He built a loudspeaker by stretching a pig's bladder across a wooden frame and made a radio-controlled boat by using an ignition coil from a Ford Model T as a transmitter.
|
|
The ignition coil arc is pretty but hooking up a blank, perforated circuit board to those ignition coils forces the electric arc down its various paths to create a gorgeous random pattern of dangerous electricity.
|
|
The wire that goes from the ignition coil to the distributor and the high voltage wires that go from the distributor to each of the spark plugs are called spark plug wires or high tension leads. Originally, every ignition coil system required mechanical contact breaker points and a capacitor (condenser). More recent electronic ignition systems use a power transistor to provide pulses to the ignition coil. A modern passenger automobile may use one ignition coil for each engine cylinder (or pair of cylinders), eliminating fault-prone spark plug cables and a distributor to route the high voltage pulses.
|
|
Aceon Bright Ignition Coil Bosch ignition coil in a Saab 96. Dual ignition coils (blue cylinders, top of picture) on a Saab 92. An ignition coil (also called a spark coil) is an induction coil in an automobile's ignition system that transforms the battery's voltage to the thousands of volts needed to create an electric spark in the spark plugs to ignite the fuel. Some coils have an internal resistor, while others rely on a resistor wire or an external resistor to limit the current flowing into the coil from the car's 12-volt supply.
|
|
Some car engines use a small ignition coil mounted on top of each spark plug, eliminating the need for spark plug wires entirely.
|
|
An ignition coil consists of a laminated iron core surrounded by two coils of copper wire. Unlike a power transformer, an ignition coil has an open magnetic circuit — the iron core does not form a closed loop around the windings. The energy that is stored in the magnetic field of the core is the energy that is transferred to the spark plug. The primary winding has relatively few turns of heavy wire.
|
|
Arthur Atwater Kent Sr. (December 3, 1873 - March 4, 1949) was an American inventor and prominent radio manufacturer based in Philadelphia. In 1921, he patented the modern form of the automobile ignition coil.
|
|
As this is a non-contacting device and the ignition coil is controlled by solid state electronics, a great amount of maintenance in point adjustment and replacement was eliminated. This also eliminates any problem with breaker follower or cam wear, and by eliminating a side load it extends distributor shaft bearing life. The remaining secondary (high voltage) circuit stayed essentially the same, using an ignition coil and a rotary distributor. Most distributors used on electronically fuel injected engines lack vacuum and centrifugal advance units.
|
|
Petrol engines use spark ignition and high voltage current for the spark may be provided by a magneto or an ignition coil. In modern car engines the ignition timing is managed by an electronic Engine Control Unit.
|
|
When the triggering circuit receives the triggering signal, the triggering circuit stops the operation of the charging circuit, allowing the capacitor to discharge its output rapidly to the low inductance ignition coil. In a CD ignition, the ignition coil acts as a pulse transformer rather than an energy storage medium as it does in an inductive system. The voltage output to the spark plugs is highly dependent on the design of the CD ignition. Voltages exceeding the insulation capabilities of existing ignition components can lead to early failure of those components.
|
|
Each cylinder has its own miniature ignition coil. The closed-loop fuel injection is sequential. The engine has no knock sensor as the predicted combustion conditions would not cause this to be a problem. The pistons are forged in aluminium.
|
|
As the rotor spins within the distributor, electric current is able to jump the small gaps created between the rotor arm and the contacts due to the high voltage created by the ignition coil. The distributor shaft has a cam that operates the contact breaker (also called points). Opening the points causes a high induction voltage in the system's ignition coil. The distributor also houses the centrifugal advance unit: a set of hinged weights attached to the distributor shaft, that cause the breaker points mounting plate to slightly rotate and advance the spark timing with higher engine revolutions per minute (rpm).
|
|
Its largest use was the contact breaker or "points" in the distributor of the ignition system of gasoline engines, which served to periodically interrupt the current to the ignition coil producing high voltage pulses which create sparks in the spark plugs. It is still used in this application.
|
|
Following testing, these were thought to inhibit induction and were replaced with more conventional Weber 40DC carburetors on the 268 SP. The 248 SP engine produced at 7400 rpm. A single spark plug per cylinder and a single ignition coil were mounted. The compression ratio was 9.8:1.
|
|
A wet sump lubrication system was used and the ignition system was by ignition coil. Two Dell'Orto SS 31 A carburetors were used. A dry multi-plate was driven by gears from the crankshaft. The gearbox had six or seven gears, dependent on circuit, and was of the cassette type.
|
|
Leonard now led in the Turbine. Ruby was up to second, but was soon out of contention with a faulty ignition coil. With 19 laps to go, Joe Leonard led, with Bobby Unser back in second. Carl Williams crashed on the backstretch, triggering a fire which brought out the yellow light.
|
|
All β-series versions are equipped with a Distributorless Ignition System (DIS). The system consist of the ignition coil assembly, Camshaft Position Sensor (CMP), Powertrain Control Module (PCM), spark plug wires and spark plugs. The β-series or the Beta family includes the following engine codes: G4GR, G4GB, G4GC, G4GF and G4GM.
|
|
However their largest use was as the ignition coil or spark coil in the ignition system of internal combustion engines, where they are still used, although the interrupter contacts are now replaced by solid state switches. A smaller version is used to trigger the flash tubes used in cameras and strobe lights.
|
|
New catalytic converter was used to reduce clogging that resulted in overheating exhaust stream forward of the catalytic converter and eventual rotor side seal failure, which was responsible for majority of RX-8 engine failures. Ignition coil packs, which suffer reduced performance over time and leads to unburnt fuel and oil that eventually clogs the catalytic converter, was not upgraded from series 1 RX-8. Due to higher usage cycle that is two to three times higher in wankel compared to Otto cycle, ignition coil packs on RX-8 can degrade much sooner than Piston engines using similar hardware, and cause unburnt fuel to reach the catalytic converter, clogging it and cause engine overheating leading to side seal springs failure.
|
|
It consisted of a single ignition coil, breaker points (the switch), a capacitor (to prevent the points from arcing at break) and a distributor (to direct the spark from the ignition coil to the correct cylinder). The points allow the coil magnetic field to build. When the points open by a cam arrangement, the magnetic field collapses inducing an EMF in the primary that is much larger than the battery voltage and the transformer action produces a large output voltage (20 kV or greater) from the secondary. The capacitor suppresses arcing at the points when they open; without the capacitor, the energy stored in the coil would be expended at an arc across the points rather than at the spark plug gap.
|
|
The points sometimes were under the flywheel for two-stroke engines, and commonly on the camshaft for four-stroke engines. This system worked like all Kettering (points/coil) ignition systems... the opening points trigger the collapse of the magnetic field in the ignition coil, producing a high voltage pulse which flows through the spark plug wire to the spark plug. If the engine was rotated while examining the wave-form output of the coil with an oscilloscope, it would appear to be AC. Since the charge-time of the coil corresponds to much less than a full revolution of the crank, the coil really 'sees' only DC current for charging the external ignition coil. Some electronic ignition systems exist that are not CDI.
|
|
Components of a typical, four stroke cycle, DOHC piston engine. The function of a sparkplug is to produce a spark at the required time to ignite the combustible mixture. The plug is connected to the high voltage generated by an ignition coil or magneto. As current flows from the coil, a voltage develops between the central and side electrodes.
|
|
It was now available in grey, blue-grey, black and green. In 1954 the Saab 92 got the new Solex 32BI carburetor and a new ignition coil giving 28 hp (21 kW). The US headlights were replaced with Hella units. Another novelty was that a textile roof (semi-cab or cabrio coach) was offered as an option.
|
|
In older vehicles, a single coil would serve all the spark plugs via the ignition distributor. Notable exceptions are the Saab 92, some Volkswagens, and the Wartburg 353 which have one ignition coil per cylinder. The flat twin cylinder 1948 Citroën 2CV used one double ended coil without a distributor, and just contact breakers, in a wasted spark system.
|
|
The seven- and eight-pin modules contain no mechanical timing control mechanisms as the computer controls ignition timing. Late 1980s GM cars and trucks used a slim distributor cap HEI with a separate ignition coil on throttle body (TBI), PFI, and SFI injection equipped engines. These distributors were not stand-alone units because they did not contain mechanical timing controls.
|
|
Afterwards the wax was removed by heating. Later, the insulating wax was replaced with electrically conducting, low melting point white metal, simplifying the process. Pistons were made of steel, with cast iron rings, and the crankcases were cast aluminium. There was one plug per cylinder, supplied by a gear-driven magneto alone or with an additional battery-driven ignition coil and distributor for dual ignition.
|
|
An example of an autotransformer is an automobile ignition coil. Potentiometer tapping provides one or more connections along the device's element, along with the usual connections at each of the two ends of the element, and the slider connection. Potentiometer taps allow for circuit functions that would otherwise not be available with the usual construction of just the two end connections and one slider connection.
|
|
Magneto ignition coil. The simplest form of spark ignition is that using a magneto. The engine spins a magnet inside a coil, or, in the earlier designs, a coil inside a fixed magnet, and also operates a contact breaker, interrupting the current and causing the voltage to be increased sufficiently to jump a small gap. The spark plugs are connected directly from the magneto output.
|
|
The entire ignition system, coil and points, are under the magnetized flywheel. Another sort of ignition system commonly used on small off-road motorcycles in the 1960s and 1970s was called Energy Transfer. A coil under the flywheel generated a strong DC current pulse as the flywheel magnet moved over it. This DC current flowed through a wire to an ignition coil mounted outside of the engine.
|
|
EEC-III uses a Duraspark III module (brown grommet where wires emerge) and a Duraspark II ignition coil. A resistance wire is used in the primary circuit. The distributors in EEC-III (and later) systems eliminate conventional mechanical and vacuum advance mechanisms. All timing is controlled by the engine computer, which is capable of firing the spark plug at any point within a 50-degree range depending on calibration.
|
|
The purpose of the contact breaker is to interrupt the current flowing in the primary winding of the ignition coil. When this occurs, the collapsing current induces a high voltage in the secondary winding of the coil, which has many more windings. This causes a very high voltage to appear at the coil output for a short period—enough to arc across the electrodes of a spark plug.
|
|
In a typical Jeep application, the ignition control module (ICM) is located in engine compartment. It consists of a solid-state ignition circuit, as well as an integrated ignition coil that can be removed and serviced separately. Electronic signals from the ECU to the ICM determine the amount of ignition timing or retard needed to meet engine power requirements. The ECU provides an input signal to the ICM.
|
|
He was joined by Englishman Vic Elford for the German Grand Prix. The Swiss was disqualified for taking the short chute into the pits, after his right- hand lower front wishbone began to detach itself from the chassis and his ignition coil started to malfunction. Elford finished 11th. At Austria New Zealand's Howden Ganley switched from the P153 to the P160 and Englishman Peter Gethin joined for the remainder of the year.
|
|
Placing spark plug wires back into their separators or holders during replacement helps to keep them in place despite engine vibration, extending their life. A common problem with spark plug wires is corrosion of the metal end terminals. Better-quality spark plug wires usually have brass terminals, which are more resistant to corrosion than other metals used. Older engines also have a wire connecting the ignition coil to the distributor, known as a coil wire.
|
|
Newer engines typically use computerized ignition systems. The computer has a timing map (lookup table) with spark advance values for all combinations of engine speed and engine load. The computer will send a signal to the ignition coil at the indicated time in the timing map in order to fire the spark plug. Most computers from original equipment manufacturers (OEM) cannot be modified so changing the timing advance curve is not possible.
|
|
High tension leads or high tension cables or spark plug wires or spark plug cables are the wires that connect a distributor, ignition coil, or magneto to each of the spark plugs in some types of internal combustion engine. "High tension lead" or "cable" is also used for any electrical cable carrying a high voltage in any context. Tension in this instance is a synonym for voltage. High tension leads, like many engine components, wear out over time.
|
|
A coil wire is of the same construction as a spark plug wire, but generally shorter and with different terminals. Some distributors have an ignition coil built inside them, eliminating the need for a separate coil wire, e.g. GM High energy ignition system and some Toyotas and Hondas. Many modern car engines have multiple ignition coils (one for each pair of cylinders) built into a coil pack, eliminating the need for a distributor and coil wire.
|
|
The 1954 model engine output was raised to . It had some features only found in modern cars such as one ignition coil per cylinder. Three cylinder two-stroke engine The second type of Saab two stroke engine was a longitudinally placed inline-three cylinder of and initially . It was used in the Saabs 93, 94 (Sonett I, with an engine tuned to ), Saab Sonett II, 95, 96, Saab GT750, the Saab Formula Junior and the Saab Quantum.
|
|
This system requires an external electric battery, ignition coil, and electric charging system similar to modern automobile engines. Later Otto engines employed a small magneto directly on the engine. Rather than tripping a switch, the spark plug firing arm applies a quick rotation to the magneto rotor, which then snaps back under spring tension. This quick rotation of the magneto coil produces a very brief current flow that fires the spark plug and ignites the fuel.
|
|
The basic sensors that provided input to the SBEC included the Oxygen sensor (O2), Manifold Absolute Pressure (MAP) sensor, Throttle Position Sensor (TPS), Intake Air Temperature (IAT) sensor and Coolant Temperature sensor (CTS). The basic actuators controlled by the SBEC's outputs included the fuel injectors, ignition coil and pickup, and the Idle Air Control (IAC) valve. The latter controlled idle characteristics. However, the SBEC also controlled the operation of the charging system, air conditioning system, cruise control and, in some vehicles, transmission shifting.
|
|
From 1976 through 1989, Chrysler equipped many vehicles with their Electronic Lean-Burn (ELB) system, which consisted of a spark control computer and various sensors and transducers. The computer adjusted spark timing based on manifold vacuum, engine speed, engine temperature, throttle position over time, and incoming air temperature. Engines equipped with ELB used fixed-timing distributors without the traditional vacuum and centrifugal timing advance mechanisms. The ELB computer also directly drove the ignition coil, eliminating the need for a separate ignition module.
|
|
The straight-six engine used a one-piece iron block and non-detachable cylinder head with a crankcase made from Elektron, a magnesium alloy. It featured an overhead camshaft driven by a Bentley patented "three-throw drive" system of triple connecting rods with, like all earlier Bentleys, four valves per cylinder and twin-spark ignition (coil and magneto), which were state-of-the-art at the time. The engine had a bore of and a stroke of , giving a capacity of . Pistons were of an aluminium alloy.
|
|
The murder of Cheri Jo Bates is an unsolved murder that occurred in Riverside, California on October 30, 1966. Bates, an 18-year-old college freshman, was stabbed and slashed to death on the grounds of Riverside City College. Police determined the assailant had disabled the ignition coil wire and distributor of Bates's Volkswagen BeetleThe Hunt for Zodiac: The Inconceivable Double Life of a Notorious Serial Killer p. 88 as a method to lure her from her car as she studied in the college library.
|
|
Points bounce is a feature of a points-triggered system. In the standard system with points, distributor, ignition coil, ignition (Kettering system) points bounce prevents the coil from saturating fully as RPM increases resulting in a weak spark, thus limiting high speed potential. In a CD ignition, at least those early attempts, the points bounce created unwanted trigger pulses to the SCR (thyristor) that resulted in a series of weak, untimed sparks that caused extreme misfiring. There were two possible solutions to the problem.
|
|
The secondary winding consists of thousands of turns of smaller wire, insulated from the high voltage by enamel on the wires and layers of oiled paper insulation. The coil is usually inserted into a metal can or plastic case with insulated terminals for the high voltage and low voltage connections. When the contact breaker closes, it allows current from the battery to flow through the primary winding of the ignition coil. The current does not flow instantly because of the inductance of the coil.
|
|
Trionic is an innovative engine management system developed by Saab Automobile, consisting of an engine control unit (ECU) that controls 3 engine aspects: # Ignition timing, # Fuel injection # Acts as a boost controller. Hence the numerical prefix 'tri-' in Trionic. 'Ion' comes from the fact that it uses ion current measured by the spark plugs between combustion events as a sensor for knock, misfire and synchronization detection. With the ion sensing system, the ion current stream developed due to combustion can be deduced by monitoring the secondary current of the ignition coil.
|
|
Most ignition systems used in cars are inductive discharge ignition (IDI) systems, which are solely relying on the electric inductance at the coil to produce high-voltage electricity to the spark plugs as the magnetic field collapses when the current to the primary coil winding is disconnected (disruptive discharge). In a CDI system, a charging circuit charges a high voltage capacitor, and at the instant of ignition the system stops charging the capacitor, allowing the capacitor to discharge its output to the ignition coil before reaching the spark plug.
|
|
Mechanical contact-breakers were mounted at the front of the camshaft and located behind the cooling fan. The fan was mounted on a tapered shaft and secured with a bolt at the bottom of a deep tube (the top of which engaged the starter handle). As the location of the mounting points was not obvious to the uninformed, they were often neglected. The ignition coil fired both cylinders simultaneously (wasting one spark) and the spark plug wear was significantly greater than it should have been; 6000 miles was not uncommon for a spark plug.
|
|
Some designs using an EMS retain the original ignition coil, distributor and high-tension leads found on cars throughout history. Other systems dispense with the distributor altogether and have individual coils mounted directly atop each spark plug. This removes the need for both distributor and high-tension leads, which reduces maintenance and increases long-term reliability. Modern EMSs read in data from various sensors about the crankshaft position, intake manifold temperature, intake manifold pressure (or intake air volume), throttle position, fuel mixture via the oxygen sensor, detonation via a knock sensor, and exhaust gas temperature sensors.
|
|
Tractors with multiple 'road gears' often have tachometers with more than one speed scale. Aircraft tachometers have a green arc showing the engine's designed cruising speed range. In older vehicles, the tachometer is driven by the RMS voltage waves from the low tension (LT) side of the ignition coil, while on others (and nearly all diesel engines, which have no ignition system) engine speed is determined by the frequency from the alternator tachometer output. This is from a special connection called an "AC tap" which is a connection to one of the stator's coil output, before the rectifier.
|
|
LEDs as dual purpose emitters and detectors on light Mims' interest in LEDs began in 1962, when he was experimenting with photosensitive devices and discovered the inverse effect. In the "Backscatter" section in an online issue of The Citizen Scientist, Mims describes this himself: > While a high school senior in 1962, I first got the idea that light sensors > should be able to double as light detectors. So I connected an automobile > ignition coil to a cadmium sulfide photoresistor, switched on the power, and > observed bright flashes of green light emitted by the semiconductor. The > green flashes were distinctively different from the yellow flashes of an > electrical arc.
|
|
Due to the inevitable losses in the system, this oscillation decays fairly rapidly. This dissipates the energy that was stored in the condenser in time for the next closure of the points, leaving the condenser discharged and ready to repeat the cycle. On more advanced magnetos the cam ring can be rotated by an external linkage to alter the ignition timing. In a modern installation, the magneto only has a single low tension winding which is connected to an external ignition coil which not only has a low tension winding, but also a secondary winding of many thousands of turns to deliver the high voltage required for the spark plug(s).
|
|
A distributor is an enclosed rotating shaft used in spark-ignition internal combustion engines that have mechanically timed ignition. The distributor's main function is to route secondary, or high voltage, current from the ignition coil to the spark plugs in the correct firing order, and for the correct amount of time. Except in magneto systems and many modern computer controlled engines that use crank angle/position sensors, the distributor also houses a mechanical or inductive breaker switch to open and close the ignition coil's primary circuit. The first reliable battery operated ignition was the Delco ignition system developed by Dayton Engineering Laboratories Co. (Delco) and introduced in the 1910 Cadillac.
|
|
The distributor cap is the cover that protects the distributor's internal parts and holds the contacts between internal rotor and the spark plug wires. The distributor cap has one post for each cylinder, and in points ignition systems there is a central post for the current from the ignition coil coming into the distributor. There are some exceptions however, as some engines (many Alfa Romeo cars, some 1980s Nissans) have two spark plugs per cylinder, so there are two leads coming out of the distributor per cylinder. Another implementation is the wasted spark system, where a single contact serves two leads, but in that case each lead connects one cylinder.
|
|
In General Motors high energy ignition (HEI) systems there is no central post and the ignition coil sits on top of the distributor. Some Toyota and Honda engines also have their coil within the distributor cap. On the inside of the cap there is a terminal that corresponds to each post, and the plug terminals are arranged around the circumference of the cap according to the firing order in order to send the secondary voltage to the proper spark plug at the right time. The rotor is attached to the top of the distributor shaft which is driven by the engine's camshaft and thus synchronized to it.
|
|
When a manual starter system is used (such as a recoil starter with a pull-cord), only a basic electrical system is required, since the system's only purpose was to power the spark plug. Older engines used a magneto to achieve this, while newer engines often use a capacitor discharge ignition (CDI) system with an ignition coil. These systems do not require a battery or charging system. Before the invention of the recoil starter, a notched pulley was attached to the engine's flywheel; the operator would manually wind a rope around the pulley then jerk the rope to rotate the engine so that it would start.
|
|
Mounting the receiver in the Heyford was not a trivial task; the standard half-wave dipole antenna needed to be about long to detect wavelengths of 6.7 m. The solution was eventually found by stringing a cable between the Heyford's fixed landing gear struts. A series of dry cell batteries lining the aircraft floor powered the receiver, providing high voltage for the CRT through an ignition coil taken from a Ford. When the system took to the air for the first time in the autumn of 1936, it immediately detected aircraft flying in the circuit at Martlesham, away, in spite of the crudity of the installation.
|
|
These systems use a transistor to switch the charging current to the coil off and on at the appropriate times. This eliminated the problem of burned and worn points, and provided a hotter spark because of the faster voltage rise and collapse time in the ignition coil. ;DC-CDI The DC-CDI module is powered by the battery, and therefore an additional DC/AC inverter circuit is included in the CDI module to raise the 12 V DC to 400-600 V DC, making the CDI module slightly larger. However, vehicles that use DC-CDI systems have more precise ignition timing and the engine can be started more easily when cold.
|
|
Diagram of the Citroën 2CV wasted spark ignition systemEarly gasoline (petrol) internal combustion engines used a magneto ignition system, since no battery was fitted to the vehicle; magnetos are still used in piston-engine aircraft to keep the engine running in the event of an electrical failure. The voltage produced by a magneto is dependent on the speed of the engine, making starting difficult. A battery-operated coil can provide a high-voltage spark even at low speeds, making starting easier.V. A. W. Hillier, Hillier's Fundamentals of Automotive Electronics, Nelson Thornes, 1996 , page 167 When batteries became common in automobiles for cranking and lighting, the ignition coil system displaced magneto ignition.
|
|
Coil-pack of an Opel engine In modern systems, the distributor is omitted and ignition is instead electronically controlled. Much smaller coils are used with one coil for each spark plug or one coil serving two spark plugs (for example two coils in a four-cylinder engine, or three coils in a six-cylinder engine). A large ignition coil puts out about 40 kV, and a small one such as from a lawn mower puts out about 15 kV. These coils may be remotely mounted or they may be placed on top of the spark plug, known as direct ignition (DI) or coil-on-plug.
|
|
Synchronization to the camshaft is required as the rotor must turn at exactly half the speed of the main crankshaft in the 4-stroke cycle. Often, the rotor and distributor are attached directly to the end of the one of (or the only) camshaft, at the opposite end to the timing drive belt. This rotor is pressed against a carbon brush on the center terminal of the distributor cap which connects to the ignition coil. The rotor is constructed such that the center tab is electrically connected to its outer edge so the current coming in to the center post travels through the carbon point to the outer edge of the rotor.
|
|
Motorcycles and older cars, which often have a carbureted engine and a single ignition coil and distributor, can be hot-wired from the engine bay. Using standard lock picking to start a vehicle is now usually ineffective, since most cars now use immobilisers or transponder key verification. Conversely, most types of motorcycles are often easier to hot-wire, especially scooters and older naked bikes, which lack advanced security features beyond mechanical locks and conventional ignition switch. Thieves lacking the basic mechanical skills and knowledge of automotive electrical systems sometimes simply use physical force to bypass the ignition lock, smashing the key mechanism to reveal the rotation switch, which is operated by the key's tumbler.
|
|
Externally, the accessory drive belt was changed to a serpentine system; coupled with an automatic belt tensioner this increased belt life, reduced maintenance and contributed to lower noise and vibration levels. The ignition system was also all-new for the Magnum. Controlled by a new micro-processor- equipped Single-Board Engine Controller (SBEC, also known as the ECM, or Engine Control Module), the ignition system included a distributor mounted at the rear of the engine. A 36,000-volt ignition coil, usually located at the front right of the engine, provided electrical power to the center of the distributor cap, where a spinning rotor directed the power to each of the individual cylinders' spark plug wires.
|
|
The differences between a hydrogen ICE and a traditional gasoline engine include hardened valves and valve seats, stronger connecting rods, non-platinum tipped spark plugs, a higher voltage ignition coil, fuel injectors designed for a gas instead of a liquid, larger crankshaft damper, stronger head gasket material, modified (for supercharger) intake manifold, positive pressure supercharger, and a high temperature engine oil. All modifications would amount to about one point five times (1.5) the current cost of a gasoline engine.Converting of gasoline ICE to hydrogen ICE These hydrogen engines burn fuel in the same manner that gasoline engines do. The theoretical maximum power output from a hydrogen engine depends on the air/fuel ratio and fuel injection method used.
|
|
Spark plug with single side electrode An electric spark on the spark plug A spark plug (sometimes, in British English, a sparking plug, and, colloquially, a plug) is a device for delivering electric current from an ignition system to the combustion chamber of a spark-ignition engine to ignite the compressed fuel/air mixture by an electric spark, while containing combustion pressure within the engine. A spark plug has a metal threaded shell, electrically isolated from a central electrode by a ceramic insulator. The central electrode, which may contain a resistor, is connected by a heavily insulated wire to the output terminal of an ignition coil or magneto. The spark plug's metal shell is screwed into the engine's cylinder head and thus electrically grounded.
|
|
DeArmond's younger brother, John, was a budding guitarist at age 10 but wanted to make his guitar louder and better-sounding, and in 1935 created a magnetic pickup using components from the ignition coil of a Ford Model A. Harry DeArmond realized the commercial potential of such a device, and began developing the idea into something commercially feasible. In part to support this undertaking, he founded DeArmond Research, at 4124 Secor Road in Toledo, Ohio (West Toledo), which he operated until the 1960s. One of his early contracts was as a design consultant for small manufacturing firms owned by entrepreneur Horace Rowe, a relationship that lasted through 1975. In 1931, Rowe founded his first company, Fox Electrical and Manufacturing, located at 3120 Monroe Street in Toledo, Ohio.
|
|
A distributor consists of a rotating arm or rotor inside the distributor cap, on top of the distributor shaft, but insulated from it and the body of the vehicle (ground). The distributor shaft is driven by a gear on the camshaft on most overhead valve engines, and attached directly to a camshaft on most overhead cam engines. (The distributor shaft may also drive the oil pump.) The metal part of the rotor contacts the high voltage cable from the ignition coil via a spring-loaded carbon brush on the underside of the distributor cap. The metal part of the rotor arm passes close to (but does not touch) the output contacts which connect via high tension leads to the spark plug of each cylinder.
|
|
In this mode of operation, the coil would "buzz" continuously, producing a constant train of sparks. The entire apparatus was known as the 'Model T spark coil' (in contrast to the modern ignition coil which is only the actual coil component of the system). Long after the demise of the Model T as transportation they remained a popular self-contained source of high voltage for electrical home experimenters, appearing in articles in magazines such as Popular Mechanics and projects for school science fairs as late as the early 1960s. In the UK these devices were commonly known as trembler coils and were popular in cars pre-1910, and also in commercial vehicles with large engines until around 1925 to ease starting.
|
|
With the universal adoption of electrical starting for automobiles, and the availability of a large battery to provide a constant source of electricity, magneto systems were abandoned for systems which interrupted current at battery voltage, using an ignition coil to step the voltage up to the needs of the ignition, and a distributor to route the ensuing pulse to the correct spark plug at the correct time. The Benz Patent-Motorwagen and the Ford Model T used a trembler coil ignition system. A trembler coil was a battery-powered induction coil; the trembler interrupted the current through the coil and caused a quick series of sparks during each firing. The trembler coil would be energized at an appropriate point in the engine cycle.
|
|
The amount of energy the CDI system can store for the generation of a spark is dependent on the voltage and capacitance of the capacitors used, but usually it is around 50 mJ, or more. The standard points/coil/distributor ignition, more properly called the inductive discharge ignition system or Kettering ignition system, produces 25mJ at low speed and drops off quickly as speed increases. One factor often not taken into consideration when discussing CDI spark energy is the actual energy provided to the spark gap versus the energy applied to the primary side of the coil. As a simple example, a typical ignition coil may have a secondary winding resistance of 4000 ohms and a secondary current of 400 milliamperes.
|
|
Ignition switch on a Saab 9-5 An ignition switch, starter switch or start switch is a switch in the control system of a motor vehicle that activates the main electrical systems for the vehicle, including "accessories" (radio, power windows, etc.). In vehicles powered by internal combustion engines, the switch provides power to the starter solenoid and the ignition system components (including the engine control unit and ignition coil), and is frequently combined with the starter switch which activates the starter motor. Historically, ignition switches were key switches that requires the proper key to be inserted in order for the switch functions to be unlocked. These mechanical switches remain common in modern vehicles, further combined with an immobiliser to only activate the switch functions when a transponder signal in the key is detected.
|
|
This ignition system uses an ignition coil wound as an autotransformer to step up the voltage from the 12 volts supplied by the battery (itself supplied, once the engine starts, by the alternator or dynamo in older vehicles). When the points close, current flows through the primary (input) side of the coil, which has a few hundred turns of wire, creating a magnetic field. When the points open, interrupting the current, this field collapses and as it does the lines of flux cut across the secondary (output) coil which has several thousand turns of very fine wire, inducing an open-circuit voltage in the range of 15 to 30 thousand volts at the coil output terminal. This high voltage pulse is carried by the coil wire to the center terminal of the distributor cap.
|
|
This debacle of the decade was offset by rousing success in producing wheel spokes for automobile wire wheels. By the 1930s, the Great Depression had created a need for Torrington to search for new business, the pursuit of which led to the most defining moment in the company's history. The epiphany that forever changed Torrington's future and the answer to the company's need for new business had roots stretching back 20 years earlier, back to 1912, when Torrington had acquired a small ball bearing business through an affiliation with an automobile ignition coil and spark plug manufacturer. Initially Torrington's ball bearing business represented a relatively small and insignificant facet of the company's business, but by the mid-1920s it had evolved into a respectable-sized manufacturing operation that produced a wide range of bearings and provided the foundation for a new, larger segment of Torrington's business in the 1930s.
|
|
The Zodiac Killer Cover-Up: AKA: The Silenced Badge p. 191 The author of these letters claimed to have known his victim, proclaiming: "Only one thing was on my mind: Making her pay for the brush-offs that she had given me during the years prior." Due to the fact the letter included details of the murder which had not been released to the press—including the fact the ignition coil and middle wire of the distributor of Bates's vehicle had been disabled—investigators initially believed that the author of the letter may have been the actual murderer,True Crime: Unsolved Crimes pp. 6-7 although later advances in forensic technology such as the DNA retrieved from this letter not matching the actual DNA retrieved from beneath Bates's fingernails make an unlikely possibility the author of the letter could have been the actual perpetrator of the crime.
|
|
If the injector is damaged or dirty, a small amount of fuel can enter the chamber and be ignited, causing a sputter or two after the engine is switched off. Until the mass-market introduction of fuel injection, the industry's remedy for dieseling was to install an electric solenoid into the fuel supply circuit of the carburetor, energized by the ignition coil primary wire: when activated, the solenoid would open and allow fuel to flow normally out of the float bowl, through the fuel-metering jets and into the engine; when deactivated, the solenoid would close and prevent fuel from being drawn through the jets and into the engine. This provided a simple, adequate solution to the dieseling problem. Dieseling (in the sense of engine run-on, and disregarding combustible gaseous mixtures via the air intake) can also occur in diesel engines, when the piston or seals fail due to overheating, admitting engine oil into the cylinder.
|
|
For example, in December 1916 QST magazine, an amateur operator working on long distance message passing describes one way to avoid interference was to send messages "...on Thursday nights, when the children and spark coil 'hams' are tucked up in bed" (a spark coil was an unsophisticated radio transmitter, made from an automobile ignition coil, that produced noisy interference). But only a few months later, in an indication of the changing use of the term among amateurs, a QST writer uses it in a clearly complimentary manner, saying that a particular 16-year- old amateur operator "...is the equal of a ham gaining five years of experience by hard luck." Use of "ham" as a slur by professionals continued, however. A letter from a Western Union Telegraph Company employee, printed in the December 1919 edition QST, showed familiarity with the word's negative connotations, expressing concern that "Many unknowing land wire telegraphers, hearing the word 'amateur' applied to men connected with wireless, regard him as a 'ham' or 'lid'".
|
|