Interrupter distributor of contactless ignition system. Contactless ignition system

Ministry of General and Professional Education of the Sverdlovsk Region GOU SPO SO Ural College of Technology and Entrepreneurship

COURSE WORK

Topic: Device, operation and main malfunctions of a contactless ignition system

Completed

student 2 course

27 groups.

A.S. Perevoshchikov

Leader

N.V. Pushkarev

Ekaterinburg 2009

Introduction

The purpose of the ignition system

Principle of operation

The device of the ignition system elements

· Ignition coil

High voltage ignition wires

· Hall Sensor

Centrifugal (CB) regulator and vacuum regulator

Switch

Removal and installation of the ignition distributor. Hall sensor replacement

What is UOZ and what does it affect. Installation of UOZ

Contactless and contact ignition systems

Diagnostics and troubleshooting

List of resources that contributed this material

Introduction

The ignition system is a combination of all devices and devices that ensure the appearance of a spark at the moment corresponding to the order and mode of engine operation. This system is part of common system electrical equipment. The first engines (for example, the Daimler engine) had a glow plug as an ignition system. That is, the ignition of the working mixture was carried out at the end of the compression stroke from a highly heated chamber in communication with the combustion chamber. Before starting the glowing head, it was necessary to warm up, then its temperature was maintained by burning fuel. At present, such an ignition is possessed by a part of micro-internal combustion engines used in various models (aircraft, auto, ship models, and the like). In this case, glow ignition wins with its simplicity and unsurpassed compactness.

History

Truly on gasoline engines the spark ignition system has taken root, that is, the system hallmark which is the ignition of the mixture with an electric discharge, which pierces the air gap of the spark plug. A large number of ignition systems have been created. All the main types of such systems can be found at the present time.

Magneto-based ignition system

One of the first to appear was a magneto-based ignition system. The idea of \u200b\u200bsuch a system is to generate an ignition pulse when passing a magnetic field next to a stationary coil. permanent magnetassociated with a rotating engine part. The advantage of this design is simplicity, the absence of any batteries. Such a system is always ready to go. It is used at this time most of all on power products - for example, on chainsaws, lawn mowers, small gas generators and the like. The disadvantages are the high cost of manufacturing (a coil with a large number of turns of a very thin wire, high insulation requirements, high-quality powerful magnets), structural difficulties with the regulation of the ignition moment (it is necessary to move a rather massive coil). To increase the reliability, structures with external transformers are often used. In this case, a low voltage pulse is initially generated when the magnet passes close to the coil. This coil is made from a few turns of thicker wire, so it is simpler, cheaper, and more compact. Further, a low-voltage pulse enters the ignition coil, from which a high-voltage pulse is removed, which is already going to the spark plugs. Various electronic components are currently being introduced into such and similar ignition systems in order to improve performance and mitigate disadvantages, but the idea of \u200b\u200bgenerating a pulse using a permanent magnet remains unchanged.

Externally powered ignition system

The second, the most common type of ignition systems on automobile engines, are systems with "battery", that is, with external power supply. In this case, the system is powered from an external power source. An integral part of the ignition system is the ignition coil, which is a pulse transformer. The main function of the ignition coil is to generate a high-voltage pulse on the spark plug. For many decades, the coil on the engine was one, and a high-voltage distributor was used to service several cylinders. Recently, a coil for a couple of cylinders or for each cylinder has become typical (which allows you to place the coil directly on the candle as a cap and to refuse high-voltage wires). There are also ignition systems for automobile engines with two spark plugs, and, accordingly, two coils for each cylinder. Two spark plugs per cylinder are used for reasons of reducing the length of the combustion front in the cylinder, which allows the ignition moment to be slightly shifted to the early side, and to get a little more engine output. The reliability of the system is also increased. In turn, ignition systems can be divided into systems with energy storage in an inductance, and ignition systems with energy storage in a tank.

Systems with energy storage in inductance occupy a dominant position in technology. The main idea is that when current is passed from an external source through the primary winding of the ignition coil, the coil stores energy in its magnetic field, when this current stops, the self-induction EMF generates a powerful pulse in the coil windings, which is removed from the secondary (high-voltage) winding, and is fed to the candle. The pulse voltage reaches 20-40 thousand volts without load. In reality, on a running engine, the voltage of the high-voltage part is determined by the breakdown conditions of the spark gap of the spark plug in a particular operating mode, and ranges from 3 to 30 thousand volts in typical cases. The interruption of the current in the winding for many years was carried out by ordinary mechanical contacts, now the control of electronic devices has become the standard, where the key element is a powerful semiconductor device: a bipolar or field-effect transistor.

Systems with energy storage in a container (they are also "capacitor" or "thyristor") appeared in the mid-70s in connection with the emergence of an affordable element base and the increased interest in rotary piston engines. Structurally, they are almost similar to the systems described above with energy storage in inductance, but differ in that instead of passing direct current through the primary winding of the coil, a capacitor charged to high voltage (typically 100 to 400 volts). That is, the mandatory elements of such systems are a voltage converter of one type or another, whose task is to charge the storage capacitor, and a high-voltage switch that connects this capacitor to the coil. As a rule, thyristors are used as a key. The disadvantage of these systems is the design complexity, and the insufficient pulse duration in most designs, the advantage is the steep front of the high-voltage pulse, which makes the system less sensitive to spark plug splashing, which is characteristic of rotary piston engines.

There are also designs that combine both principles and have their merits, but, as a rule, these are amateur or experimental designs that are highly complex to manufacture.

The most important parameter that determines the operation of the ignition system is the so-called ignition moment, that is, the time at which the system ignites the compressed working mixture with a spark discharge. The ignition moment is determined as the position of the engine crankshaft at the moment of impulse to the spark plug relative to the top dead center in degrees Late ignition leads to a drop in engine power due to underburning of fuel, which worsens the environmental characteristics of the exhaust and leads to a decrease in economy (a decrease in power does not reduce fuel consumption). Early ignition leads to detonation, especially when the gas pedal is pressed hard. Ignition timing adjustment consists in setting the earliest ignition moment, which does not yet lead to detonation.

These are the main types of ignition systems that are used in various fields to this day.

In my work, I want to talk about the device, operation, main malfunctions and ways of eliminating the contactless ignition system using the example of the VAZ - 21213 (Niva) car and its modifications.

The purpose of the ignition system

In Niva cars and its modifications with 1.7 liter engines. and 1.8 liters. High energy non-contact ignition system is applied.

The purpose of the SZ is:

· Creation of spark between electrodes of spark plugs, necessary for ignition of combustible mixture in gasoline engines;

· Supply of ignition voltage to the candles in a certain order (1-3-4-2);

· Regulation of the moment of occurrence of a spark.

Principle of operation

After turning the key in the ignition lock through the lock contacts, voltage is applied to the ignition relay coil, contacts 85-86. The relay is triggered and supplies a +12 V voltage through its contacts 30-87 to the ignition coil terminal and to the 4th contact of the switch. The voltage is removed from the switch contacts to power the Hall sensor. When the key is further turned to the "start" position, the distributor roller and the screen, which is rigidly fixed to the roller, begins to rotate clockwise (the screen has four windows according to the number of engine cylinders). At the moment when the slot of the screen is opposite the Hall sensor, control current pulses appear on its central, green wire. They are fed to the 6th contact of the switch, in which they are converted into current pulses for the primary winding of the ignition coil, contact K. The switch works like a key, turning on and off the circuit of the primary winding of the ignition coil with its output transistor. At the moment of shutdown, an interruption of the current occurs in the primary winding of the coil. At the same moment, a high voltage current is induced in the secondary winding of the ignition coil, at least 20 kV, which is fed through a high-voltage wire to the central contact of the ignition distributor cover. Further, the current passes through the coal to the central contact of the rotor. From the central contact, it passes through a suppression resistor to the outer contact of the rotor. From the outer rotor contact to the side electrodes. From side electrodes to high-voltage wires and further to spark plugs. An electrical breakdown is formed between the electrodes of the spark plugs. A spark is generated and ignites the air-fuel mixture.

Figure: one. Schematic diagram of ignition. 1 - spark plugs 2 - distributor sensor 3 - switch 4 - generator 5 - battery 6 - ignition switch 7 - ignition relay 8 - ignition coil

The device of the ignition system elements

Ignition coil

Type 27.3705 with open magnetic circuit, oil-filled, sealed. Less commonly used are coils filled with compound. The resistance of the primary winding at 25 o C should be 0.45 ± 0.05 Ohm, the secondary - 5 ± 0.5 kOhm.

Figure: 2. Ignition coil. 1 - insulator; 2 - case; 3 - insulating paper of windings; 4 - primary winding; 5 - secondary winding; 6 - terminal of the output of the primary winding (designations "1", "-", "K"); 7 - contact screw; 8 - central terminal for high voltage wire; 9 - cover; 10 - power supply terminal (designations "+ B", "B", "+", "15"); 11 - contact spring; 12 - fastening bracket; 13 - external magnetic circuit; 14 - core;

The ignition coil functions as a high voltage pulse generator. It works on the principle of a transformer, has a secondary winding - a thin wire with a lot of turns, wound on an iron core, and a primary winding - a thick wire with a few turns, wound over the secondary winding. When current passes through the primary winding of the coil, a magnetic field is created in it. When the circuit of the primary winding is opened by the switch, the magnetic flux also stops, as a result of which a voltage is induced in both windings, which in the secondary winding is at least 20 kV, and in the primary winding no more than 500 V.

Is it possible to use a coil from a contact ignition system (VAZ 2101 - 2107) for a contactless ignition system? Can , but high ignition energy can no longer be obtained, since in "classic" coils the resistance of the primary winding is 3-3.5 Ohm, which is 6-8 times more than in high-energy systems. Therefore, starting the engine may not be possible if the engine has a high compression ratio and the air temperature is low and / or the air-fuel mixture is lean.

Coil maintenance is reduced to visual inspection and resistance measurement. There should be no cracks or dents on it. To check the windings of the ignition coil, disconnect the wires from its contacts B and K and remove the high-voltage wire. Measure the resistance of the primary and secondary windings with an ohmmeter at 25 ° C. It should be 0.45 ± 0.05 Ohm (Fig. 3, b), and the secondary one - 5 ± 0.5 kOhm (Fig. 3, a). If there are cracks, mechanical damage or resistance of the windings does not correspond to the specified - replace the coil.

High voltage ignition wires

They are used in high voltage circuits of the ignition system, i.e. from the secondary winding of the ignition coil to the distributor and spark plugs. These wires are specially insulated with high voltage. They not only conduct high voltage currents, but also suppress radio interference generated by the ignition system. The most widespread "Zhiguli" wires have the following design. The core of the wire, which is a cord made of linen yarn, is enclosed in a sheath made of plastic with the maximum addition of ferrite. A wire with a diameter of 0.11 mm from an alloy of nickel and iron is wound over this sheath, 30 turns per centimeter. Outside, the wire has an insulating sheath made of polyvinyl chloride. The ends of the high-resistance wire are connected to brass terminals located at the ends of the wires. These clips are adapted to fit into the ignition coil, ignition distributor, or spark plug tips.

The main thing in wires is the value of the resistance distributed along the length and the value of the insulation breakdown voltage. Depending on the value of the distributed resistance, the sheath of the wire has a different color.

For high-energy ignition systems (VAZ-21213, 2108), blue wires (silicone insulation) with a distributed resistance of 2.55 kΩ / m (2.28 - 2.82 kΩ / m) and a breakdown voltage of up to 30 kV are used. Foreign high-voltage wires, as a rule, are characterized by increased distributed resistance (due to more stringent requirements for the suppression of radio and television interference). Their value of the distributed resistance can be in the range of 9-25 kOhm per meter, that is, much more than that of our blue wires. Silicone insulation of such wires is better, the wires themselves are softer.

An increase in the distributed resistance reduces the burning time of the spark between the spark plug electrodes (up to 20% difference) and the high-voltage pulse energy (up to 50%). This reduction can negate all "reserves" in the ignition system, and starting the engine under adverse conditions can be difficult.

The rigidity of the wires is of great importance. The harder the wires (especially when low temperatures), the faster their contacts are loosened in the connections. In addition, cracks are more common in rigid insulation.

Diagnostics of high voltage wires. If in the dark, opening the hood with the engine running, you find the "northern lights" - glowing high-voltage wires, then they must be replaced. If you can freely grasp the high-voltage wires of foreign cars with your hands, then it is better not to touch our wires. With a conventional ignition system, "touching" can simply cause unpleasant sensations, with high-energy ignition systems, a spark can pierce the skin, that is, there is a high probability of an electrical injury. High-voltage wires must be clean, otherwise a conductive layer of dirt may form on the outside, which will reduce the maximum voltage in the secondary circuit. Insulation and rubber caps must be free of cracks, breaks that contribute to current leakage, bad start and unstable engine operation. Sometimes these cracks and breaks are not visible. In order to find them, you need to find a piece of wire that is suitable in length, strip it from both sides. Connect one end to "ground", and with the other lead alternately along the high-voltage wires, from beginning to end, including the rubber caps on both sides of the wires. Pass the end of this wire from above between the electrodes and around the cover 11 (Fig. 4) of the distributor, as well as over the cover 9 (Fig. 2) of the ignition coil. Under no circumstances should you touch the coil contacts. If there are cracks, gaps somewhere, then a series of sparks will slip between the end of the bare wire you are leading and, for example, the rubber cap of the third candle. At this moment, the engine will start to "triple" - to work unevenly, unstable. This means that it is in this place that there is a malfunction. If this defect is found, the defective parts of the high-voltage system must be replaced.

The high-voltage wires can be checked for a break with an ohmmeter by connecting it to the wire ends.

Figure: 4. Ignition distributor 38.3706 1 - roller 2 - oil baffle 3 - proximity sensor 4 - vacuum regulator body 5 - membrane 6 - vacuum regulator cover 7 - vacuum regulator draft 8 - centrifugal regulator base plate 9 - ignition distributor rotor 10 - side electrode with terminal 11 - cover 12 - central electrode with terminal 13 - ember of the central electrode 14 - resistor 15 - outer contact of the rotor 16 - plate of the centrifugal regulator 17 - weight 18 - base plate of the proximity sensor 19 - shield 20 - housing

The cover of the ignition distributor sensor is made of a special non-conductive material. It has a center electrode with a terminal, a spring-loaded corner of the center electrode and side electrodes with terminals. The cover on the distributor sensor is fixed by means of two spring latches located opposite each other. In order to reduce condensation of vapors, ventilation of the distributor body cavity is provided inside the cover through two small holes in the cover and at the bottom of the body. High voltage is supplied from the coil to the center electrode of the cover. The current passes through a spring-loaded coal and enters the central electrode of the distributor rotor. Then the current passes through the noise suppression resistor to the side electrode of the rotor. The rotor is rigidly connected to the distributor sensor roller. When the roller rotates, the rotor rotates with it, transferring current to the side electrodes of the distributor cover. Maintenance of the lid is reduced to keeping it clean, both outside and inside. The end of a flat file is used to clean the side electrodes in the distributor cover. This facilitates the drainage of the high-voltage pulse from the outer electrode of the rotor to the side electrode of the cover, which prevents unwanted drainage in another place and contributes to the supply of increased voltage to the electrodes of the candle. It is also necessary to pay attention to the mobility of the central spring-loaded carbon electrode of the cover. There were cases when the "coal" was jammed in the hole of the cover and was no longer pressed by the spring against the central contact of the rotor. This led to combustion of the carbon electrode and failure of the ignition system. When servicing the ignition system, pay attention to the rotor. If necessary, the central contact of the rotor must be wiped with a cloth soaked in gasoline, acetone or solvent, and the side contact can be cleaned with a file or emery paper. If charring is found on the rotor, replace it.

If the noise suppression resistor burns out along the way, then it can be replaced with a piece of wire suitable in length. And if the rotor is shorting to "mass", then you need to put under it a plastic bag, rolled up in two or three layers. Put the rotor back in place, and cut the protruding ends of the bag with a knife.

Hall Sensor

Magnetoelectric, got its name from E. Hall, an American physicist who discovered in 1879 an important galvanomagnetic phenomenon. Hall effect proximity switches have been widely used overseas since the early 1970s. The advantages of this switch are high reliability and durability, small dimensions, and the disadvantages are constant energy consumption and relatively high cost.

Let's consider the principle of the Hall sensor. It has a slotted design. On one side of the slot there is a semiconductor through which current flows when the ignition is on, and on the other side - a permanent magnet. The slot of the sensor includes a steel cylindrical screen with slots. When the screen rotates, when its slots are in the gap of the sensor, the magnetic flux acts on the semiconductor with the current flowing through it, and the control pulses of the Hall sensor are fed to the switch.

The Hall sensor is not serviced, the faulty one is replaced with a new one.

Hall sensor test. The voltage is removed from the sensor output if there is a steel screen in its gap. If there is no screen in the gap, then the voltage at the sensor output is close to zero. On the ignition distributor sensor removed from the engine, the sensor can be checked according to the diagram shown in Fig. 5, at a supply voltage of 8-14 V.

Slowly rotating the roller of the ignition distributor, measure the voltage at the output of the sensor with a voltmeter. It should change sharply from the minimum (no more than 0.4 V) to the maximum (no more than 3 V less than the supply voltage).

Fig 5. Scheme for checking the Hall sensor on the removed ignition distributor. 1 - distributor sensor, 2 - 2 kΩ resistor, 3 - voltmeter.

Figure: 6. Circuit for testing the Hall sensor on a car. 1 - ignition distributor sensor, 2 - voltmeter with a scale limit of at least 15 V, 3 - Hall sensor connector.

You cannot check the operation of the Hall sensor with a probe with a light bulb! The output current of the sensor is too small to light even a 3 W lamp, and due to overload, the DX may fail.

Centrifugal (CB) regulator and vacuum regulator

Serve for automatic adjustment of the ignition timing. The interaction of these devices ensures that an appropriate ignition timing is obtained for the current crankshaft speed and engine load. The centrifugal regulator (see Fig. 7) rotates together with the rotor of the ignition apparatus, which is located asymmetrically with cam 3 (the rotor is not shown in the figure).

Figure: 7. The principle of operation of the centrifugal regulator: a - static state, b - working state.

1 - spring, 2 - weights, 3 - cam, 4 - weight axis, 5 - bottom disc, b - weight pin, 7 - segment, 8 - ignition device housing.

Weights 2 are installed on axles 4, mounted on the lower disc 5, rigidly connected to the axis of the regulator. The cam 3 and the upper segment 7 connected to it are put on the distributor rotor. The upper segment is pivotally connected to the weight 2 by means of a pin 6, which enters the hole.

The regulator works on the principle of using centrifugal forces acting on the weights. With an increase in the rotor speed of the ignition apparatus, the weights, deviating outward, lead to the rotation of the cam in the direction of rotation. The cam angle is determined by the balance between the centrifugal force on the weights and the spring tension. A further increase in the rotational speed leads to the fact that the state of equilibrium of these forces occurs at a different angle of rotation of the cam. Rotating the cam in the same direction as the rotation of the rotor results in an earlier control pulse from the Hall sensor. Thus, the ignition timing is increased and the ignition occurs earlier. A decrease in the rotational speed leads to a decrease in the ignition timing.

If both springs are the same in the governor, then the ignition timing is linear as a function of the speed. If two different springs are used, then at a low speed, the weaker spring is pulled out more, and when a certain frequency is reached, a stronger spring is switched on, slowing down the increase in the ignition timing. In this case, the characteristic of the latter becomes nonlinear. The maximum ignition advance angle is limited mechanically as a result of limiting the rotation of the cam in the extreme position. The cam can be rotated by weights by 15-15.5 about the roller. Accordingly, the ignition timing along the crankshaft will be 30-31 °, since its rotation frequency is twice the rotation frequency of the distributor sensor roller.

The vacuum regulator serves to increase the ignition timing when the engine load decreases (and vice versa). For this, 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 enter the regulator or is negligible. Due to these considerations, the inlet is located in front of the throttle valve. When the throttle valve is opened, its edge passes by the inlet of the pipeline and the vacuum in it increases.

Figure: 8. The principle of operation of the vacuum regulator a - idle b - partial load c - full load

The vacuum through the flexible pipeline 1 enters the regulator's vacuum chamber, 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. 8, a). As the load increases (that is, as the throttle valve opens), the vacuum in the regulator vacuum increases. Due to the pressure difference (vacuum in the vacuum chamber and atmospheric pressure), the elastic diaphragm 3 bends to the left, overcoming the resistance of the spring 2 and dragging the rod 5. This rod is pivotally connected to the disk 6, on which the Hall sensor is located. Moving the thrust to the left (with increasing vacuum) leads to the rotation of the base plate together with the Hall sensor 7 in the direction opposite to the direction of rotation of the screen (Fig. 8, b). There is an earlier supply of a control pulse from the Hall sensor to the commutator, and, therefore, an earlier ignition. The maximum rotation of the disk, and, consequently, maximum angle ignition advances are limited mechanically. When the throttle valve is moved to the fully open position, the vacuum decreases, the spring 2 causes the diaphragm, thrust and disc to move in the opposite direction, as a result of which the ignition timing decreases (later ignition). Fully open throttle the regulator does not work (Fig. 8, c).

Checking the central bank and vacuum regulators.

Checking the central bank of the regulator "on the fly":

Remove the cover from the distributor sensor;

Turn the rotor by hand until it stops and release;

Observe the return of the rotor to its original position. If it does not come back, then the springs are stretched or broken, there is a lot of friction on the cam shaft, etc.

With the advent of various diagnostic devices on the market, it became possible to check the characteristics of the regulators directly on the car. To check automatic regulators, it is necessary to know the ranges of their regulation and characteristics (Fig. 9 and 10), which are usually presented in the form of diagrams (graphs) showing the change in the angle of the ignition moment depending on the crankshaft speed (CB regulator) and vacuum (vacuum regulator ). Before checking the regulators, the initial SPC is always checked. To check the centrifugal regulator, you need a stroboscope and a tachometer, for a vacuum regulator, a vacuum pump. So that the characteristic of the vacuum regulator is not superimposed on the characteristic of the centrifugal regulator, the vacuum hoses are disconnected and muffled (turn off the vacuum regulator). The operation of the centrifugal regulator is checked at several points of the characteristic (as a rule, four are enough). The control points are taken as the value of the lead angles at a rotational speed: 1000, 1500, 2500 and 3000 rpm.

It is necessary to apply white paint 4 thin lines on the crankshaft pulley every 13 mm, which correspond to 10 degrees of crankshaft rotation. These marks should be located counterclockwise from mark 4 (fig. 13). Start the engine, direct the strobe light beam at mark 3 (Fig. 13). Increase the crankshaft speed in steps of 500 rpm. Determine the number of degrees of ignition advance by the crankshaft pulley with applied marks. Don't forget to subtract the initial SPL from this value. Compare the obtained characteristic of the centrifugal ignition timing controller with the characteristic in Fig. nine.

Figure: nine. Characteristic of the centrifugal regulator of the ignition distributor sensor. A - ignition timing (degrees), N-crankshaft pulley rotation frequency (rpm).

If the characteristic differs from the one given, then it can be brought back to normal by bending the spring struts of the centrifugal regulator. Bend the rack with a thin spring up to 3000 rpm, and above 3000 rpm with a thick one. To decrease the angle, increase the spring tension, and to increase it, decrease it.

To read the characteristics of the vacuum ignition timing regulator, connect the connection of the vacuum regulator to the vacuum pump. Start the engine and set the crankshaft speed to 2000 rpm. Aim the strobe light beam at mark 3 (Fig. 13). Smoothly increasing the vacuum. Every 26.7 hPa, note the number of degrees of ignition advance relative to the initial value. Compare the obtained characteristic with the characteristic in fig. 10. Pay attention to the clearness of the return after removing the vacuum to the initial position of the plate on which the proximity sensor is fixed. The malfunction of the vacuum regulator most often occurs due to wear of the bearing of its movable plate.

Figure: ten. Characteristic of the vacuum regulator of the ignition distributor sensor. A - ignition timing (degrees), P - rarefaction (hPa).

Candles

Have mounted on the engine - A17DVR, A17DVRM with a noise suppression resistor and a gap between the electrodes of 0.7-0.8 mm.

Spark plugs are one of the most important elements that determine the quality of the engine. The quality of the engine start, the stability of its idling, the acceleration of the car, the maximum attainable speed, and fuel consumption depend on the condition of the spark plug. Ignition air-fuel mixture occurs as follows: High voltage across the electrodes ionizes the space between them and causes a spark to jump. The spark heats a small amount of the mixture to the ignition temperature. Further, the flame spreads throughout the entire volume of the combustion chamber. Under normal conditions (composition of the mixture, pressure, humidity, temperature), very little energy and a "breakdown" voltage of no more than 10 kV are required to ignite the mixture. In order to obtain a more reliable ignition of the mixture under any conditions, high-energy ignition systems are used (the energy is increased by a factor of 100 or more, the "breakdown" voltage is up to 25 kV). The working conditions of the candle are very stressful. On a running engine, it comes into contact with combustion products at temperatures up to 2700 o C and a pressure of 5 - 6 MPa (50 - 60 kgf / cm 2). In the combustion chamber, the temperature of the gaseous medium ranges from 70 to 2700 o C. The air surrounding the insulator in the engine compartment can have a temperature from -60 to +80 o C. With all this, the temperature of the lower part of the insulator for modern candles should be in the range of 400 - 900 o C (previously 500 - 600 o C). Range 400-900 o С - thermal limits of performance (self-cleaning and overheating temperatures) of spark plugs. At temperatures below 400 o C, even with a normal mixture composition, slinger caps and rings on the heat cone, carbon deposits are possible. At times there will be no spark between the electrodes at all - there will be interruptions in the operation of the engine. At a heat cone temperature of more than 900 o C, the working mixture is ignited no longer by a spark, but from contact with a hot insulator, electrodes, and particles of burnt carbon. In this case, glow ignition occurs. The engine continues to "run" even with the ignition off. Due to overheating, the electrodes, the insulator begin to burn out (fusion), erosion of the end of the case appears. The heat transfer of the plug is determined by a number of parameters: the length of the thread and the heat cone, the gap between the heat cone and the body, the length of the top of the insulator and the rib (groove) on it, the thermal conductivity of materials (insulator, electrodes, body, etc.).

The heat transfer of the candle is characterized by the glow number (included in the designation of the candle). The glow number conventionally means the time in seconds after which a glow ignition occurs on a candle installed on a special engine (operating in a certain mode), that is, the ignition of the working mixture is not from a spark, but from a hot insulator, electrodes, housing.

The decoding of the designation of the candles is as follows: A - thread М14х1.25-бе; the number after the letter is the glowing number; letters after the number D - thread length 19 mm ("long thread"); B - a heat cone protruding beyond the end; the serial number of the development is reported through a dash.

Foreign counterparts for candles А17ДВР, А17ДВРМ - Bosch WR7DC, Brisk LR15TC, Champion RN9YC, Motor Kraft AG252, NGK BP6ES, Beru Z20.

Do not install short-threaded plugs instead of long-threaded plugs.

Before unscrewing the candle, unscrew it so that it remains screwed in 1-2 threads of its thread. Blow out the plug socket with compressed air. Then turn it out completely.

Carry out diagnostics, which can tell almost everything about the condition of the engine. Except for routine maintenance, the reason for inspecting the spark plugs is usually engine abnormalities. A conventional spark plug is shown in fig. eleven.

Figure: eleven. The main elements of the spark plug: 1 - thread 2 - end of the body (rim) 3 - side electrode 4 - central electrode 5 - thermal cone of the insulator ("skirt")

It's okay if: thread 1 is dry, not wet; rim 2 - dark with a thin layer of carbon (soot); color of electrodes 3, 4 and insulator 5 - from light brown to light yellow, light gray, whitish. Faults are indicated by: wet thread (gasoline, oil); the rim is covered with black loose coke with spots; the electrodes and insulator are dark brown with spots, sometimes there is a yellow spot on the bend of the side electrode. In an inoperative candle, the rim, electrodes and cone of the insulator are covered with carbon deposits and are wet. If the spark plug is leaking, a dark rim appears outside the insulator near the metal housing.

If the body, insulator and electrodes are covered with black soot, then possible reasons: long work idling, re-enrichment of the mixture, violation of the gaps between the spark plug electrodes, spark plug malfunction.

Oiled candle ... If the engine with high mileage, and all candles are in approximately the same condition, most likely the "fault" is the wear of the cylinders, pistons, rings. Oil appears during the engine break-in period, but this phenomenon is temporary. If oil is found on one candle, it is most likely burnt exhaust valve... At the same time, the engine idles unevenly. It is better not to postpone the repair, as the saddle behind the valve may burn.

Burnt or heavily corroded electrodes, a belt, an ulcerated thermal cone of the insulator indicate overheating of the candle. Overheating happens when using low-octane gasoline, incorrect ignition timing, too lean mixture.

Melted electrodes, damaged insulator thermal cone - too early ignition.

You can learn more by swapping the candles in place. If the spark plug continues to "grow" with carbon deposits in the other cylinder, it means that it is faulty. And if a normal candle from an adjacent cylinder in this cylinder is covered with carbon deposits, like the previous one, then there is a malfunction in crank mechanism cylinder.

Placing the candles in a rational position allows you to improve the combustion process, practically doing nothing .. To do this, before installing new candles, you need to make a mark with a marker in the upper part of the candle opposite the side electrode and on the spark plug key. Align the marks and wrap the candle as shown in fig. 12. The choice of the position of the plug when tightening is determined by the permissible torque - 30.6-39 Nm.

Figure: 12. Irrational (left) and rational position of the spark plug (right).

A rational position has a more favorable effect on the stable operation of the engine at idle speed, power, and economy. With an irrational position, carbon deposits cover all the walls of the combustion chamber, with a rational position, carbon deposits form only on the edge of the piston crown.

Some owners are interested in candles with three electrodes. There is an opinion that fireworks of sparks are formed at once on a candle with three electrodes. Unfortunately, this is not the case - just one. High voltage will break through only that air gap between the central and side electrodes, which has the smallest distance between the electrodes and, accordingly, the resistance. In the meantime, other electrodes actually impede normal flame propagation and impair the cooling of the heat cone. For new or cleaned candles, check the gap between the electrodes of the spark plug with a round gauge, it should be 0.7-0.8 mm. If the gap is not correct, adjust it by bending the center electrode. Screw in the candles by hand a few turns. Use a spark plug wrench to tighten the spark plugs. Its size is ~ 20.6 mm (20.638 mm \u003d 13/16 inches).

Restoration of the thread in the cylinder head. It happens that due to skewing, the candle does not go along the thread, and three or four threads in the socket are damaged. Then it is not possible to screw in the candle correctly. In order to fix the thread, take a M14x1.25 candle tap, thickly smear it with lithol and "drive" the thread. Screw in the tap very carefully by hand on the first threads. To restore completely destroyed threads, special repair inserts are sold, similar to an ordinary spring. Screw the insert to the required length, bite off the excess part with pliers. Now, in both cases, you can wrap the candle. These methods will avoid costly cylinder head repairs and save time and money.

Switch

Serves to interrupt the current in the primary circuit of the ignition coil on control pulses from the Hall sensor. The switch circuit has a device for automatically regulating the period of accumulation of current in the ignition coil, depending on the crankshaft speed. The magnitude of the current pulses is 8-9 A. In addition, it is provided automatic shutdown current through the ignition coil when the engine is off, but the ignition is on. After 2-5 seconds, after stopping the engine, the output transistor is locked, without creating a spark on the spark plugs.

A switch is a complex electronic device containing a microcircuit, a powerful output transistor, zener diodes, capacitors, and resistors. If it fails, it is not repaired, it is replaced with a new one.

Removal and installation of the ignition distributor. Hall sensor replacement

If you want to remove the ignition distributor sensor to replace the Hall sensor, then I recommend that you first remove the cover from the distributor and see which sensor is installed in the distributor, domestic or imported. And only then go to the store for the sensor. The fact is that our and imported sensors are not compatible in mountings, so they are not interchangeable. If you have an imported Hall sensor, and you cannot buy it in a store, then buy a domestic Hall sensor along with a base plate.

Figure: 13. The location of the marks for setting the ignition: 1 - the mark of the ignition advance by 1 0 2 - the mark of the ignition advance by 5 about 3 - the mark of the ignition advance by 0 about 4 - the TDC mark of the pistons of the first and fourth cylinders on the crankshaft pulley.

· Remove dirt and wash with gasoline, diesel fuel, etc. the surface of the seat of the ignition distributor housing.

Turn crankshaft so that mark 4 on the crankshaft pulley aligns with mark 3 on the front engine cover.

· Remove the distributor cover and note the position of the side rotor electrode. It should be directed towards the terminal of the 4th spark plug of the distributor cover.

· To the attention of owners of VAZ-2120 "Nadezhda" cars. On these machines, the crankshaft pulley has two identical marks 180 degrees apart. In order not to be mistaken and correctly set the mark, be guided by the position of the side rotor electrode.

· Apply with a marker the marks on the distributor housing and the cylinder block relative to each other.

· Disconnect the Hall sensor terminal block from the distributor.

· Unscrew the distributor retaining nut and remove the retaining clip. Pull out the distributor carefully. Do not lose the metal O-ring and the two gaskets that are the same shape and size as the metal O-ring.

· Remove the split pin from the slinger sleeve. Take it off.

· Remove the roller with the rotor.

· Remove the stopper from the rod of the vacuum regulator and the base plate of the Hall sensor (small spring fork).

· Unscrew the two screws securing the vacuum regulator and remove it.

· Unscrew the two bolts securing the shoe, the two bolts securing the Hall sensor and remove it.

Assemble in reverse order.

· Place gaskets on the block or slide them from the side of the roller onto the lower part of the distributor body in the sequence paronite - metal - paronite.

· Before installing the distributor, orient the side contact of the rotor towards the fourth contact of the cover, i.e. the 4th spark plug.

· Position the spreader according to the previously marked marker marks.

· Install the distributor retaining bracket and lightly tighten the nut.

· Fit the Hall sensor terminal block and cover. distributor fixing it with spring latches.

· Start the engine and adjust the RPM.

· Tighten the distributor sensor retaining nut.

If the engine is reluctant or does not start at all, turn the valve sensor counterclockwise - clockwise and try again.

What is UOZ and what does it affect. Installation of UOZ

Ignition fuel mixture should occur during the compression stroke, before top dead center. The angle between the position of the crankshaft at the time of the appearance of the spark and its position at TDC on the compression stroke is called the ignition timing (IOP).

This angle should be such that, under the given engine operating conditions, maximum power is provided with the least fuel consumption. The initial ignition timing must be set with maximum accuracy. Otherwise, deviations at high crankshaft speeds increase sharply, power decreases, thermal conditions deteriorate, fuel consumption and CO content increase, detonation knocks occur, which are not always audible.

Figure: 14. Ignition timing. a - before TDC b - at TDC c - behind TDC;

TDC - top dead center "+" - ignition advance "-" - ignition delay.

Setting the ignition timing is the possibility of igniting the mixture at a certain position of the piston relative to TDC. The moment of ignition of the air-fuel mixture in the combustion chamber is the moment of spark formation between the spark plug electrodes.

Since it is easier to navigate by the crankshaft (pulley), the ignition before TDC (leading), at TDC and behind TDC (lagging) is usually estimated in angular degrees along the crankshaft with a "+" or "-" sign. For 1.7 l and 1.8 l engines, the UOZ should be 1 ± 1 degree, with a crankshaft speed of 750-800 rpm. The most accurate setting of the UOZ is possible using a stroboscope. For better visibility, the crankshaft pulley mark can be marked with white paint with a needle or toothpick. Direct the blinking stream of light at mark 4 (Fig. 13) of the crankshaft pulley, which, with the correct ignition timing at idle speed, should be on the front cover of the engine closer to mark 3. If the marks do not match, loosen the distributor sensor mounting nut and turn it to the required angle. To increase the UOZ (towards "+") the housing of the distributor sensor must be turned counterclockwise, and to decrease (towards "-") - clockwise. Check the POP again. Tighten the distributor sensor retaining nut.

For gasoline with octane number 95, the UOZ is set more than for the AI-92 (i.e. earlier).

Contactless and contact ignition systems

The main advantages of contactless systems relative to contact systems are obvious.

Firstly, the contacts of the breaker do not burn out (as with KSZ) and do not get dirty (as with KTSZ). There is no need to set the ignition timing for a long time, the angle of the closed (open) state of the contacts is not monitored or regulated, since there are simply no contacts. As a result, the engine does not lose power.

Secondly, since there is no opening of the contacts by the cam and there is no beating and vibration of the distributor rotor, the uniformity of the spark distribution over the cylinders is not disturbed.

Thirdly, the increased discharge energy in the spark plug during BTSZ reliably ensures the ignition of the air-fuel mixture in the engine cylinders. This is especially important during acceleration, when the conditions for the ignition of the mixture are unfavorable due to its temporary depletion, which is not compensated by the accelerating pump. The CO content in the exhaust gases is reduced by about 20% and fuel consumption is reduced by 5%.

Fourthly, a reliable cold engine start is ensured at low temperatures when the voltage drops to 6 V.

Converting a contact SZ to a contactless one is simple. You need to buy:

Ignition distributor sensor 21213-3706010;

Ignition coil (for 2108);

Switch (for 2108);

Candles with a gap of 0.7-0.8 mm;

EPHH control unit (marking "5013");

Harness distributor switch 21213-3724026.

Replace all parts. Route the harness next to the main electrical wiring harness. Connect a new wire harness:

Blue with black wire - to terminal “B” of the ignition coil;

Red with brown - to the “K” terminal of the ignition coil;

Black wire - to ground under the switch fastening nut;

Wire gray with red - to the EM valve of the carburetor;

Disconnect the two-pin connector (located between the battery and the coil) and connect the counterpart of the connector from the new harness.

After installation, start the engine and set the UOZ 1 ± 1 degree.

Diagnostics and troubleshooting

Consider two faults, the engine does not start and the engine stops while moving. Let's immediately agree that:

· Malfunctions are not associated with the fuel supply system, but only with the ignition system;

· Compression is normal;

· Valve timing is not violated;

· The battery is fully charged;

· High-voltage wires are correctly inserted into the distributor cover, ignition coil, spark plugs.

List of resources that provided this material

http :// www . niva - faq . msk . ru – special thanks to

http://www.domkrat59.ru

http://www.wikipedia.ru

http://www.contiteh.ru

http://www.tron.ru

The desire to improve their vehicle, probably, never left their owners, so there is nothing strange in the fact that along with the modernization of other units and systems of the car, the turn came to its ignition. Domestic cars and many old foreign cars have contact view ignition systems, however, recently, more and more often you can hear about another type of it - contactless ignition.

Of course, on this score, everyone has different opinions, however, most motorists are inclined towards this option. In this article, we will try to find out what the contactless system owes to such popularity, what it consists of and how it functions, and also consider the main types of possible malfunctions, their causes and first signs.

Advantages of contactless ignition

Most of the cars produced today with gasoline engines, (no matter whether they are domestic or foreign) are equipped, in which the design of the distributor breaker does not provide for the presence of contacts. Accordingly, these systems are called so - contactless.

The advantages of contactless ignition have already been tested in practice by more than one car owner, as evidenced by discussions of this topic on various Internet forums. For example, one cannot fail to note the simplicity of its installation and adjustment, its operational reliability, or the improvement in engine starting qualities in cold weather. Agree, the result is already a good list of "pluses". Perhaps this will not seem enough to car owners of more conservative views, but if you are thoroughly bothered by the frequent malfunctions of the "contact pair" and you began to think about replacing it with a more modern design of contactless ignition, then it is quite possible that this article will help you take this last and most crucial step ...

According to some visitors, the same Internet forums, the biggest problem of replacing contact ignition with contactless is the process of buying a kit itself. Considering that it costs a lot, and depending on the brand and model, the price may differ significantly, not every car owner can force himself to spend this money. Here, as the saying goes: “who is counting on what” ... But I think you, dear readers, will be interested in what advantages specialists have found in this system. From their point of view, a contactless ignition system (in comparison with a contact one) has three main advantages:

At first, the supply of current to the primary winding is carried out through a semiconductor switch, and this allows you to get much more spark energy, by possibly obtaining a higher voltage on the secondary winding of the same coil (up to 10 kV);

Secondly, an electromagnetic impulse creator (most often implemented on the basis of the Hall effect), which from a functional point of view replaces the contact group (CG) and, in comparison with it, provides much better impulse characteristics and their stability over the entire range of motor revolutions. As a result, a motor equipped with a contactless system has a higher level of power and significant fuel economy (up to 1 liter per 100 kilometers).

Thirdly, the need for maintenance of contactless ignition occurs much less frequently than a similar requirement for a contact system. In this case, all the necessary actions are reduced only to lubricating the distributor shaft, after every 10,000 kilometers.

However, not everything is so rosy and this system has its drawbacks. The main drawback lies in lower reliability, especially when it comes to switches of the original configuration of the described system. Quite often, they fail after several thousand kilometers of the car's run. A little later, a more advanced, modified switch was developed. Although its reliability is considered somewhat superior, globally, it can also be called low. Therefore, in any case, in the devil contact system ignition, it is worth avoiding the use of domestic switches, it is better to give preference to imported ones, because in case of a breakdown, diagnostic procedures, and the system repair itself, will not be particularly simple.

If desired, the car owner can upgrade the installed contactless ignition, which is expressed in replacing the system elements with better and more reliable ones. So, if necessary, the distributor cover, slider, Hall sensor, coil or switch must be replaced. In addition, the system can be improved by using an ignition unit for non-contact systems (for example, "Octane" or "Pulsar").

In general, in comparison with the contact ignition system, the contactless version works much clearer and more evenly, and this is due to the fact that in most cases, the Hall sensor acts as a pulse exciter, which is triggered as soon as air gaps pass by it (the slots in the rotating floor cylinder on the machine distributor axis). Also for work electronic ignition (its non-contact form is often referred to it) much less battery energy is required, that is, with a push, the car can be started even with a strongly discharged battery... With the ignition on, the electronic unit practically does not use energy, but begins to consume it only when the motor shaft rotates.

The positive point of using contactless ignition is that it is unnecessary to clean or adjust it, in contrast to the same mechanical one, which not only requires more maintenance, but also pulls d.C. with the contacts of the breaker closed, thereby contributing to the heating of the ignition coil when the engine is off.

Structure and function of contactless ignition

A contactless ignition system, also called a logical continuation of a contact-transistor system, only in this version, a contactless sensor took the place of a contact breaker. IN standard form, a contactless ignition system is installed on a number of cars of the domestic automobile industry, and also can be mounted individually, independently - as a replacement for the contact ignition system.

From a constructive point of view, such an ignition combines a number of elements, the main of which are presented in the form of a power source, an ignition switch, a pulse sensor, a transistor switch, an ignition coil, a distributor and spark plugs, and using high-voltage wires, it is connected to the spark plugs and ignition coil.

In general, the device of a contactless ignition system corresponds to a similar contact one, and the only difference is the absence of a pulse sensor and a transistor switch in the latter. Pulse sensor(or pulse generator) is a device designed to create low voltage electrical impulses. There are the following types of sensors: Hall, inductive and optical. Structurally, the pulse generator is combined with the distributor and forms a single device with it - distributor sensor. Outwardly, it is similar to the distributor chopper and is equipped with the same drive (from the engine crankshaft).

The transistor switch is designed to interrupt the current in the primary winding of the coil, in accordance with the signals from the pulse sensor. The interruption process is carried out by opening and closing the output transistor.

Signal conditioning by Hall sensor

In most cases, for a non-contact ignition system, it is characteristic to use a magnetoelectric pulse sensor, the operation of which is based on the Hall effect. The device got its name in honor of the American physicist Edwin Herbert Hall, who in 1879 discovered an important galvanomagnetic phenomenon, which is of great importance for the subsequent development of science. The essence of the discovery was as follows: if a semiconductor with a current flowing along is influenced by a magnetic field, then a transverse difference in potentials (Hall EMF) will appear in it. In other words, applying a magnetic field to a plate of a conductor with a current, we get a transverse voltage. The emerging transverse EMF can have a voltage only 3V lower than the supply voltage.

The device provides for the presence of a permanent magnet, a semiconductor plate with an existing microcircuit and a steel screen with slots (another name is "obturator").

This mechanism has a slotted design: on one side of the slot a semiconductor is placed (when the ignition is on, current flows through it), and on the other, there is a permanent magnet. A cylindrical steel screen is installed in the sensor slot, the design of which is distinguished by the presence of slots. When the cut of the steel screen allows a magnetic field to pass through, a voltage appears in the semiconductor wafer, but if no magnetic field passes through the screen, no voltage appears. The periodic alternation of the steel screen slots creates pulses that have a low voltage.

During the rotation of the screen, when its slots fall into the slot of the sensor, the magnetic flux begins to act on the semiconductor with a flowing current, after which the control pulses of the Hall sensor are transmitted to the switch. There they are converted into pulses of the primary winding of the ignition coil.

Malfunctions in the contactless ignition system

In addition to the ignition system described above, on modern cars both contact and electronic systems are also being installed. Of course, during the operation of each of them, various malfunctions arise. Of course, some of the breakdowns are individual for each system, however, there are general breakdowns that are specific to each type. These include:

- problems with spark plugs, coil malfunctions;

Loose connections in the low and high voltage circuits (including broken wires, oxidized contacts, or loose connections).

If we talk about the electronic system, then this list will also include malfunctions of the ECU (electronic control unit) and breakdowns of the input sensors.

In addition to general malfunctions, problems in the contactless ignition system often include malfunctions in the device of the transistor switch, centrifugal and vacuum ignition timing regulator or distributor sensor. The main reasons for the appearance of certain malfunctions in any of the indicated types of ignition include:

- unwillingness of car owners to comply with operating rules (use of low-quality fuel, violation of regularity maintenance or unqualified conduct);

Application in operation of low-quality elements of the ignition system (spark plugs, ignition coils, high-voltage wires, etc.);

Negative impact of external factors environment (atmospheric phenomena, mechanical damage).

Of course, any malfunction in the car will affect its operation. So in the case of a contactless ignition system, any breakdown is accompanied by certain external manifestations: the engine start does not start at all or the engine starts to work with difficulty. If you notice this sign in your car, then it is quite possible that the reason should be sought in a break (breakdown) of high-voltage wires, a breakdown of the ignition coil, or in a malfunction of the spark plugs.

Engine idling is unstable. Possible malfunctions characteristic of this indicator include a breakdown in the cover of the distributor sensor; problems in the operation of the transistor switch and malfunction in the sensor-distributor.

An increase in gasoline consumption and a decrease in the power of the power unit may indicate a failure of the spark plugs; breakdown of the centrifugal ignition timing controller or malfunctions of the vacuum ignition timing controller.

The ignition system of a modern car is distinguished by a rather complex device, and is designed to generate high voltage required for instant combustion of the fuel mixture. At present, most of the cars are equipped with a non-contact ignition system, which has clear advantages over a contact one. In the event that the car works with a contact system, it is possible to replace it with a more advanced contactless one.

System layout and how it functions

Any contactless ignition system consists of many structural elements, it makes sense to note the following among the main ones:

• coil;
• advance regulators - centrifugal and vacuum;
• switch;
• pulse sensor;
• armored wires and candles;

The principle of operation of the contactless ignition system is quite simple. With the turn of the ignition key, current flows to mounting block, where it is distributed between the coil, starter, and other consumers available in the car. The crankshaft that starts moving causes the pulse sensor to send signals to the transistor switch. Its task is to stop the supply of current to the primary windings of the coil of the contactless ignition system, which makes it possible to obtain high voltage current on the secondary turns.

It is suitable for generating a strong spark by spark plugs to which the current is supplied from the ignition distributor. Each candle receives current only at a certain moment, corresponding to the current position of the crankshaft. This process is controlled by ignition timing regulators, which analyze not only the crankshaft speed, but also the degree of engine load. With an optimally adjusted contactless ignition system, a spark in the spark plugs is generated with sufficient power to quickly ignite the mixture and burn it completely.

Benefits - noticeable and obvious

Compared to the previously widespread contact, the contactless ignition system has a lot of advantages - they make it more acceptable in modern conditions, despite the fact that the device of the contactless ignition system is more complex. Among the main advantages are the following:

In addition, the increased discharge energy significantly improves the process of ignition of the working mixture. Which also has a positive effect on work power plant... Thus, there is a decrease in fuel consumption and an increase in engine power. The dynamics of acceleration of the car is also significantly improved, when the fixed some leaning of the mixture makes it difficult to quickly ignite. The absence of moving parts in the breaker simplifies maintenance of the contactless ignition system and contributes to a more adequate distribution of the spark.

System malfunctions - can you fix them yourself

The circuit of the contactless ignition system is quite complicated, especially for an inexperienced driver, however, it is really possible to find and fix some breakdowns of the contactless ignition system on our own. If it is impossible to start the car with the ignition key, the first thing you should pay attention to is the arrow of the voltmeter built into the dashboard.

When the ignition is turned on, it should take the middle position on the scale, and after a while deviate slightly to the right - this indicates the serviceability of the switch. In the absence of a built-in device, it can be replaced by a test lamp / voltmeter. Control device connects to the mass and terminal "1" of the switch. The movement of the voltmeter needle or the burning of the lamp indicates a working switch. If the contactless ignition system is not able to start the engine with a working switch, it is necessary to check the system for a spark.

Initially, for this, the central wire is removed from the distributor and fixed approximately 10 mm from the ground. A spark should appear when the starter is turned on. When testing alone, it is more convenient to generate a spark by rotating the slider by removing the distributor cap. If the travel of the slider is not enough, turning the crankshaft helps. The reason for the inoperative system can be both the armored wires leading to the candles, and the candles themselves. In case of difficulties with self-diagnosis, it makes sense to consult a specialist. How to independently mount such a system on your car is demonstrated in the video.

Despite the fact that the "classic" VAZ 2106 has long been discontinued, a considerable number of these machines are used in the Russian open spaces. Since their design is outdated, the desire of the owners of the sixth Zhiguli model to improve it by any means is quite understandable. One of effective options - put instead standard system contactless ignition (abbreviated as BSZ), where the electronics are in charge of sparking. The replacement procedure is quite simple and available to anyone who wishes to improve the performance of the engine of his "six".

What is BSZ and how does it work?

To successfully install and configure contactless ignition, it is advisable to understand the principle of operation of the system, which consists of the following elements:

1. Main ignition distributor (otherwise - distributor). Inside it is a photoelectric Hall sensor, a vacuum drive for adjusting the lead angle and the so-called slider with a moving contact.
2. A coil that creates a high voltage pulse. It has 2 windings: primary, consisting of a small number of turns of a thick wire, and a secondary, wound with a thin wire with a large number of turns.
3. Electronic unit - switch equipped with aluminum radiator cooling. The latter plays the role of a fastening element.
4. Spark plugs connected by high-voltage wires to a distributor.
5. Wires for connecting elements to each other.

For reference. In the standard obsolete VAZ 2106 systems, there was a contact group instead of a Hall sensor inside the distributor, and there was no switch at all.

The first contact of the coil is connected through the ignition switch relay to the generator, and the second to the control unit. Also from it to the distributor there is a high-voltage wire of large cross-section. There are 2 bundles of wires coming out of the distributor, connecting it to the switch and spark plugs. The system operates according to the following algorithm:

1. After turning on the ignition by turning the key in the lock, a voltage of 12 V is applied to the primary winding of the coil, which causes an electromagnetic field.
2. When the crankshaft rotates and one of the pistons reaches the top dead center (TDC), the photoelectric sensor sends a signal to the commutator, and the switch briefly breaks the connection between the coil and the voltage source - a generator or battery.
3. When the circuit is broken, a pulse with a voltage of 20 to 24 kV is generated in the secondary winding of the coil, which is transmitted through a wire of large cross-section to the slider of the distributor.
4. The sliding contact of the slider directs the impulse to the spark plug where the piston left at TDC. A powerful spark jumps between its contacts, igniting a mixture of fuel and air in the combustion chamber.
5. The distributor shaft is driven by a gear train connected to the crankshaft. When the next piston moves to TDC, the shaft turns and the movable contact is connected to another plug, and the Hall sensor sends the next signal and the sparking cycle repeats.

Reference. In older systems, the circuit was broken mechanically using a cam on the distributor shaft, pressing on the contact group.

Advantages of contactless systems

For an ignorant motorist, the main argument in favor of BSZ is the fact that at the moment no manufacturer produces cars with a contact-cam sparking system. Foreign brands abandoned it in the distant 80s of the last century, and in Russian Federation mechanical ignition lasted until the 90s. The reasons for refusal are quite clear:

• a spark constantly slipped on the contacts, which made them burn and required frequent cleaning;
• the contact group wore out quickly enough, on average it was enough for 15-20 thousand km of run, after which the element had to be changed;
• the wear of the bearing, on which the contacts were located, made itself felt, which caused unstable operation of the power unit;
• the springs of the weights - balancers were stretched.

All of the above malfunctions manifested themselves in turn, haunting the owner of the "classic" Zhiguli. Due to the imperfect design, the spark power on the spark plugs constantly decreased, the engine performance deteriorated, and the fuel consumption increased. New bSZ systems are devoid of such disadvantages, they are distinguished by their durability and stable sparking. The spark power also increased, since the voltage of the output pulse increased from 16-18 kV to 24 kV, which contributes to better fuel ignition.

Note. At first, a switch, which quickly fails and cannot be repaired, was considered the weak point of domestic contactless systems. But later it was improved and the reliability of the BSZ increased.

Electronic ignition kit selection

Since the "six" was equipped with three types of engines (volume 1.3, 1.5 and 1.6 liters), then the BSZ kits for them differ in the design of the distributor. In a 1.3 liter engine. (model VAZ 21063) there is a distributor with a shortened shaft, and in engines of 1.5 and 1.6 liters. (VAZ 21061 and 2106 respectively) this shaft is equally long. The composition of the electronic ignition kit is as follows:

• distributor with catalog number 38.3706-01 for a 1.3 liter power unit. or 38.37061 - for engines of 1.5 and 1.6 liters;
• high voltage coil with marking 27.3705;
• electronic control unit, marking - 36.3734 or 3620.3734;
• connecting wires.

Attention! When buying a contactless kit for the "classic" Zhiguli, do not confuse it with the products intended for the Niva VAZ 2121, the distributors are very similar in appearance. But the "Nivovskaya" detail differs in technical specifications and is marked like this: 3810.3706, 38.3706-10 or 038.3706-10. Putting it on the "six" is strongly discouraged.

Of the manufacturers selling their ignition kits on the territory of the Russian Federation, the most popular among motorists are spare parts from SOATE from Stary Oskol. It should be noted that the new candles of the A-17DVR brand, installed on classic vases with electronics are not included in the delivery set, they will have to be purchased separately. In order to experience the full results of the replacement, it is also recommended to install new high-voltage wires if you have not changed them in the recent past.

Despite the fact that oil pump is one of the most reliable units in VAZ 2106-2107 cars, sometimes it also fails. In order to replace it, it is recommended to study this material:

Preparation for replacing BSZ

The work of removing the old ignition and installing a new one does not require any special tools, fixtures or appliances. There is no need for a viewing ditch, and the entire operation can be carried out outdoors in good daylight. It is enough to have such tools:

• open-ended spanner 13 mm for unscrewing the distributor mounting nut;
• using keys 10 and 8 mm, the coil is removed;
• flat and cross-head screwdriver;
• pliers;
• electric or manual drill with a drill for the diameters of the switch mounting screws.

Council. For the convenience of performing work, rent or from a friend you know a long-handled spanner wrench that fits over the ratchet nut and is used to rotate the crankshaft manually.

To get started, complete several stages of preliminary disassembly:

1. Open the hood and disconnect the negative terminal of the battery.
2. Remove the high-voltage wires from the spark plugs and the distributor cover.
3. Unscrew the candles.
4. Lower the screwdriver into the spark plug hole of 1 cylinder and turn the crankshaft until the piston in it reaches TDC. In this case, the mark on the shaft pulley will stand opposite the longest mark on the cylinder block.

Council. If you did not find a key for the ratchet nut, the crankshaft can be turned by rotating the rear wheel of the car hanging out. Do not forget to secure the machine with anti-roll devices, release the hand brake and engage 4th or 5th gear.

Having compared the marks and having prepared new parts, you can proceed to the main stage of work.

Installation procedure for electronic ignition

The first step is to dismantle the old system, performing operations in the following sequence:

1. Disconnect the high-voltage wire from the coil, remove the distributor cover and note the position of the slider. For convenience, the direction can be marked with chalk on the engine valve cover.
2. Disconnect the wires and vacuum tube from the carburetor from the distributor. Unscrew the fastening nut with a 13 mm wrench and remove the element from the cylinder block.
3. Unscrew the nuts of the contacts of the high-voltage coil and remove the wires, remembering where the wires from the ignition switch and tachometer were connected.
4. Dismantle the coil and set it aside.

Council. There is a gasket between the distributor and the cylinder block seat, do not lose it when removing the part from the car.

After disassembling, proceed with the installation of BSZ, observing next order actions:

1. Transfer the gasket from the old distributor to the new one and remove the cover from it. Turning the slider in the desired direction, which you marked with chalk, insert the distributor shaft into the socket and fix its position with a nut. It is not worth tightening it too much, since you still have to adjust the ignition and release the nut again.
2. Screw in the spark plugs, pre-setting the gap between the electrodes 0.8-0.9 mm. Replace the distributor cover and connect the high-voltage wires, observing the cylinder numbers (punched out on the top of the cover).
3. Replace the old coil with a new one. If the contacts on it are opposite, then first loosen the fastening clamp, turn the case 180 ° and install the part on the car.
4. Attach a switch not far from the coil. Having removed the washer reservoir, pre-drill 2 holes in the side member of the body and screw the block with self-tapping screws. Please note: the electronic element should not stand below the tank, so that it will not be flooded with water in case of a leak.
5. Take the connecting wires and connect the electronic unit, distributor and coil according to (attached to the BSZ kit). It is not difficult to understand it: the connector from the switch is connected to the distributor block, and the wires are connected to contacts "B" and "K" of the high-voltage coil. Do not forget about the wires previously connected to the old coil (including from the tachometer), they must be connected to the new element in the same way.
6. Put the vacuum tube from the carburetor onto the union of the distributor diaphragm assembly. This completes the installation of the contactless system.

Reference. In VAZ 2106 models latest issues Holes have already been made for mounting the switch. Look carefully at the side member on the left side (in the direction of the vehicle).

Installation instructions in photos

The runner must be in this position before removing the distributor.The cover of the distributor is removed by releasing the two latches.With a key for 8 and 10, you need to unscrew the wires from the distributor. the new coil is connected in the same way as to the old one. The switch is placed in a free space above the washer reservoir Do not mix up the wires when connecting the new distributor

Video about the installation of an electronic system on the "classic"

Starting the engine and setting the ignition

If, in the process of replacing the elements, you did not move the labels, but the wiring was connected correctly, then the "six" will start immediately. Let it warm up for a minute or two, manipulating the accelerator pedal, and then proceed to setting the ignition. It is performed in two ways:

• the most common technique is “by ear”;
• using a special device - a stroboscope.

Council. If the car engine does not start and does not show signs of life when the starter rotates, then you should check the correct connection of the high-voltage wires. Reason two: during installation, you turned the distributor cover 180 °, which is why the slider began to transmit an impulse to the 4th cylinder instead of the first and vice versa.

The ignition is adjusted "by ear" as follows:

1. With the engine running, loosen the distributor nut.
2. Turn it slowly for and counterclockwise to achieve the most stable operation of the power unit. The swing angle must not exceed 15 °.
3. Having caught the position of a clear engine operation, finally tighten the distributor nut.

Using a stroboscope, the ignition timing is set in a different way. If you managed to get hold of this device or take it somewhere for a while, then connect it to the battery terminals and the high-voltage wire of the first cylinder. Start the engine and carefully bring the blinking lamp to the marks on the block. The stroboscope will help to see the position of the marks knocked out on the pulley when the engine is running. Now you can loosen the distributor nut and turn the body to align this mark with the last, shortest mark.

It is not difficult to repair the carburetor if you know all the intricacies of the procedure:

After adjusting, warm up the car to operating temperature and try to drive it in different modes. If, with a sharp press on the gas pedal, the knock of the piston fingers is heard, then you are dealing with a detonation caused by too early ignition. Loosen the distributor and turn it clockwise by 1-2 °, no more. The knock should disappear.

Council. After installing the BSZ, it often happens that the engine idle speed increases due to better spark formation. The speed is reduced to a value of 850-900 rpm with the fuel quantity screw. In Ozone carburetors this is a large propeller located on the right (in the direction of travel) at the bottom of the unit. In Solex carburetors, this is a plastic handle that protrudes from the rear and rests against the damper axis. It is not allowed to touch the “quality” screw without knowledge of the matter!

Video about setting up contactless ignition

If you removed the distributor and high-voltage wires with a cover without aligning the marks, then the presented video will help you correctly set the ignition on a new one:

Operating a car with an electronic system is strikingly different from driving on an old ignition. The motor runs much smoother and more stable, and wiper cleaning is a thing of the past. But the owner of the VAZ 2106 does not hurt to carry a Hall sensor in stock in case of a breakdown of the standard one. This part cannot be repaired, although it rarely breaks down.

Non-contact system ignition is a constructive continuation of the contact-transistor ignition system. In this ignition system, the contact breaker is replaced by a proximity sensor. Non-contact ignition system standard on select models domestic cars, and can also be installed independently instead of the contact ignition system.

The use of a contactless ignition system improves engine power, fuel consumption and emissions harmful substances due to the higher discharge voltage (30000V) and, accordingly, better combustion of the fuel-air mixture.

Structurally, the contactless system combines a number of elements, including a power supply, an ignition switch, a pulse sensor, a transistor switch, an ignition coil, a distributor and, of course, spark plugs. The distributor is connected to the spark plugs and the ignition coil using high voltage wires.

In general, the device of a contactless ignition system is similar to a contact ignition system, with the exception of a pulse sensor and a transistor switch.

Pulse sensor designed to create low voltage electrical impulses. A distinction is made between impulse sensors of the following types: Hall, inductive and optical.

The greatest application in a contactless ignition system was found by a pulse sensor using the Hall effect (the appearance of a transverse voltage in a conductor plate with a current under the influence of a magnetic field). The Hall sensor consists of a permanent magnet, a semiconductor plate with a microcircuit and a steel screen with slots (obturator).

A slot in the steel screen allows the magnetic field to pass through and a voltage is generated in the semiconductor wafer. The steel screen does not allow the magnetic field to pass through, and no voltage arises on the semiconductor wafer. The alternation of slots in the steel screen creates low voltage pulses.

The impulse transmitter is structurally integrated with the distributor and form one device - the distributor transmitter. The distributor sensor is outwardly similar to the distributor chopper and has a similar drive from the engine crankshaft.

Transistor switch serves to interrupt the current in the primary circuit of the ignition coil in accordance with the signals from the pulse sensor. The current is interrupted by opening and closing the output transistor.

The principle of operation of the contactless ignition system

When the engine crankshaft rotates, the distributor sensor generates voltage pulses and transmits them to the transistor switch. The switch generates current pulses in the primary circuit of the ignition coil. At the moment of current interruption, a high voltage current is induced in the secondary winding of the ignition coil. High voltage current is applied to the central contact of the valve. In accordance with the order of operation of the engine cylinders, high voltage is supplied through high voltage wires to the spark plugs. The spark plugs ignite the fuel-air mixture.

With an increase in the crankshaft speed, the ignition timing is controlled by a centrifugal ignition timing controller.

When the engine load changes, the ignition timing is controlled by a vacuum ignition timing controller.