4.

Electronic Ignition (EI) Systems

Automotive – Ignition & Charging Systems Theory Support

Electronic Ignition (EI) Systems

Topics covered in this presentation:

 DIS Primary and Secondary Circuits
 Typical Distributorless Ignition Systems
 Direct Ignition and Capacitor Discharge Systems

1 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

EI / DIS Systems
Manufacturers continually made changes to the ignition
system in an effort to minimize exhaust emissions.

A major design
change saw the
replacement of the
distributor with an
electronic system
to determine which
spark plug should
receive a spark.

These systems are known as Electronic (EI)

or Distributorless (DIS) Ignition systems. 2 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

Typical DIS System Components

The components of a typical DIS system are:
 Ignition module.
 Ignition coils (packs).
 Crankshaft sensor.
 Trigger wheel /pulse ring.

The advantages of a DIS system are:

 Fewer moving parts.
 Remote mounting capability.
 Elimination of mechanical timing adjustments.
 Less maintenance.
 No mechanical load on engine.
 Increased available coil saturation (dwell time).
3 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

DIS Secondary Circuit

A spark plug is attached to each
end of an ignition coil secondary.

The two plugs are in companion

cylinders, that is cylinders whose pistons
reach Top Dead Center (TDC) at the
same time, but on different strokes.

The cylinder on the compression

stroke is referred to, as the "event"
cylinder while the cylinder on the
exhaust stroke is the "waste" cylinder.

The cylinder head between the spark

plugs is used as a conductor and
completes the secondary circuit.

The primary and secondary coil

windings are not connected. 4 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

‘Waste Spark’
When a coil is energized, a voltage is produced
across both spark plugs at the same time.

One spark occurs on the compression

stroke and ignites the air and fuel mixture.

The other spark occurs during the

exhaust stroke and is 'wasted’, that is,
it has no affect on engine operation.

The windings of a coil are polarized.

Theoretically, the coil will produce two
voltages that are equal in magnitude, but of
opposite polarity. In practice, the waste spark
voltage is smaller (why? will be covered later).

One plug fires when a positive voltage

jumps to ground, the other fires when a
negative voltage jumps to ground. 5 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

DIS Primary Circuit

Crankshaft sensor
The primary winding is connected Other sensors
between 12 volts and an ECU output.
When an ECU output is
turned on, current flows in the
primary winding and the coil's
magnetic field builds up.
When a spark is required, the
ECU’s output is turned off and the
collapsing magnetic field produces
a very high secondary voltage
across both spark plugs.
Because the ECU fires both plugs, this
system does not need a method of
determining which plug should be fired
(distributor cap and rotor function). It just
needs to know ‘when’ (crank sensor). 6 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

DIS Voltage Waveforms

The diagram shows
the relationship
between the
primary and
secondary voltages
for one coil.

Typically, the event

spark will reach at
least 20,000 volts.

Typically, the waste

spark will reach
1000 volts.
7 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

Typical Ford Distributorless Ignition System

The four cylinder Ford system has an
ignition coil for each pair of spark plugs.

The coils are wired so that they

fire two spark plugs at once, one
on the compression stroke and
one on the exhaust stroke. The
exhaust stroke spark has no
effect on engine operation.

The ICM is mounted on a

bulkhead, away from coil pack.

The ICM has the ability to adjust

ignition timing because it can monitor
load (MAP), engine speed (crank
pulses) and engine temperature. 8 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

Typical GM Distributorless Ignition System

The six cylinder GM system
uses an ECU and an electronic
coil module (the ignition module
is integrated with the coil pack).
The ECU monitors engine
operating conditions and
sends timing pulses to the
electronic coil module (ECM).
The ECM is also monitoring
sensors. When it receives correct
signals from sensors and the ECU,
it fires the appropriate ignition coil.
Notice that the system has a camshaft sensor. If used for
ignition purposes, this device replaces the function of the
distributor cap and rotor (which spark plug). Its primary use is
to identify the position of cylinder 1 for fuel injection purposes. 9 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

Direct Ignition Systems

A direct ignition system uses
one ignition coil per spark plug.

Manufacturers mount coils

directly on top of spark plugs.
Coil

Some manufacturers use a ‘cassette’

assembly to house multiple coils. Spark
plug

The main advantages of this system are:

 No spark plug wires, therefore no high
voltage to cause RFI.
 No mechanical wear due to distributor
caps, rotors, moving parts etc.
 Compact packaging. 10 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

Direct Ignition System Operation

The direct ignition system shown
opposite is wired so that two coils
are switched by one ECU output.
The system functions using the ‘waste
spark’ principle. This means that the ECU
can control ignition timing using
crankshaft and other sensor information.

The direct ignition system shown

opposite is wired so that coils are
switched by individual ECU outputs.
This means that the ECU has to know the
position of cylinder 1, when it is on the
compression stroke. It controls ignition
timing using camshaft, crankshaft and
other sensor information. 11 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

Capacitor Discharge Ignition (CDI) Systems

Capacitor discharge ignition (CDI) systems are usually fitted
as aftermarket devices. They are widely used in racing to
overcome the limitations of inductive systems at high RPM.

The CDI system uses a capacitor to

store energy that is discharged through
a coil, at the required firing time.

The discharge time is so fast that a spark

lasts for only 150 - 500 microseconds.

This causes poor combustion in engines

where the mixture has to be lean.
Multiple spark CDI systems have been
developed to overcome this problem.

Some manufacturers such as Saab have fitted

CDI systems to their direct ignition systems. 12 of 13
4. Electronic Ignition (EI) Systems
Automotive – Ignition & Charging Systems Theory Support

Typical CDI (DIS) System Operation

The power supply
converts 12V DC
into 400V, which
is applied to the
capacitor. The
capacitor is
charged up.
When a spark is required,
the capacitor is rapidly
discharged through the
ignition coil by the transistor
or thyristor switch.
Current flow through the primary winding causes a high voltage
pulse (typically 50,000V) to appear across the secondary winding.
Charging and discharging timing is controlled
by the computer (microcontroller). 13 of 13