A. SINELNIKOV
Currently, thyristor electronic ignition units with stabilized secondary voltage are widely used. Such blocks are produced by industry and sold in car dealerships (“Iskra-1”, “Iskra-2”, “Iskra-3”, PAZ-2, PAZ-3, etc.). The circuits of these blocks are basically identical, the only difference is in the design and types of elements used.
Experience in operating a large number of such units has shown that in a number of cases, on some vehicles, the necessary stability of operation was not ensured; sometimes, without any apparent reason, misfires (failures) were observed, causing a characteristic “jerking” of the vehicle while driving. Sometimes misfires occurred when the engine was started by the starter, while at the same time the engine was started from the handle, as they say, with half a turn.
Strictly speaking, the voltage in the on-board electrical network of a car cannot be considered DC voltage, since in reality there is always impulse noise, and its amplitude varies from car to car and ranges from 5 to 50 V! This interference is created as a result of the operation of the generator, starter, voltage regulator, sound signals, turn signal switch, windshield wiper motor, switching on and off of various consumers (especially when electromagnetic relays are switched off), etc.
The author recorded voltage oscillograms in the on-board electrical network of several Zaporozhets cars during starter operation. For most of the vehicles under study, the noise amplitude did not exceed 3-5 V, and the Iskra units worked normally.
However, in two cars the amplitude of the interference was 18-25 V, and the engine could not be started at all with the starter. While the starter was operating, random sparking was observed, even with the breaker turned off.
The analysis showed that the reason for the failure of the blocks is the presence of a transistor trigger in them, which switches under the influence of pulse noise and reduces the noise immunity of the device. In addition, the emitters of the trigger transistors do not have a connection to ground and are “suspended” from the positive power bus, as a result of which it is difficult to introduce any effective low-pass filter into the circuit.
The described electronic ignition unit is free from these disadvantages. Instead of a transistor trigger, a thyristor is used, which operates stably under conditions of impulse noise with an amplitude of up to 50 V.
In addition, when developing the block diagram, the characteristic failures of elements that occurred in the Iskra-1 and Iskra-2 blocks during their long-term operation were taken into account, and therefore a number of elements were replaced with more reliable ones.
The unit is designed to work with four-cylinder four-stroke engines and has the following technical characteristics:
Supply voltage, V......... from 6.5 to 15
Current consumption, A....... no more than 2.0
Crankshaft rotation speed, rpm:
at a supply voltage of 6.5 V.... no more than 600
at supply voltage 15 V.... no more than 6000
Duration of spark discharge in a spark plug, ms.... 0.4-0.6
Ambient air temperature, °C.... from -40 to +65
A schematic diagram of a block with connection circuits on a car is shown in Fig. 1 and contains the following functional units: a voltage converter consisting of a power transistor switch on transistors T4, T5, T6, transformer Tp1, rectifier diode D9, storage capacitor C3, stabilization circuit on transistor T3 and thyristor D5; anti-bounce cascade on transistors T1, T2, switching thyristor D10; discharge diodes D12, D13.
Fig 1. Schematic diagram of the block
The device works as follows. Let's assume that the contacts of breaker B1 are open. Then, after turning on the power (t1 in Fig. 2), the ignition switch B2 opens transistor T1, its base current flows through resistors R4, R5, diodes D3, D2, D1 and resistor R2.
Rice. 2. Timing diagrams of the ignition system operation at a supply voltage of 15 V and a sparking frequency of 100 Hz
At the same time, capacitor C1 begins to charge through resistor R1. The collector-emitter transition of the open transistor T1 bypasses the base of transistor T2, as a result of which the latter closes. Thyristor D5 is also closed (turned off) at this time, since its switching voltage is obviously greater than the supply voltage. Transistor T3 of the stabilization device is closed, and there is no positive voltage at the control electrode of thyristor D5.
The power transistor switch is opened by the base current of transistor T4 flowing through resistors R8, R9, R10, R14 and diodes D6, D7. The collector current of this transistor, flowing through the base-emitter junction of transistor T5, opens it, and then opens transistor T6. A linearly increasing current begins to flow through the transformer winding Tp1 and resistor R22. The voltage drop across resistor R22 increases, and when it reaches a certain value, depending on the ratio of the resistances of resistors R15, R16, R20, thermistors R17, R18 and the trigger voltage of transistor T3, the latter opens and connects the control electrode of thyristor D5 through resistor R12 to the positive power bus . Thyristor D5 switches (t2 in Fig. 2) and shunts the base current of transistor T4. The power transistor switch opens, transistors T4, T5, T6 close, and the current in the primary winding I of transformer Tp1 stops.
The energy accumulated in the magnetic field of the transformer creates voltage pulses in its windings. A positive pulse from the end of winding II (the beginnings of the windings in the diagram in Fig. 1 are indicated by dots) passes through the diode D9 and charges the storage capacitor C3 to a voltage of approximately 350 V (t3 in Fig. 2).
After closing the contacts of the breaker (t4 in Fig. 2), transistors T1 and T2 remain open until capacitor C1 is discharged. The discharge current of capacitor C1 flows through diode D4, resistors R3, R2 and the base-emitter junction of transistor T1. At moment t5, transistor T1 closes and transistor T2 opens. The collector-emitter transition of the open transistor T2 bypasses the thyristor D5 and the latter turns off (t5 in Fig. 2).
However, if there were no anti-bounce cascade and the breaker contacts were connected directly to the anode of thyristor D5, the latter would turn off at the moment the contacts close, and the very first bounce pulse would open the power transistor switch. A spark in the spark plug would appear not at time t6, as expected, but at time t4, and the normal operation of the system would be disrupted.
At the moment the breaker contacts open (t6 in Fig. 2), transistor T1 opens and transistor T2 closes. The power transistor switch opens, and winding I of transformer Tp1 is connected to the power source. Voltage pulses occur in the secondary winding II. A positive pulse from the beginning of winding II through capacitor C4 and diode D11 is supplied to the control electrode of the switching thyristor D10, as a result of which the latter switches and connects the primary winding I of the ignition coil K3 to the storage capacitor C3 charged to a voltage of 350 V. The voltage on the secondary winding II of the ignition coil within a few microseconds reaches the breakdown voltage of the spark gap of the spark plug (8-10 kV), and a spark discharge is ignited between the electrodes of the spark plug (t1 in Fig. 3).
Fig. 3. Timing diagrams of the ignition system operation during sparking, with supply voltage E = 12 V
The inductance of the primary winding of the ignition coil and storage capacitor C3, connected to each other through a switched thyristor, form an oscillatory circuit in which damped electrical oscillations occur.
As can be seen from Fig. 3, the current in the circuit lags behind the voltage on the primary winding of the ignition coil by 90°. After a quarter of the period (after about 60 μs), the voltage on the primary winding of the ignition coil becomes zero (t2 in Fig. 3) and then changes its sign, the thyristor turns off and the oscillatory circuit is “destroyed.” However, due to the presence of diodes D12, D13, the current in the primary winding of the ignition coil continues to flow in the original direction, and the discharge in the secondary circuit continues until almost all the energy stored in the magnetic field of the ignition coil is spent (t3 in Fig. 3 ).
The result is a discharge of higher energy and temperature than in conventional capacitor ignition systems, and the discharge duration increases by almost 3 times. This circumstance has a positive effect on engine performance, reducing the toxicity of exhaust gases and making it easier to start a hot engine.
Simultaneously with the appearance of a spark in the spark plug at the moment the breaker contacts open (t6 in Fig. 2), a linearly increasing current begins to flow through the transformer winding Tp1 again, and when it reaches the set value (t7 in Fig. 2), the power transistor switch opens, and The storage capacitor C3 is again charged to a voltage of 350 V, i.e., the processes that took place at the initial moment after turning on the power are repeated. If we neglect losses and assume that all energy
Stored in the magnetic field of the transformer Tp1, at the moment the breaker contacts open, it is converted into the energy of the electric field of the storage capacitor
The value of the storage capacitor charge voltage Uc can be determined by the formula:
As can be seen from this formula, the charge voltage of the storage capacitor does not depend on the supply voltage and, at constant values of L and C, is determined only by the current strength ip.
The stabilization device used in the block on transistor T3, resistors R15, R16, R18 and thermistors R17, R18 ensures high constancy of current ip with changes in supply voltage and temperature.
With an increase (decrease) in temperature, the unlocking voltage of transistor T3 decreases (increases), which is compensated by a decrease (increase) in the resistances of thermistors R17, R18. As a result, the current ip remains almost constant. When the supply voltage changes, the unlocking voltage of transistor T3 does not change at all.
Resistor R3 limits the current pulse through diodes D1, D2, D3, D4 at the moment the breaker contacts close. Before the contacts close, diodes D1, D2, D3 are open and direct current flows through them. They cannot close instantly and at the first moment after closing they act as a conductor. Therefore, a current will flow through the circuit S1D4R3D1D2D3 at the moment the contacts close, the strength of which is limited only by the resistance of resistor R3 (direct for diode D4 and reverse for diodes D1, D2, D3).
Diodes D6, D7 create clear current switching between the power transistor switch and thyristor D5: the voltage drop in the switched thyristor can be 2 V, therefore, without diodes D6, D7, transistor T4 would remain open, despite the switching of the thyristor.
Resistor R14 limits the base current of transistor T4.
Diode D8 provides active blocking of transistor T6.
As can be seen from the diagram, in the described block, as well as in the Iskra-3 block, series-connected discharge diodes D12, D13 are used. In the Iskra-1 and PAZ units, where there was only one diode, the most frequent failures occurred precisely because of the breakdown of this diode. The analysis showed that at high engine crankshaft speeds (at high sparking frequencies), each new sparking cycle begins earlier than the current through the discharge diode, which continues to flow after the end of sparking, stops (see Fig. 3). It is due to the remaining unspent energy of the ignition coil during sparking.
Consequently, a reverse voltage of 350 V is applied to the open diode, whose internal resistance is low at this time, at the moment the thyristor switches. The diode cannot close instantly, and for several microseconds a current flows through it, the strength of which is limited only by the resistance of resistor R23 (2 Ohms ) and the internal resistances of the open diode and the switched thyristor. Measurements have shown that the amplitude of the current pulse can reach 80 A! Its value depends on the individual properties of the discharge diode, and primarily on its speed, or on the time it takes for the reverse resistance to establish.
The sequential inclusion of two diodes accelerates the process of current attenuation in the circuit formed by the primary winding of the ignition coil and the discharge diodes, and the above phenomenon does not occur even at the maximum sparking frequency.
Resistors R27, R28 equalize the reverse voltages on diodes D12, D13.
Resistor R23 eliminates the voltage surge when thyristor D10 is turned off.
Capacitors C5, C6 reduce the amplitude of impulse noise coming through the power circuit.
Construction and details. The design of the electronic ignition unit can be very diverse, but it must provide good splash protection of the product. Powerful transistors T5, T6 and thyristor D10 are installed directly on the block body, which serves as a cooling radiator for them. In this regard, the housing must be made of aluminum alloy. Diodes D8, D12 and D13 must also be placed on the block body, electrically insulating them from the body with thin lavsan, fluoroplastic or mica gaskets. The remaining elements are placed on a printed circuit board or a PCB board (getinax) with contact petals. When placing parts, keep in mind that resistors R4, R5, R8, R9, R10, R22, R26 and transformer Tp1 heat up during operation of the unit and should not be placed next to transistors and thermistors R17, R18. In addition, it is necessary that the emitter of transistor T3 and resistors R17, R18, R20 be connected by one individual wire, and this, in turn, must be connected directly to resistor R22. The same applies to resistor R16 and capacitors C5, C6. The first should be connected to resistor R22, and the capacitors to the “+” terminal and ground, as shown in the circuit diagram in Fig. 1.
All resistors, except R22 and R23, are MLT. Resistor R22 is made in the form of a spiral from manganin wire with a diameter of 1.0 mm. Resistor R23 is wound on the body of the MLT-0.5 resistor with a resistance of at least 20 Ohms using PESHOM brand manganin wire with a diameter of 0.25 mm.
Transformer Tp1 has a Ш16x24 core made of E330 or E44 steel with a non-magnetic gap of 0.25 mm.
The winding data is given in table. 1.
The transformer must be well tightened. The non-magnetic gap is established using a press or paper of appropriate thickness.
Capacitors C1, C2, C4, C6 - MBM, operating voltage 160 V. Storage capacitor C3 - MBGCH for a voltage of 500 V. Capacitor C5 - electrolytic K50-3, for 50 V.
The switching thyristor D10 (KU202N) must be checked for leakage current before installation in the unit. Only those specimens are suitable whose leakage current at a voltage of 400 V does not exceed 150 μA.
In table 2 shows possible replacement of transistors, thyristors and diodes.
In case of replacing thyristor D5 with KU101G, resistor R14 is excluded from the circuit (closed), instead of resistors R8, R9, R10, one MLT-2 resistor is installed - 200 Ohms, and the value of resistor R7 is MLT-0.125-2.7 kOhm.
Setting up and installation on the car. If the unit is assembled correctly from known good parts, then setting it up consists only of adjusting the voltage on the storage capacitor, which should be in the range of 350-360 V. The adjustment is carried out by selecting resistor R22: a decrease in its resistance causes an increase in the voltage on the capacitor.
The unit is checked and adjusted with the ignition coil connected. Instead of breaker contacts, you can use the contacts of any polarized relay, for example RP4, the winding of which is connected to a sound generator or to an alternating current network of 127 or 220 V, 50 Hz. In the latter case, through a step-down transformer or quenching resistor. The voltage on the storage capacitor cannot be measured with a conventional voltmeter - you must use a measuring oscilloscope (C1-19, C1-49, etc.) or a special pulse voltmeter. You can read more about this in.
On a car, the unit is installed in the engine compartment and connected according to the diagram in Fig. 1. In this case, capacitor C can remain at the breaker terminal, since it does not affect the operation of the unit. The block body must be connected with a separate wire with a cross-section of at least 0.75 mm2 to the distributor body. The cross-section of the wire from the “+” terminal must also be at least 0.75 mm2.
LITERATURE
1. Sinelnikov A. X. Electronics in the car. M.: Energy, 1976, p. 127.
2. Sinelnikov A. X. How blocks differ. Behind the Wheel, 1977, No. 10, p. 17.
3. Sinelnikov A. Kh., Nemtsev V. F. Electronic ignition. - Behind the wheel, 1973, No. 1, p. 14-18.
4. Sinelnikov A. Kh., Nemtsev V. F. Once again about electronic ignition. - Behind the wheel, 1974, No. 4, p. 10-12.
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Long-term operation of electronic ignition units on domestic and foreign cars, assembled according to the article by Yu. Sverchkov with improvements proposed by G. Karasev, has shown that these improvements, together with positive qualities (increasing spark duration, for example), lead to failures in spark formation at crankshaft speed shaft 3000 min-1 or more. Moreover, these failures have proven to be extremely difficult to completely eliminate, even if the recommendations given in .
At the stage of setting up the unit, it was found that the appearance of a half-wave voltage at the “K” terminal of the ignition coil after closing the VD5 diode (the designations of the elements hereinafter correspond to the diagram in Fig. 1c) is extremely unstable. The characteristics of this half-wave strongly depend not only on the values of capacitor C2 and resistor R4, but also on the supply voltage, and to an even greater extent on the width of the spark gap.
After installing the unit on the car, adjusted and operating on the stand without failures in the frequency range of the pulse shaper 10...200 Hz with two discharge periods of capacitor C3 at a supply voltage of 14 V, spark gap 7 mm, failures in sparking appeared at high crankshaft speeds . Neither different combinations of the capacitance values of capacitor C2 (from 0.01 to 0.047 μF) and the resistance of resistor R4 (from 300 to 1500 Ohms), nor even the selection of SCR VS1 by control current helped.
The failures completely disappeared when the value of the resistor R4 was over 1.5 kOhm and the capacitor C2 was 0.01 μF, i.e., with a one-cycle spark formation in accordance with the circuit diagram of the Yu. Sverchkov block. The unit worked flawlessly for several years with the remote spark extension circuit C2R3R4VD6.
Analysis of voltage oscillograms at terminal “K” of the ignition coil, obtained on an ignition unit installed in a car with a spark extension circuit, at different sparking frequencies, leads to the conclusion that the reason for the occurrence of failures in sparking lies in the instability of the rate of rise of the half-wave voltage on capacitor C3, the following behind the closing of the diode VD5.
Therefore, we have to admit that the method of increasing the duration of the spark discharge with a thyristor-capacitor unit by applying a repeated opening pulse to the control electrode of the thyristor, generated by the residual voltage on the storage capacitor, is unsuitable for practical use in a car.
It was possible to put into practice the idea of increasing the duration of the spark discharge in the capacitor ignition unit thanks to the use of a powerful composite transistor KT898A, specially designed for automotive ignition systems, instead of an SCR. The diagram of the modernized block is shown here in Fig. 1 (further the designations of the elements correspond to this diagram).
The control circuit for discharging storage capacitor C2 is significantly simplified compared to. The charging time constant of the control capacitor C3 is determined by the values of the elements C3 and R3 and the resistance of the diode VD7, and the discharging time by C3 and R4, VD6 and the resistance of the emitter junction of the transistor VT2.
The base current of transistor VT2 depends on the voltage on capacitor C3, the resistance of diode VD6, resistor R4 and the supply voltage, which allows you to set up the unit in bench conditions.
To set up, connect the unit to an regulated power source with a voltage of up to 15 V and a load current of 3...5 A and to the ignition coil, set a spark gap of 7 mm between its central terminal and terminal “B”. The output of a rectangular pulse shaper with a duty cycle of 3 and a load capacity of at least 0.5 A is connected to pin 6 of connector X1.1.
It is very convenient for setup to use an octane corrector with auxiliary devices (you just need to close the variable resistor R6 according to Fig. 1c. In the unit being adjusted, instead of a constant resistor R3, connect a variable resistor with a nominal value of 2.2 kOhm, setting its slider to the position of maximum resistance. Turn on the power source to a voltage of 14 V and supply control pulses with a frequency from 10 to 200 Hz to the input, using an oscilloscope to control the voltage shape at terminal “K” of the ignition coil - it should correspond to that shown in Fig. 2.
If only one period of voltage oscillation is visible on the oscillogram, by rotating the variable resistor slider the appearance of a second period is achieved with a mandatory visible clear boundary for the end of sparking. Then reduce the supply voltage to 12 V and repeat the previous operation. After this, a control check of operation is carried out at a frequency of 10...200 Hz with a supply voltage of 12...14 V. The resistance of the introduced part of the variable resistor is measured and a constant resistor of the nearest value is soldered in. Typically, the resistance R3 is in the range from 200 to 680 Ohms. In some cases, it may be necessary to select capacitor C3 within the range of 1 ... 3.3 μF.
Reducing the charging time constant of capacitor C3 due to resistor R3 does not impair the protection of the unit from “bouncing” pulses of the breaker contacts, since the “bouncing” process is shorter than the time during which the base current of transistor VT2 reaches a value sufficient to open it. When using the unit in conjunction with an octane corrector, interference associated with “bouncing” is suppressed even more reliably.
The capacity of the storage capacitor C2 of the ignition unit has been increased to 2 μF in order to increase its discharge time. In this case, the duration of the first discharge period is 0.4 ms. In order for the capacitor to have time to charge before the next sparking cycle occurs, the converter in the block must be boosted by increasing the thickness of the set of transformer plates T1 to 8 mm, and when setting up the block according to the method of Yu. Sverchkov, by selecting resistor R1, achieve a voltage of 150... 160 V on the capacitor C2 (the capacitor must be bypassed with a 1.5 kOhm resistor with a power of at least 5 W). In this embodiment, the converter in the unit continues to operate reliably for more than 6 years.
Diode VD5 according to the diagram in Fig. 1 in is excluded from the block; its function is performed by the built-in protective diode of the VT2 block transistor. Capacitor C2 - MBGO, C3 - K53-1 or K53-4, K53-14, K53-18; Aluminum capacitors cannot be used due to high leakage current and low reliability. The KT898A transistor can only be replaced with KT897A, KT898A1 or foreign ones BU931Z, BU931ZR BU931ZPF1, BU941ZPF1. Connector X1 consists of an ONP-ZG-52-V-AE insert and an ONP-ZG-52-R-AE socket.
The described block can be used in cars of the VAZ-2108 and VAZ-2109 families, for which you need to connect it to the block to the left of connector X1.1 according to the diagram in Fig. 1 matching unit, assembled according to the diagram in Fig. 3 (the place where the chain breaks is marked with a cross). If it is intended to use an octane corrector together with the ignition unit, resistors R1, R4 and capacitors C1, C2 should be excluded from the matching unit, resistor R2 and diode VD1 should be closed, and the output of the octane corrector (resistor R7) should be connected to the base of the transistor VT1 of the unit. The D816A zener diode must be replaced with a D815V, the positive power wire of the corrector must be connected to pin 5 of connector X1.1. Capacitors in node C1 - KM-5 (KM-6, K10-7, K10-17), C2 - K73-9 (K73-11).
When using the unit on other types of cars that have a contact breaker, a parametric voltage stabilizer should be installed to power the octane corrector, Fig. 4.
The output of the breaker capacitor Spr is disconnected and soldered to pin 7 of the X1.2 socket. Now, to switch to normal ignition, it is enough to insert the plug-plug X1.3 into the X1.2 socket, in which contacts 1,6,7 are connected together (it is not shown in the diagram in Fig. 1). In order not to lead the wire from the breaker capacitor Spr to the X1.2 socket in the X1.3 plug, you can provide a capacitor C4 K73-11 with a capacity of 0.22 μF for a voltage of 400 V, connecting it between pins 1, 6, 7 and pin 2. V In this case, the capacitor Spr is simply dismantled.
After carrying out the specified modernization, the unit ensures uninterrupted spark generation with two periods with a total spark duration of at least 0.8 ms at an engine speed of the crankshaft from 30 to 6000 min-1 and a change in the voltage of the vehicle’s on-board network from 12 to 14 V. The engine began to run “softer” ", the dynamics of the car have improved.
When the supply voltage is reduced to 6 V, the unit maintains uninterrupted sparking with one period within the specified limits of the crankshaft rotation speed, and two-period sparking is maintained up to a rotation speed of 1500 min-1 when the on-board voltage is reduced to 8 V, which greatly facilitates engine starting.
The use of a switching transistor in the block instead of a trinistor also makes it possible to increase the spark energy due to the almost complete discharge of the storage capacitor through the primary winding of the ignition coil, as in capacitor ignition blocks with pulsed energy storage. This option of operation became possible due to the fact that the Yu. Sverchkov block is not afraid of shorting the storage capacitor C2. The implementation of this quality is achieved by connecting the VD8 diode in parallel with the primary winding of the ignition coil (it is shown in dashed lines in the block diagram).
The process of discharging the storage capacitor for an ignition unit with continuous energy storage in the capacitor is somewhat unusual. When the contacts of the breaker are closed, the control capacitor C3 is charged, and at the moment they open, it is connected by the positive plate through the diode VD6 to the base of the transistor VT2, and by the minus plate through the resistor R4 to the emitter. Transistor VT2 opens and remains open as long as its base current - the discharge current of capacitor C3 - remains sufficient for this.
Storage capacitor C2 is connected through transistor VT2 to the primary winding of the ignition coil and is discharged during the first quarter of the period in the same way as in the block. When the voltage at terminal “K” of the coil passes through zero, the diode VD8 opens. The current in the circuit at this moment reaches its maximum. The open diode VD8 bypasses the capacitor C2, connected through the open transistor VT2 to the winding I of the coil, and, therefore, the capacitor does not recharge, it is completely discharged to the winding I of the ignition coil and all its energy goes into its magnetic field.
The open diode VD8 maintains the current in the circuit formed by it and winding I, and the spark discharge that occurs during the first quarter of the period. Once all the stored energy in the coil has been used up, the spark discharge stops. It should be noted that in this case, unlike the case of the oscillatory process of discharging capacitor C2, the duration of discharge does not depend on the state of transistor VT2 and is determined only by the capacitance of capacitor C2 and the characteristics of the ignition coil.
Thus, transistor VT2 can close before or after the end of the spark discharge, which reduces the requirements for the accuracy of the unit’s adjustment. It is enough to set it up on a stand for the case of an oscillatory process, and then simply solder the VD8 diode. This property of the block makes it universal. For example, if an increased service life of spark plugs is required, the unit is used in oscillatory mode, the duration of the spark discharge is 0.8 ms, reliable engine starting in any conditions. And when high spark energy is required (increased requirements for the level of exhaust gas toxicity), the unit is used with a current discharge process by installing a VD8 diode. The spark discharge during testing of a block with a diode looks like a blue-crimson cord, like that of transistor systems.
To modernize already manufactured blocks, no significant alterations are required. The KT898A transistor and the KD226V diode are freely placed on the existing board instead of the VS1 thyristor and the C2R3R4VD6 spark extension circuit. The transistor does not need a heat sink at all, since the duration of the current pulse flowing through it is disproportionately shorter than in transistor systems.
After modernization, the pulse current consumed by the ignition unit when the engine is running increases significantly (with the engine stopped, the current remains the same - 0.3...0.4 A). Therefore, it is advisable to connect an oxide blocking capacitor with a capacity of 22,000 μF for a voltage of at least 25 V between pin 4 of connector X1 and the common wire.
Of course, the described modernization of the unit does not exhaust the possibilities for further increasing the duration and energy of the spark discharge. For example, a method was tested to connect the primary winding of the ignition coil to a power source at the end of the sparking cycle. And although such a block turns out to be more complex and, accordingly, less reliable, in general in these indicators it surpasses many others described in the magazine.
A fragment of the improved version diagram is shown in the diagram in Fig. 5 (converter still remains unchanged).
After opening the contacts of the breaker, the processes occurring in the block in the first quarter of the discharge period of storage capacitor C2 are similar to those described above (phase 1 in Fig. 6), however, in addition, capacitor C4 is charged through resistors R4, R5, and the emitter junction of transistor VT3. The charging current of this capacitor opens transistor VT3 and keeps it in this state for a time determined by the parameters of the elements of the charging circuit.
After the voltage at the “K” terminal of the ignition coil passes through zero at the end of the first quarter of the period and exceeds the forward voltage of the VD9 diode, it will open and the “K” terminal will be connected to the common wire through the VD9 diode and the VT3 transistor. Current from the power source will flow through the primary winding of the ignition coil, summing up with the discharge current of capacitor C2 and maintaining the resulting spark discharge (phase 2).
Next, the base current of transistor VT3 becomes so small that the transistor closes, turning off the primary winding of the ignition coil. The resulting voltage surge at terminal “K” - about 200 V (phase 3 in the figure) - turns out to be sufficient for repeated breakdown of the spark gap, since at this moment the spark discharge has not actually been completed and repeated breakdown occurs in the prepared environment. Next, the discharge proceeds as in a transistor system (phase 4 in Fig. 6).
After the breaker contacts close, capacitor C4 quickly discharges through resistor R5 and diode VD10, preparing for the next sparking cycle.
The total duration of the spark discharge in the improved unit is 2 ms and remains almost constant in the pulse shaper frequency range from 10 to 200 Hz at a supply voltage of 14 V.
Setting up this block is not difficult. First, they set it up with transistor VT3 turned off in the same way as described above. Then connect transistor VT3, instead of a constant resistor R5, connect a variable resistance of 2.2 kOhm and set its slider to the position of greatest resistance.
Turn on the power source and set the voltage to 14 V. By rotating the variable resistor slider, ensure that the voltage shape at terminal “K” of the ignition coil corresponds to that shown in Fig. 6 in the frequency range of the pulse shaper from 10 to 200 Hz, after which, instead of a variable resistor, a constant corresponding resistance is soldered in (usually from 430 to 1000 Ohms).
Tests were carried out with a B115 ignition coil for the contact system of a GAZ-24 car with a closed additional resistor. There is no need to worry about shorting this resistor - the coil will not overheat, since the time of the spark discharge generated by the unit in each cycle is less than the time the coil is in flow when the breaker contacts are closed in a conventional ignition system. If other ignition coils are used, the optimal capacitance of capacitors C3 and C4 may need to be clarified experimentally.
The efficiency of the unit on transistor VT3 is assessed by disconnecting capacitor C4 after installation. Set the sparking frequency to 200 Hz and touch the terminal of capacitor C4 at the point where it is turned off - the sound of the spark discharge should change, and the spark cord should become a little thicker, with the formation of a light cloud of ionized gas around it, like a spark discharge formed by transistor systems. There is no danger of damage to transistor VT3.
The VT3 transistor must be installed on the block body, lubricating the adjacent surface with KPT-8 paste or Litol-24 grease. If another transistor is used instead of KT898A1 (or BU931ZPF1), you will have to place an insulating mica gasket under it.
Drawing of the printed circuit board according to the diagram in Fig. 1 is shown in Fig. 7.
The board is designed in such a way as to make the assembly of any version of the ignition unit described in the article as easy as possible. For ease of setup, resistor R1 is made up of two - R1.1 and R1.2. Instead of D220 diodes, you can use KD521A, KD521V, KD522B; instead of D237V, KD209A-KD209V, KD221V, KD221G, KD226V-KD226D, KD275G are suitable, and instead of KD226V (VD8) - KD226G, KD226D, KD275G. A separate fee must be provided for the octane corrector.
Transformer T1 is assembled on a magnetic circuit Ш16х8. The plates are assembled end-to-end, and a strip of fiberglass laminate 0.2 mm thick is inserted into the gap. Winding I contains 50 turns of PEV-2 wire 0.55 (can be thicker - up to 0.8), winding II - 70 turns of PEV-2 wire with a diameter of 0.25 to 0.35 mm, winding III - 420-450 turns of wire PEV-2 with a diameter from 0.14 to 0.25 mm.
A photo of one of the ignition unit options (without a casing) is shown in Fig. 8.
Literature
- Sverchkov Yu. Stabilized multi-spark ignition unit. - Radio, 1982, No. 5, p. 27-30.
- Karasev G. Stabilized electronic ignition unit. - Radio, 1988, No. 9, p. 17, 18.
- Authors of articles and consultants answer readers' questions. - Radio, 1993, No. 6, p. 44.45 (G. Karasev. Stabilized electronic ignition unit. - Radio, 1988, No. 9, p. 17.18; 1989, No. 5, p. 91; 1990, No. 1.S.77).
- Sidorchuk V. Electronic octane corrector. - Radio, 1991, No. 11, p. 25. 26.
- Adigamov E Modified electronic octane corrector. - Radio, 1994, No. 10, p. 30.31.
Read and write useful
The advantages of electronic ignition in internal combustion engines are well known. At the same time, the currently widespread electronic ignition systems do not yet fully meet the complex of design and operational requirements. Systems with pulsed energy storage are complex, not always reliable and practically inaccessible to manufacture for most car enthusiasts. Simple systems with continuous energy storage do not provide stabilization of the stored energy [3], and when stabilization is achieved, they are almost as complex as pulsed systems.
It is not surprising, therefore, that Yu. Sverchkov’s article published in the magazine “Radio” aroused great interest among readers. A well-designed, extremely simple stabilized ignition unit can, without any exaggeration, serve as a good example of an optimal solution in the design of such devices.
The results of operating the unit according to Yu. Sverchkov’s scheme showed that, despite the overall fairly high quality of its operation and high reliability, it also has significant drawbacks. The main one is the short duration of the spark (no more than 280 μs) and, accordingly, its low energy (no more than 5 mJ).
This drawback, inherent in all capacitor ignition systems with one period of oscillation in the coil, leads to unstable operation of a cold engine, incomplete combustion of the rich mixture during warm-up, and difficulty starting a hot engine. In addition, the stability of the voltage on the primary winding of the ignition coil in the Yu. Sverchkov block is slightly lower than in the best pulse systems. When the supply voltage changes from 6 to 15 V, the primary voltage changes from 330 to 390 V (±8%), whereas in complex pulse systems this change does not exceed ±2%.
As the sparking frequency increases, the voltage on the primary winding of the ignition coil decreases. Thus, when the frequency changes from 20 to 200 Hz (the crankshaft speed is 600 and 6000 min -1, respectively), the voltage changes from 390 to 325 V, which is also slightly worse than in pulse units. However, this disadvantage can be
practically not to be taken into account, since at a frequency of 200 Hz the breakdown voltage of the spark gap of the spark plugs (due to residual ionization and other factors) is reduced by almost half.
The author of these lines, who has been experimenting with various electronic ignition systems for more than 10 years, set the task of improving the energy characteristics of the Yu. Sverchkov block, while maintaining the simplicity of the design. Solving it turned out to be possible thanks to the internal reserves of the unit, since the energy of the drive was only half used in it.
This goal was achieved by introducing a mode of multi-period oscillatory discharge of the storage capacitor onto the ignition coil, leading to its almost complete discharge. The idea of such a solution is not new, but it is rarely used. As a result, an improved electronic ignition unit has been developed with characteristics that not all pulse designs have.
With a sparking frequency in the range of 20...200 Hz, the unit provides a spark duration of at least 900 μs. The spark energy released in the spark plug with a gap of 0.9...1 mm is at least 12 mJ. The accuracy of maintaining energy in the storage capacitor when the supply voltage changes from 5.5 to 15 V and the sparking frequency is 20 Hz is no worse than ±5%. The remaining characteristics of the block have not changed.
It is significant that the increase in the duration of the spark discharge is achieved precisely by the long oscillatory process of discharging the storage capacitor. The spark in this case is a series of 7-9 independent discharges. Such an alternating spark discharge (frequency of about 3.5 kHz) promotes efficient combustion of the working mixture with minimal erosion of the spark plugs, which distinguishes it favorably from a simple extension of the aperiodic discharge of the storage device.
The block converter circuit (Fig. 1) has remained virtually unchanged. Only the transistor was replaced to slightly increase the power of the converter and ease the thermal regime. Elements that provided uncontrolled multi-spark operation were excluded. The energy switching circuits and the discharge control circuits of the storage capacitor SZ have been significantly changed. It is now discharged during three (and at a frequency below 20 Hz - and more) periods of natural oscillations of the circuit, consisting of the primary winding of the ignition coil and capacitor SZ. Elements C2, R3, R4, VD6 provide this mode.
Considering that the operation of the converter is described in detail in, we will consider only the process of oscillatory discharge of the capacitor SZ. When the contacts of the breaker open, capacitor C4, discharging through the control junction of the thyristor VS1, diode VD8 and resistors R7, R8, opens the thyristor, which connects the charged capacitor S3 to the primary winding of the ignition coil. The gradually increasing current through the winding at the end of the first quarter of the period has a maximum value, and the voltage on the capacitor SZ at this moment becomes equal to zero (Fig. 2).
All the energy of the capacitor (less thermal losses) is converted into the magnetic field of the ignition coil, which, trying to maintain the value and direction of the current, begins to recharge the capacitor SZ through an open thyristor. As a result, at the end of the second quarter of the period, the current and magnetic field of the ignition coil are equal to zero, the capacitor SZ is charged to 0.85 of the original (voltage) level in the opposite polarity. When the current stops and the polarity changes on the capacitor SZ, the thyristor VS1 closes, but the diode VDS opens. The next process of discharging the capacitor SZ begins through the primary winding of the ignition coil, the direction of the current through which changes to the opposite. At the end of the oscillation period (i.e., after approximately 280 μs), the capacitor SZ is charged in its original polarity to a voltage equal to 0.7 of the initial one. This voltage closes the VDS diode, breaking the discharge circuit.
In the considered time interval, the low resistance of the alternately opening elements VD5 and VS1 bypasses the circuit R3R4C2 connected in parallel with them, as a result of which the voltage at its ends is close to zero. At the end of the period, when the SCR and diode close, the voltage of the capacitor SZ (about 250 V) is applied to this circuit through the ignition coil. The voltage pulse removed from the resistor R3, passing through the diode VD6, opens the thyristor VS1 again, and all the processes described above are repeated.
This is followed by a third, and sometimes (at startup) a fourth discharge cycle. The process continues until capacitor C3, which loses about 50% of energy during each cycle, is almost completely discharged. As a result, the duration of the spark increases to 900...1200 μs, and its energy - to 12...16 mJ,
In Fig. Figure 2 shows an approximate view of the voltage oscillogram on the primary winding of the ignition coil. For comparison, the dashed line shows the same oscillogram of the Yu. Sverchkov block (the first periods of oscillations on both oscillograms coincide),
To increase the protection against bounce of the breaker contacts, the starting unit had to be slightly changed. The time constant of the charging circuit for capacitor C4 is increased to 4 ms by selecting the appropriate resistor R6; The discharge current of the capacitor (i.e., the triggering current of the thyristor), determined by the resistance of the circuit of resistors R7, R8, is also increased.
The electronic ignition unit was tested for three years on a Zhiguli car and has proven itself very well. The stability of the engine after start-up has sharply increased. Even in winter, at a temperature of about -30 ° C, starting the engine was easy; it was possible to start driving after warming up for 5 minutes. Interruptions in engine operation during the first minutes of driving, which were observed when using the Yu. Sverchkov block, stopped, and acceleration dynamics improved.
The T1 transformer uses an ShL16X8 magnetic core. A gap of 0.25 mm is provided by three pressed gaskets. Winding I contains 50 turns of wire PEV-2 0.55; II - 70 turns PEV-2 0.25; III - 450 turns PEV-2 0.14. In the last winding, one spacer of capacitor paper should be laid between all layers, and the entire winding should be separated from the rest with one or two layers of cable paper,
The finished transformer is coated 2-3 times with epoxy resin or filled with resin completely in a plastic or metal box. You should not use an W-shaped magnetic circuit, since, as experience shows, it is difficult to maintain a given gap throughout the entire thickness of the set, and also to avoid short-circuiting of the outer plates. Both of these factors, especially the second, sharply reduce the power of the charging pulse generator.
When setting up the generator part of the unit, you can use the recommendations of Yu. Sverchkov in.
Due to its high reliability, the unit can be connected without connector X1 (disconnecting the capacitor Cpr of the breaker is mandatory), which is intended for a possible emergency transition to battery ignition, but the initial setting of the ignition timing will be much more difficult. If you keep the X1 connector, the transition to battery ignition is very simple - instead of the block block, a contact block is inserted into the socket of the X1 connector, with contacts 2, 3 and 4 connected.
G.KARASEV, Leningrad
LITERATURE:
1. A. Sinelnikov. How do the blocks differ? - Behind the wheel. 1977, No. 10. p. 17,
2. A. Sinelnikov. Electronic ignition unit of increased reliability. Sat. “To help the radio amateur”, vol. 73.-- M.: DOSAAF USSR, p. 38.
3. A. Sinelnikov. Electronics in the car. - M.: Energy, 1976.
4. A. Sinelnikov. Automotive electronics. - M.: Radio and Communications, 1985.
5. Yu. Sverchkov. Stabilized multi-spark ignition unit. - Radio, 1982, No. 5. p. 27.
6. E. Litke. Capacitor ignition system. Sat. “To help the radio amateur”, issue 78.- M.: DOSAAF USSR, p. 35.
List of radioelements
| Designation | Type | Denomination | Quantity | Note | Shop | My notepad |
|---|---|---|---|---|---|---|
| VT | Bipolar transistor | P210B | 1 | To notepad | ||
| VS1 | Thyristor & Triac | KU202N | 1 | To notepad | ||
| VD1, VD3, VD6-VD8 | Diode | D220 | 5 | To notepad | ||
| VD2 | Zener diode | D817B | 1 | To notepad | ||
| VD4 | Diode | KD105V | 1 | To notepad | ||
| VD5 | Diode | KD202R | 1 | To notepad | ||
| C1 | Electrolytic capacitor | 30 µF 10 V | 1 | To notepad | ||
| C2 | Capacitor | 0.02 µF | 1 | To notepad | ||
| C3 | Capacitor | 1 µF 400 V | 1 | To notepad | ||
| C4 | Capacitor | 0.1 µF | 1 | To notepad | ||
| R1 | Resistor | 22 Ohm | 1 | 1 W | To notepad | |
| R2 | Resistor |
It is well known that ignition of fuel in internal combustion engines occurs due to a spark from a spark plug, the voltage of which can reach 20 kV (if the spark plug is fully operational).
On some engines, for its full operation, energy is sometimes needed significantly more than 20 kW can provide. To solve this problem, a special electronic ignition system was created. Russian domestic cars use conventional ignition systems. But they all have very big disadvantages.
When the car is idling, an arc discharge appears in the breaker between the contacts, which absorbs most of the energy. At sufficiently high speeds, the secondary voltage on the coil decreases due to the chattering of these contacts. As a result, this leads to poor accumulation of energy for the formation of an ignition spark. Because of this, the efficiency of a car engine is significantly reduced, the volume of CO2 in the exhaust system increases, fuel is almost completely not consumed, and the car simply consumes fuel.
The big disadvantage of old ignition systems is the rapid wear of the breaker contacts. The other side of this coin is that these systems are with a multi-spark mechanical distributor, it is also called “Distributor”, simplicity, which is ensured by the 2nd function of the distributor mechanism.
In order to increase the secondary voltage that is generated by such a system, you can use semiconductor-based devices that will work as control keys. It is they who will interrupt the current in the primary winding of the coil. Today, transistors are used as such keys, which generate currents of up to ten Amperes without any damage or sparks. There are examples built on the basis of thyristors, but due to their instability they have not found wide application.
One of the options for modernizing the BSZ is converting it into a contact-transistor ignition system (CTSZ).
The diagram illustrates the KTSZ device.
This device generates a spark with a fairly long duration. And thanks to this, fuel combustion becomes optimal. From the diagram it can be seen that the system is built on the basis of the so-called Schmitt trigger. It is assembled from transistors V1 and V2, amplifier V3, V4 and switch V5. Here the key acts as a current switch on the coil winding.
The trigger is designed to generate pulses with a fairly wide slope and edges when the contacts in the breaker are closed. As a result, the speed of current interruption on the primary winding increases, which in turn greatly increases the voltage amplitude on the secondary winding.
This increases the chances of a more powerful spark, which improves engine starting and overall efficient fuel consumption.
The following were used in the assembly:
Transistors VI, V2, V3 - KT312B, V4 - KT608, V5 - KT809A, C4106.
Capacitor – C2 (from 400 Volts)
Coil B115.
A car is an incredibly complex system; it includes many components and devices that constantly interact with each other. Without an ignition system, your car will not move. It is worth paying special attention to this aspect, and, in particular, discussing issues related to electronic ignition.
What is electronic ignition?
An electronic ignition system is an ignition system that uses electronic devices to create and transmit high voltage current to the engine cylinders.
This system is also sometimes called a microprocessor ignition system.
It should be mentioned that both contactless and contact-transistor systems use electronic mechanisms in their design, but the names of these systems have long been established. Electronic ignition is devoid of any mechanical contacts, so we can say that electronic ignition is contactless. Modern car models are equipped with an electronic ignition system, which is a component of the engine control system. This system controls the combined injection and ignition system, and sometimes other systems (intake, exhaust, cooling). All electronic ignition systems can be divided into two categories: direct ignition systems And with distributor.
The design of the electric ignition system is formed by fairly traditional components - power source, ignition coil, spark plugs, switch, high-voltage wires. The system also includes an igniter (executor device) and input sensors. These same sensors record engine performance at the current moment and convert these indicators into electrical impulses. In its work, electronic ignition uses readings from sensors that are present in the engine management system. These devices include sensors:
- engine crankshaft speed;
Mass air flow;
Camshaft positions;
Detonation;
Coolant and air temperatures;
Oxygen sensor and others.
With the help of the engine control unit, signals from similar sensors are processed and a control action is generated on the igniter. The igniter itself is an electronic board that turns the ignition off and on. The igniter is based on a transistor. If the transistor is open, then the current goes to the primary winding of the ignition coil, and if it is closed, then the current goes to the secondary winding. The coil in the ignition system can be one common, individual or dual. When using individual ignition coils, there is no need to use high voltage wires, since such a coil will be attached directly to the spark plug. Distribution ignition systems use common ignition coils.
Direct ignition systems typically use dual coils. If the engine has 4 cylinders, then one of the coils is located on the first and fourth cylinders, and the other on the second and third. With the help of coils, a high voltage current is generated, and there are two outputs for the current, therefore the spark passes into both cylinders at once. In one of them the fuel-air mixture ignites, and in the other the spark goes idle.
The electronic ignition system works according to the following principle. The electronic control unit receives sensor signals. Based on these readings, the most optimal parameters for the operation of the entire system are calculated. Next, the control impulse goes to the igniter, which is responsible for supplying voltage to the ignition coil. After this, current begins to “run” through the primary winding of the coil.
When the voltage supply is interrupted, then a high voltage current flows through the secondary winding of the ignition coil. This same current is transmitted to the spark plug either directly from the coil or through high-voltage wires. After current is applied to the spark plug, a spark is formed, due to which the fuel-air mixture detonates. When the rotation speed changes, the rotation speed sensor together with the camshaft position sensor transmit a signal to the ECU, which produces a signal to change the ignition timing. When the engine is under increased load, the ignition timing is adjusted by the mass air flow sensor. Other sensors provide additional information.
If you decide to replace the factory ignition with an electronic one, you will no longer encounter most ignition problems, and will also receive a number of advantages, for example, the dynamics of your car will increase, and the engine will be easier to start in cold weather.
When comparing factory ignition with electronic ignition, the latter system uses an output transistor to close and open the circuit. Such a solution leads to the fact that the voltage on the car’s spark plugs increases, and more energy is obtained from the spark. Also, this design solution does not allow the voltage on the electrodes of the spark plugs to drop even at low temperatures, therefore the engine starts more easily even under unfavorable conditions. Although both factory and electronic ignition coils have the same set of wires, you must check whether they are connected correctly, since in an electric ignition system the coil can rotate all 180 degrees on the bracket.
Installation of electronic ignition
It makes sense to say a few words about what is included in the set of elements of the electronic ignition system. The entire system is formed by the following 5 elements:
1) Contactless distributor. Acts as a distributing ignition sensor. Cars with different types of engines will have different distributors installed.
2) Switch. The switch is responsible for interrupting the electrical current flowing through the ignition coil. This is a reaction to signals that come from the distribution sensor. Each switch “knows how” to turn off the electric current, even when the ignition is on or the engine is running.
3) Ignition coil. This element is necessary to convert low-voltage current to high-voltage. This procedure is extremely important due to the need to break through the air gap that forms between the contacts of the spark plug electrodes.
4) Set of wires
5) Spark plugs for transferring sparks to the cylinders.
In order to install electronic ignition, you will need:
1) Set of wrenches;
2) Phillips screwdriver;
3) Self-tapping screws;
4) An electronic drill and a drill whose diameter is similar to a self-tapping screw.
You can begin installing the electric ignition only after completing the full adjustment of the distributor.
The sequence of actions is as follows:
1) You need to remove the cover from the distributor to which the high-voltage electrical wires go;
3)
Short starts occur in the starter system, due to which it is necessary to set the resistor line so that it forms a right angle with the engine. After setting the direction of the resistor, it is forbidden to turn the crankshaft until the work is completed;
4) On the right side of the distributor body there are 5 marks that are needed to ensure that the ignition adjustment is done correctly. In order to correctly install the new distributor, it is necessary to mark the place on the engine that is located opposite the middle mark of the old distributor;
6) After dismantling the old distributor, it will be possible to install a new one. This is done by placing the part into the motor based on the mark that was previously set;
7) After installing and adjusting the new distributor, it will need to be secured with a nut;
8) After securing the distributor, you can return the cover to its place, and after that you can connect the electrical wires to the cover.
9) After manipulating the distributor, it is necessary to replace the coil, since contact and electronic ignition coils are different;
10) After reinstalling the coil, you need to connect the wires to the ignition. It is important not to forget about the three-pin high-voltage wire connecting the coil to the distributor;
11)
After finishing work with the coil, you can proceed to installing the switch. The simplest solution is to place the switch in the free area between the washer and the left headlight. In order to secure the element, it will be necessary to make holes to suit the size of its “ears”, and the switch itself will be attached using self-tapping screws. After installation, you will need to “throw” the wire from the switch to the ignition system;
12) After completing all work, you need to check that the wires are connected correctly. A guide for this will be the service book of your car, as well as a diagram containing electronic ignition elements in the kit.
Electronic ignition malfunctions
While using the car, any of its components can fail, including the ignition system. Defects that are typical for any ignition system were identified:
- exit from standing spark plugs of the ignition system;
Coil failure;
Problem with high-voltage and low-voltage wires (breakage, oxidized contacts, insufficiently tight connection, etc.).
The electric ignition system may also experience problems due to faulty ECUs and input sensors.
The ignition system breaks down for the following reasons:
1) The rules for operating the car were violated (low-quality gasoline was poured into the car, the car was not serviced on time, and even if diagnostics were carried out, it could have been carried out by an unqualified technician);
2) Low-quality structural elements were installed in the car (coils, spark plugs, high-voltage wires, etc.);
3) The breakdown occurred under the influence of external factors (atmospheric influence, mechanical damage).
The most common defect in the electronic ignition system is the failure of spark plugs. Fortunately, today all motorists can purchase these elements, so fixing this breakdown will not take much time.
Even external diagnostics can help indicate faults in the electronic ignition system. The easiest way to notice how the ignition reacts to faults that exist in the fuel system and fuel injection system. Therefore, it is necessary to diagnose the ignition system in conjunction with these systems.
External signs of ignition failure:
1) Increased fuel consumption;
2) Reduced engine power;
3) At idle, the engine is unstable;
4) It became more difficult to start the engine.
In the case of an electronic ignition system, poor engine performance, difficult starting is a signal that there has been a breakdown or break in the high voltage wires, the spark plugs have failed, the ECU, the crankshaft speed sensor or the hall sensor are broken. If your car begins to “eat up” more fuel, and the engine begins to produce less power, then this may indicate that the spark plug towers, input sensors or ECU are faulty.
Before going to a specialist, try to diagnose the ignition system yourself, as there is a high probability of discovering a defect on your own. In this case, you simply replace the spark plugs or coil, and you will be back on the horse again. Good luck.
