violation of the gap between the spark plug electrodes or in the breaker contacts;
• the distributor cap or its rotor is damaged;
• Incorrectly set or the ignition timing is off.

Troubleshooting methods:

• checking and adjustment;
• replacement of faulty elements;
• setting the required gaps on the spark plugs and breaker contacts.

This is the oldest existing system - in fact, it is the same age as the car itself. Abroad, such systems stopped being installed in series mainly by the end of the 1980s; in Japan even earlier, in our country such systems were installed on “classics” in the 21st century.

A mechanical breaker that directly controls the energy storage device (the primary circuit of the ignition coil). This component is needed to close and open the power supply to the primary winding of the ignition coil. The breaker contacts are located under the ignition distributor cover. The leaf spring of the moving contact constantly presses it against the fixed contact. They open only for a short period of time, when the advancing cam of the drive roller of the breaker-distributor presses on the hammer of the movable contact. A capacitor is connected parallel to the contacts. It is necessary to ensure that the contacts do not burn at the moment of opening. When the moving contact is separated from the stationary one, a powerful spark can jump between them, but the capacitor absorbs most of the electrical discharge and the sparking is reduced to insignificance. But this is only half of the useful work of the capacitor - when the breaker contacts are completely open, the capacitor is discharged, creating a reverse current in the low voltage circuit, and thereby accelerating the disappearance of the magnetic field. And the faster this field disappears, the greater the current appears in the high voltage circuit. If the capacitor fails, the engine will not work normally - the voltage in the secondary circuit will not be large enough for a stable

sparking.

The breaker is located in the same housing with the high-voltage distributor - therefore, the ignition distributor in such a system is called a breaker-distributor.

Brief operating principle looks like this - power from the on-board network is supplied to the primary winding of the ignition coil through a mechanical breaker. The breaker is connected to the crankshaft, which ensures that its contacts close and open at the right time. When the contacts are closed, charging of the primary winding of the coil begins; when it is opened, the primary winding is discharged, but a high voltage current is induced in the secondary winding, which, through a distributor, also connected to the crankshaft, is supplied to the desired spark plug.

This system also contains mechanisms for adjusting ignition timing - centrifugal and vacuum regulators.

The centrifugal ignition timing regulator is designed to change the moment of spark occurrence between the electrodes of the spark plugs, depending on the speed of rotation of the engine crankshaft.

The centrifugal ignition timing regulator is located in the distributor-distributor housing. It consists of two flat metal weights, each of which is fixed at one of its ends to a support plate rigidly connected to the drive roller. The spikes of the weights fit into the slots of the movable plate on which the bushing of the breaker cams is fixed. The plate with the bushing has the ability to rotate at a small angle relative to the drive roller of the breaker-distributor. As the engine crankshaft speed increases, the rotation speed of the distributor shaft also increases. The weights, obeying the centrifugal force, diverge to the sides and move the bushing of the breaker cams “in separation” from the drive roller. That is, the oncoming cam rotates at a certain angle along the rotation towards the contact hammer. Accordingly, the contacts open earlier, and the ignition timing increases.

When the rotation speed of the drive roller decreases, the centrifugal force decreases and, under the influence of the springs, the weights return to their place - the ignition timing decreases.

The vacuum regulator serves to increase the ignition timing when the engine load decreases (and vice versa). For this purpose, the vacuum created in the carburetor diffuser is used. The location of the inlet of the pipeline connecting the carburetor to the regulator is chosen so that at full load, idling and starting the engine, the vacuum does not reach the regulator or is insignificant. Due to these considerations, the inlet

located in front of the throttle valve. When the throttle valve opens, its edge passes past the inlet of the pipeline and the vacuum in it increases.

The vacuum through the elastic pipeline 1 enters the vacuum chamber of the regulator, located on the left side of the diaphragm 3.

When the engine is idling, the vacuum is low and the regulator does not work (Fig. 2.3, a). As the load increases (i.e., as the throttle valve opens), the vacuum in the vacuum chamber of the regulator increases. Due to the pressure difference (rarefaction in the vacuum chamber and atmospheric pressure), the elastic diaphragm 3 bends to the left, overcoming the resistance of spring 2 and dragging rod 5 along with it. This rod is pivotally connected to disk 6, on which contacts or sensors are located.

Moving the rod to the left (with increasing vacuum) leads to rotation of the support plate 7 in the direction opposite to the direction of rotation of the screen (Fig. 2.3, b). There is an earlier supply of a control pulse from the sensor or opening of the contacts and, therefore, earlier ignition. The maximum rotation of the disk, and, consequently, the maximum ignition timing is limited mechanically. When the throttle valve moves to the fully open position, the vacuum decreases, spring 2 causes the diaphragm, rod and disk to move in the opposite direction, resulting in a decrease in the ignition timing (later ignition). When the throttle valve is fully open, the regulator does not work (Fig. 2.3, c).

Introduction.............................................................................................................................. 3

Contact ignition system.......................................................................... 7

Starter...................................................................................................................... 15

Main malfunctions of battery system devices

ignition and its maintenance............................................. 18

Starter repair and maintenance......................................... 21

1 - sensor-distributor; 2 - spark plug; 3 - electronic switch; 4 - battery; 5 - generator; 6 - ignition coil; 7 and 11 - low and high voltage wires, respectively; 8 - mounting block; 9 - ignition switch; 10 - plug connector of the sensor-distributor; +B - positive terminal of the ignition coil

The electronic-mechanical device of the sensor-distributor, with the ignition on and the engine running, produces voltage pulses to an electronic switch, which converts them into intermittent current pulses in the primary winding of the ignition coil. When the current pulse in the primary winding is interrupted, a high voltage current is induced in the secondary winding. The high voltage current from the ignition coil is supplied through a wire to the central terminal of the distributor cap and then through the carbon contact, the rotor current carrying plate, and the side terminals, it is supplied to the spark plugs and, with a spark discharge, ignites the working mixture in the engine cylinders.

Advantages of a contactless ignition system:

Increased reliability due to the absence of moving contacts and the need for systematic cleaning and adjustment of gaps;

No influence of vibration and beating of the distributor rotor on the uniformity of the sparking moment;

Increased reliability of engine start-up and operation during vehicle acceleration due to higher electrical discharge energy, which ensures reliable ignition of the working mixture in the engine cylinders, regardless of the crankshaft speed;

Simplifying ignition system maintenance.

This paper examines the engine starting system, which includes: a contact ignition system, a starter and their maintenance.

Contact ignition system.

The compressed working mixture in the engine cylinder is ignited by an electric discharge - a spark formed between the electrodes of the spark plug.

To form an electric discharge under conditions of a compressed working mixture, a voltage of at least 12-16 kV is required.

The conversion of low voltage current into high voltage current and its distribution among the engine cylinders is carried out by battery ignition devices. The battery ignition system consists of a low voltage power source, ignition coil, distributor breaker, capacitor, spark plugs, ignition switch, and low and high voltage wires (Figure 4). The battery ignition system has two circuits - low and high voltage.

Rice. 5. Ignition coil

0.8 mm, a cardboard tube, a secondary winding of 19...25 thousand turns of thin wire with a diameter of 0.1 mm, an iron case with magnetic cores, a carbolite cover, terminals and an additional resistor.

Rice. 7. Capacitor

The secondary winding is located under the primary and is separated from it by a layer of insulation. The ends of the primary winding are brought out to the terminals of the carbolite cover. One end of the secondary winding is connected to the primary winding, and the second is connected to the central terminal of the carbolite cover.

The core is made from individual strips of transformer steel insulated from each other to reduce the formation of eddy currents. The lower end of the core is installed in a porcelain insulator. Inside, the ignition coil is filled with transformer oil.

The additional resistor consists of a spiral, ceramic sockets and two tires. Resistance ranges from 0.7 to 20 ohms. One end of the resistor is connected by a bus to the VK terminal, and the other to the VKB.

At low engine speeds, the breaker contacts for a long time are in a closed state, the current strength in the primary circuit increases, the resistor heats up, the resistance in the circuit increases, a small current flows into the ignition coil, this protects it from overheating.

When the engine speed increases, the time the contacts are closed decreases, the current in the primary circuit decreases, the heating and resistance of the additional resistor decrease, which prevents the voltage in the secondary circuit from decreasing.

When the starter is turned on, the resistor is short-circuited and engine starting is easier.

Breaker-distributor . The formation of high voltage current and its distribution among the engine cylinders for timely ignition of the working mixture must correspond to the operating order of the cylinders.

To induce a high voltage current in the secondary winding of the ignition coil, it is necessary to periodically open the primary battery ignition circuit, which

and executes the breaker. A distributor is used to distribute the high voltage current among the cylinders according to the operating order of the engine. Both of these devices are combined into one - a breaker-distributor.

Breaker(Fig. 6) is installed on the engine and is driven by the camshaft. The main parts of the breaker are the housing and the drive shaft. A moving disk (on which an insulated lever with a contact and a fixed stand with a contact are located), a fixed disk, centrifugal and vacuum advance regulators, an octane corrector and a cam with projections according to the number of cylinders. The cam is connected to the drive shaft through a centrifugal regulator. The breaker contacts are welded with refractory metal - tungsten. The breaker lever is hinged on the disk and its contact is pressed against the fixed contact by a spring. The rotating drive roller presses the cams on the textolite protrusion of the breaker lever and in one revolution it opens, and the spring closes the contacts as many times as there are protrusions on the cam.

Opening the primary circuit of the ignition coil causes the disappearance of the magnetic flux, crossing not only the turns of the secondary winding, but also the primary, as a result of which a self-induction current with a voltage of 200...300 V is induced in them. This current, slowing down the disappearance of the current in the primary circuit, leads to a decrease in the EMF in the secondary circuit. The self-induction current also leads to intense sparking between the contacts of the breaker and their destruction. To prevent the harmful effects of self-induction EMF, a capacitor is used. Condensate is connected in parallel to the contacts of the breaker and at the moment the self-induction EMF appears, it is charged, preventing sparking at the contacts. In addition, a charged capacitor, discharging in the opposite direction, leads to a rapid disappearance of the current in the primary circuit, and therefore the magnetic flux, due to which the voltage in the secondary circuit increases. The capacitor (Fig. 7) consists of varnished paper on which a thin layer of zinc and tin is applied. This paper is the lining of the capacitor and is rolled into a roll. One flexible conductor is soldered to the ends of the roll. The roll is wrapped in cable paper and soaked in oil. The capacitor is mounted on the outside of the housing or on the movable disk of the breaker.

The capacitance of the capacitor is 0.17...0.2 µF. Metallized paper capacitors have the ability to self-heal during dielectric breakdown by filling the hole with oil.

The gap between the breaker contacts has a great influence on the operation of the battery ignition. Normal operation of the battery ignition will be with a gap between the breaker contacts within 0.35...0.45 mm.

If the gap is large, then the time of the closed state of the contacts will decrease and the current strength in the primary winding of the ignition coil will not have time to increase to the required value and, as a consequence of this, the EMF of the secondary circuit will not be sufficient. In addition, at high crankshaft speeds, interruptions in engine operation will occur. With a small gap, strong sparking occurs between the contacts, their burning and, as a result, interruptions in all engine operating modes. The gap between the breaker contacts is adjusted by moving the plate with the fixed contact post and using an eccentric, having first unscrewed the locking screw (Fig. 8). After adjustment, the locking screw must be tightened. Measure the gap with the contacts completely open using a plate feeler gauge.

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Select spark plugs for the engine according to their designations, which indicate the diameter of the threaded part, the length of the lower part of the insulator and the material

insulator. The diameter of the threaded part is designated by the letters M and A, where M corresponds to a diameter of 18 mm and A to 14 mm. The number indicates the heat number. The length of the threaded part is indicated by the letters H - 11 mm, D - 19 mm. If there is no letter, then the length of the screwed part is 12 mm. The letter “B” means that the lower part of the insulator protrudes, and “T” means that the insulator is sealed with thermal cement.

On the engines of GAZ-53-12 and ZIL-130 cars, A11 spark plugs are installed, where the letter A indicates that the thread diameter is 14 mm, the number 11 indicates the heat rating, and the length of the screw part of the housing is 12 mm. The gap between the central and side electrodes has a great influence on the performance of the spark plug. Factories recommend gaps of 0.85... 1.00 mm. Reducing the gap against the norm causes abundant carbon formation on the spark plug electrodes and interruptions in its operation. With a larger gap, due to increased resistance, sparking conditions worsen, which will also cause interruptions in engine operation. The gap is adjusted by bending the side electrode, and its size is checked with a round feeler gauge (Fig. 9, c). The central electrode cannot be bent, as the ceramic insulation is destroyed and the spark plug fails to function.

Ignition switch. Switching on and off battery ignition devices and other consumers of electric current is carried out using the ignition switch. It consists of two parts: a lock with a key and an electrical switch. The lock consists of a body, a cylinder, a spring and a leash. At the rear of the lock body is a switch consisting of a contact plate with three protrusions and a panel with three contact screws.

In ZIL-130 and GAZ-53-12 cars, the key has three positions: first (the key head is located vertically) - the ignition is turned off; second (turn the key clockwise) - the ignition is on; third (turn the key all the way) - the ignition and starter are turned on. In all cases, control and measuring instruments are turned on along with the ignition.

Starter.

Reliable starting of the engine is possible provided that its crankshaft rotates at a frequency of 60...80 min-1. Since achieving such a rotation speed using the handle requires significant effort from the driver, to facilitate the driver’s work when starting, an electric motor is used - a starter. The main parts of the starter (Fig. 10), like the generator, are: a housing, an armature with windings and a commutator, two covers, brushes and brush holders.

Due to the starter's consumption of significant current (up to 900 A), the field and armature windings are made of thick wire. Four sections of the field winding are connected in series with the armature windings in two parallel branches with two field windings in each. The brushes are made of copper-graphite for better conductivity. Two brushes are connected to ground, and two are connected to field windings. The brushes fixed in the brush holder are pressed against the commutator by springs. To drive the engine crankshaft into rotation, the starter is equipped with a drive that connects the starter shaft to the flywheel ring gear. The starter is turned on using the ignition switch. The operation of the starter is based on the interaction of the magnetic fields of the field and armature windings as they pass through them electric current.

The starter drive must ensure that the starter gear is connected to the flywheel ring only for the duration of the engine start. After starting, the starter shaft must immediately turn off, otherwise the flywheel crown will rotate the starter armature at a very high frequency and the turns of the armature winding may come out of the grooves under the influence of centrifugal force.

On the vehicles under study, a starter with remote control and electromagnetic activation is used (Fig. 11). The drive consists of a switching relay, a traction relay with two windings - retracting and holding, a lever with a fork, a ring, a spring, a slotted bushing and a coupling. The retracting winding is connected in series with the armature winding, and the holding winding is connected in parallel.

The freewheel consists (Fig. 10 b, c, d) of a driving cage moving on the shaft splines, and a driven cage with a gear and four wedge-shaped recesses. Rollers with springs are placed in the wedge-shaped recesses. Rotation of the driving race causes the rollers to move into the narrow part of the recess and jamming of the driven race on the drive one. If you rotate the driven cage relative to the driving one along the way, the rollers will move to a wider part of the recesses and the driven cage will rotate freely on the driving one.

To turn on the starter, you must turn the ignition key to the right all the way, which closes the circuit of the start relay winding.

The magnetic field created by the relay winding leads to the closure of the relay contacts, as a result of which the pull-in and holding windings of the traction relay are included in the electrical circuit. Under the influence of the magnetic field of the windings, the core of the traction relay is retracted and the lever associated with it engages the drive gear with the flywheel ring. At the same time, the copper contact disk at the other end of the rod, after turning on the gear, will close the starter's electrical power circuit.

When turning the ignition key to starting position the holding winding circuit opens, and the traction relay core, and with it the lever and copper switch disk, return to their original position, the starter turns off.

On a KamAZ vehicle, the starter uses a drive with a freewheel ratchet mechanism. The drive moves along the splines of the armature shaft. It consists of a housing, driving and driven coupling halves, a spring, a sleeve with spiral splines and a mechanism for centrifugally releasing the coupling halves. The starter should be turned on for no more than 5 seconds. If necessary, the starter can be turned on again at intervals of at least 0.5 minutes. This period of time is necessary to restore the battery's functionality. You can turn on the starter no more than 3 times in a row.

Basic malfunctions of battery ignition system devices and its maintenance.

Malfunctions in the operation of battery ignition devices are detected by interruptions in engine operation, difficulty starting the engine, and sharp pops from the muffler.

If interruptions occur in different cylinders, this indicates a malfunction of the distributor-distributor or ignition coil. Misfires in one cylinder occur in most cases due to a faulty spark plug or high voltage wire.

Malfunction of the breaker-distributor can occur due to contamination or burnt contacts, a short circuit of the lever to ground, violation of the gap between the contacts of the breaker, a malfunction of the capacitor, a crack in the cover or rotor of the distributor, or a broken carbon brush. The insulation of the windings in the ignition coil may be damaged.

Dirty contacts are wiped with a rag soaked in gasoline, and burnt contacts are cleaned with a file or an emery board. The damaged gap is restored by adjustment; The lever connecting to ground is wiped, inspected, and if the insulation is damaged, the wiring is carefully insulated. A distributor cap or rotor that is cracked must be replaced. The broken carbon brush is also replaced, and the dirty one is cleaned.

A capacitor malfunction is detected by strong sparking between the breaker contacts and a sharp bang in the muffler. The serviceability of the capacitor is checked in the following ways:

the high voltage wire from the ignition coil is installed at a distance of 6-7 mm from any metal part of the engine and after turning on the ignition, the contacts are opened - an intense spark between the tip of the wire and the ground indicates the serviceability of the capacitor;

disconnect the wire of the capacitor from the terminal and, turning on the ignition, open the contacts 1-2 times; at the same time, a strong spark arises between them.

If, after connecting the capacitor wire when the contacts are opened, the spark remains the same, then the capacitor is faulty; a weak, barely noticeable spark between the contacts indicates that the capacitor is working. The serviceability or usefulness of the capacitor is more accurately determined at the stand.

Most often, the ignition coil fails if the ignition is left on for a long period of time with the breaker contacts closed. The windings of the ignition coil heat up, the insulation melts and a short circuit of the turns occurs. In this case, the additional resistance may also burn out. A faulty ignition coil must be replaced.

A faulty spark plug can be detected by disconnecting the high voltage wire from the spark plug one at a time. If the disconnected spark plug is working properly, then engine interruptions increase. If you disconnect the faulty spark plug, engine interruptions will remain unchanged.

To eliminate the malfunction, the spark plug must be unscrewed and inspected; if there is carbon deposits on it, it must be cleaned, washed with gasoline and blown with compressed air. The gap between the electrodes is checked and, if necessary, adjusted by bending the side electrode. A spark plug that has cracked insulators must be replaced.

The secondary battery ignition circuit is checked with the ignition on and the breaker contacts closed. The high voltage wire of the ignition coil is installed at a distance of 4-5 mm from any metal part of the engine and open the breaker contacts by hand; an intense spark between the wire and the engine part indicates the serviceability of the devices. The presence of current in the low voltage circuit is checked with a lamp connected parallel to the breaker contacts. The lamp should light when the ignition is on and the breaker contacts are open.

Maintenance. Lubricate the breaker-distributor shaft with grease through a grease cap, clean the surface of battery ignition devices from dust, dirt and oil, check the spark plugs and, if necessary, clean them of carbon deposits, check and adjust the gaps between the spark plug electrodes, remove the breaker-distributor, clean and check the condition contacts and the gap between them. If necessary, adjust the gap, lubricate the shaft, cam, cam bushing of the breaker-distributor and the axis of the moving contact lever. The cam is lubricated with a felt wick moistened with 1-2 drops of liquid oil used for the engine. Lubricate the cam bushing with 1-2 drops of liquid oil with the felt washer removed, check the condition of the high and low voltage wires.

When checking the operation of battery ignition devices, avoid contact with exposed parts of high voltage wires.

Starter repair and maintenance.

Starter malfunctions. The main malfunctions of the starter include loosening of the supply wires, wear or contamination of the brushes and commutator, oxidation of the switch contacts, breakage or short circuit in the windings, wear of the freewheel parts and gear teeth. These malfunctions lead to the fact that the starter does not work at all, does not develop the required speed and power, when turned on, the starter armature rotates, but the crankshaft is stationary, creating a lot of noise when the starter is turned on and running.

When turned on, the starter does not work at all, No characteristic clicks of the traction relay can be heard. To identify the causes, you need to turn on the headlights and starter. If the glow of the lamps does not change when the starter is turned on, this indicates poor contact or an open circuit in the auxiliary relay circuits or in the main operating current circuit of the starter.

If the intensity of the lamps decreases significantly, then the probable cause may be a poor condition of the battery or a faulty contact in its terminal connections, as well as a malfunction of the starter motor. Places of poor contact in electrical circuits and breaks are determined by sequential connection of a test lamp in the indicated electrical circuits. If necessary, check the battery charge level. If you hear characteristic clicks when you turn on the starter, this means that the traction relay is working properly.

When the starter is turned on, the crankshaft turnsIt's going very slowly. The most common reasons for this are insufficient charge of the battery, oxidation and (or) loosening of the contacts of the working electrical circuit of the starter, or slipping (rotating) of the roller freewheel. If the battery is in good condition, the starter must be removed to check and troubleshoot.

When the starter is turned on, the armature rotates, but the flywheel does notmobile The causes of this malfunction may be a slipping freewheel, axle falling out or a broken clutch lever, a broken clutch drive ring or a buffer spring.

Loud noise when turning on and running the starter is possible when its fastening is loosened, the holding winding of the solenoid relay is broken, the teeth of the drive gear and the flywheel ring are broken.

Loud noise after starting the engine means that the starter does not turn off. It is necessary to quickly turn off the engine, turn off battery, check the fastening of the starter, and if necessary, remove it and check the condition of the drive gear teeth and the solenoid relay windings (short circuit).

Starter repair includes testing the functionality on a bench, disassembling, checking parts and reassembling.

Checking the starter is carried out on a special stand in idle mode and under load. Electrical diagram turning on the starter when checking is shown in Fig. 12. Connecting wires to the battery and ammeter must have a cross-section of at least 16 mm2. With an input voltage of 12 V, the starter should consume a current at idle in the range of 70...85 A (depending on the model), and the armature rotation speed should be within 5000+500 min -1.

Increased current consumption, reduced rotation speed, and noise during operation indicate electrical or mechanical faults. Reduced current consumption and reduced armature rotation speed at normal voltage at the starter terminals indicate a breakdown in contacts in the wire connections or in the brush assembly (wear, sticking of the brushes, contamination of the commutator). To test the starter under load in full braking mode, a clamping device with a lever connected to a dynamometer is put on the drive gear and the braking torque is determined. To do this, turn on the starter briefly (no more than 4-5 s, so as not to overheat and damage the starter windings) and measure the force it develops on a dynamometer scale. By multiplying the force value measured by a dynamometer by the length of the lever arm, the torque developed by the starter is determined, which must correspond to the starter’s passport data.

Disassembling the starter is done in the following order:

· disconnect the excitation coil output from the solenoid relay (see Fig. 12) and remove it by disconnecting it from the cover;

· unscrew the coupling bolts (on the starter of the VAZ-2109 car, having previously removed the casing), remove the cover with the brushes and remove the brushes from the brush holders on the commutator side;

· disconnect the housing from the front cover and remove the armature assembly with the freewheel;

· remove the freewheel, for which it is necessary to move the restrictive ring towards the drive and remove the locking ring from the groove of the armature shaft.

After disassembly, all parts should be washed and blown with compressed air and checked.

Checking starter parts for short circuits is carried out using an indicator and a power source or autotester, as shown in Fig. 13. If a short circuit is detected by the indicator lamp lighting up, the defective part must be replaced.

The starter armature should not have mechanical damage to the splines and increased wear of the commutator. If the commutator is significantly rough and worn, it is ground and cleaned with fine-grained sandpaper.

Closed field coils can be replaced by unscrewing the screws securing them to the starter housing using a press screwdriver. When screwing screws during assembly, their heads are caulked to prevent spontaneous loosening.

The freewheel is checked by turning its gear on the hub: the gear should turn freely relative to the hub in one direction and not turn in the other direction. The gear teeth should not show signs of chipping or chipping. Small nicks on the gear lead can be removed by grinding with a fine-grit grinding wheel.

The starter covers should not have chips or cracks, worn armature shaft bushings should be repressed.

The brushes must move freely in the brush holders and if they become worn excessively, they must be replaced. The height of the brushes must be at least 9 mm for the starter of the ZAZ-1102 car and at least 12 mm for the starters of other passenger cars.

Starter assembly carried out in the reverse order of disassembly. During assembly, the screw splines of the armature shaft must be lubricated with engine oil, and the armature bushings and drive gear must be lubricated with Litol-24 lubricant. During assembly, the axial movement of the armature shaft is adjusted by selecting the number and thickness of adjusting washers installed on the front or rear (depending on the design of the starter) journals of the armature shaft. After assembly, check the correct adjustment of the drive according to the distance between the end of the freewheel gear and its limit ring.

Starter Maintenance consists of periodically tightening the wire fastenings and cleaning the external surfaces of dirt.

To ensure reliable operation of the starter, it is recommended that every km of mileage, and if necessary, earlier, remove it from the vehicle to clean and check the condition of its parts and lubrication. This involves cleaning the commutator and, if necessary, replacing worn brushes, as well as adjusting the drive and axial movement of the armature shaft.

General occupational safety requirements for vehicle maintenance and repair, industrial sanitation and fire safety measures

Creating safe working conditions must be clearsharing in any field of production activityperson. And even more so where the work involves increaseddanger to human health.

In Russia there is a state Standard Systemlabor safety standard, establishing general work safety requirements (GOST 12.3.017-85), which are carried out at motor transport enterprises, service stations and specialized centers for all types of maintenance (MRO) and current repair (TR) of trucks and cars, buses, tractors, trailers and semi-trailers (hereinafter referred to as vehicles) intended for use on the roads of the general network of Russia.

Ensuring safe working conditions is monitoredDenia prosecutor's office, state sanitary inspectorate, city technical supervision, firenational inspection and other state control services.Responsibility for completing the entire scope of tasks related tobuilding safe working conditions is entrusted to the managementproperty of a motor transport enterprisenony engineer.

All persons entering work undergo introductory training in safety and industrial safety.nitaria, which is the first stage of learning technologyke safety at this enterprise. The second step is totraining is on-the-job training conductedin order for workers to learn safe work practicesspecifically in the specialty and at the workplace where he must work. Increased when performing workwhen there is a danger, repeated briefings are carried out throughcertain periods of time, but at least onceat 3 months.

Additional (unscheduled) briefingconductsif a worker violates the rules and instructions for technicalsafety, technological and production disciplines, as well as when changing the technological processca, type of work and type of vehicles serviced. All typesbriefings are recorded in special journals, whichry are kept by the head of the enterprise, workshop or productionwater area.

Industrial sanitation. An important condition for safe and highly productive work is the elimination of the impact of industrialhazards: air pollution; noise and vibrations; abnormal thermal conditions (drafts, low or high temperatures in the workplace).

Under the influence of industrial hazards they canoccupational diseases arise.

The task of industrial sanitation and occupational hygiene isis a complete elimination or significant reductionindustrial hazards. Premises motor transportAll enterprises and automobile service organizations must be equipped with centralized or autonomous heating, supply and exhaust ventilation, sanitary facilities, showers, dressing rooms, washrooms, toilets, premises equipped for eating, and smoking areas.

Fire prevention measures. The premises of motor transport enterprises and car service centers are characterized by a high fire hazard. So as not toIt is prohibited to create conditions for fire in industrial premises and on vehicles:allow contact with the engine and workplace topolive and oils; leave cleaning materials in the cabin (cabin), on the engine and work areas; allow leaks in fuel lines, tanks and power system devices; keep the necks of fuel tanks and vessels with flammable liquids open; wash or wipe the body, parts and assemblies with gasoline, wash hands and clothes with gasoline; store fuel (except for what is in the fuel tank of the car) and containers for fuel and lubricants; use open fire when troubleshooting; warm up the engine with an open fire.

All passages, driveways, stairs and recreational highwayssports facilities must be free to enterand travel. Attics cannot be used for productionny and warehouse premises.

Smoking on site and in production premisesin areas of a motor transport enterprise is permitted only in designated areas equipped with fire-fighting equipment and the inscription “Smoking area”. In prominent placessigns should be posted near telephone sets indicating the telephone numbers of fire brigades, an evacuation plan for people, vehicles and equipment in case of fire and the names of persons responsible for fire safetyness.

Fire hydrants in all rooms are equipped with handyou and the trunks, enclosed in special cabinets. INFoam fire extinguishers are installed in rooms for maintenance and repair of vehiclestel (one fire extinguisher per 50 m2 of room area) andboxes with dry sand (one box per 100 m2 of room area). Near the sand box on the fire stand there should beplace a shovel, crowbar, hook, axe, fire bucket.

Timely fire detection and quick notificationThe leadership of the fire brigade is the main condition for successfully fighting a fire.

Literature.

1. Kalissky (third-class driver’s textbook), Nag0, 384 p.

2. AUTO FECTER. Design, maintenance and repair of automobiles: Ed. 5th. Study guide. / Gerasimenko A.I., Rassanov n/d: Phoenix, 2004. - 576 p. (Series “Primary vocational education».)

Contact ignition system– the oldest, you won’t see it in modern cars anymore. Sometimes it can be found in older car models. For example, VAZ used a contact ignition system in its cars until 2000. In a contact ignition system, detonation of the air-fuel mixture occurs with the help of a spark resulting from the supply of high voltage current to the electrodes of the spark plug.

Contact ignition system

The first car to use a contact battery ignition system was the 1910 Cadillac. The innovation was well received by motorists. From that moment on, the era of contact ignition began. Contact-transistor ignition system became the next step in the history of the development of the automotive industry. Modern cars use contactless, electronic ignition. It is more reliable and secure.

The contact ignition system of internal combustion engines consists of:

• Power supply;
• Ignition distributor;
• Ignition coils;
• Low and high current wires;
• Spark plugs;

The double winding of the ignition coil conducts current. The wire on the primary winding conducts a low voltage current, which, when transferred to the secondary winding, is converted into a high voltage current. The essence of the ignition process: a pulse is supplied from the coil to the spark plug electrodes with the participation of a mechanical distributor, igniting the air-fuel mixture.

Contact ignition system diagram

The distributor consists of a cover and a rotor. There are two groups of contacts on the cover that distribute voltage. The central group of contacts receives an impulse from the secondary winding, and through the side group the voltage is supplied to the spark plug.

The distributor is one of the main parts of the distributor. The second component of the distributor is a breaker, which opens the current circuits on the coil windings. The distributor is driven by the engine crankshaft.

Ignition timing occurs before the piston reaches top dead center. This is done to ensure that the combustion of the air-fuel mixture occurs as efficiently and completely as possible. The angle of rotation of the crankshaft at which the ignition timing occurs is the ignition timing angle.

It may vary depending on the degree of load on the engine. The vacuum timing regulator is designed to determine the required ignition angle.

To transmit an impulse from the ignition coil, and then to the spark plug, use high voltage wires.

How is the ignition process carried out?

The key turns and the starter turns on. The current flowing through the primary winding of the coil is converted into high voltage current when the circuit is opened. When the circuit on the secondary winding opens, the pulse arrives at the distributor, which redirects it to the spark plug electrodes. A spark occurs, with the help of which the air-fuel mixture detonates.

Failure of the contact ignition system

What indicates problems with the contact ignition system of an internal combustion engine?

With reasonable use, the contact ignition system will not cause any trouble and will last a long time without reminding you of itself. In order for the system to work without failures, it is necessary to be able to diagnose certain malfunctions.

1. No spark. Such a malfunction in the system can occur when wires break, contacts burn, the ignition coil malfunctions, or a spark plug breaks.
2. The engine malfunctions or does not reach full power when running. This scenario is possible when the contacts are loose, there is a breakdown in the rotor, or the spark plug is faulty.

To eliminate or prevent such breakdowns, it is necessary first of all to monitor the cleanliness and integrity of the contacts and fastening of the wires. If one or another part fails, it must be replaced.

The engine may malfunction due to uneven firing of the spark plugs. The electrodes of the spark plugs can often burn out, causing malfunctions. You can clean the electrodes at home. To do this, they need to be cleaned with a file, and if the electrodes are badly burned, the spark plug will have to be replaced. The condition of the spark plug is indicated by the color of the electrodes. In a working spark plug it is light brown; in a faulty spark plug the electrodes are burnt black.

Another problematic part of the system is high voltage wires. Often they “move away” from the electrodes, as a result of which contact is lost and the engine does not start. In addition, a situation often arises when, instead of igniting the air-fuel mixture, the current goes “to the side”. To solve problems with wires, it is recommended to purchase silicone wires through which current does not flow.

A simple recommendation – do not climb under the hood of the car during rain or heavy snow, and do not drive through deep puddles. If water gets under the hood, electrical parts of the vehicle's control systems may be flooded. Electronic parts that get wet will not work. Therefore, the car may stall, and the driver will be able to continue the journey only when all the parts are dry.

Breakdowns of the contactless ignition system

In a contactless ignition system, similar problems arise: the engine begins to malfunction, stalls, and does not start. The majority of problems are related to contamination of parts. In winter, moisture and salt, which is sprinkled on the roads, settle on spare parts; in summer, dust settles, which penetrates into all the cracks.

The car starting system, like any part unified system, ensures comfortable use and uninterrupted operation of all components. Proper operation, timely diagnostics, and high-quality repairs will help all vehicle mechanisms to serve for a long time and work without breakdowns.