To ensure the normal start of the engine in any weather, many different mechanisms and elements are used. But they are all combined into one system - ignition (SZ). We will tell you more about the SZ for the Oka car below. What functions does the Oka ignition coil perform, what malfunctions are typical for SZ as a whole and how to set the advance angle - read below.
Scheme of contactless SZ on the Oka Before we talk about how to set and adjust the ignition on the Oka with our own hands in accordance with the diagram, let's look at the features of the SZ.
The ignition system on any car includes several different components, the main ones are:
- Sparking moment controller. This device is equipped with vacuum and centrifugal regulators. The device is designed to provide the task of the moment of spark formation, taking into account its standard setting, the number of engine revolutions, as well as the load on the motor. The signal reading procedure is based on the Hall effect.
- The switching device is designed to open the supply circuit of the primary short-circuit winding, thus converting control signals into current pulses. When the ignition is activated, the connector of the switching device must not be disconnected in any case, since this will damage not only this node, but also other elements of the SZ.
- Coil. In the ignition systems of Oka cars, in accordance with the diagram, a two-terminal short circuit with an open or closed magnetic circuit is used.
- Candles. This element is designed to transmit a high-voltage pulse, which contributes to the ignition of the combustible mixture in the ICE cylinders. The service life of candles is about 10 thousand kilometers, but this figure can be changed upwards in accordance with the specifics of the candles themselves. Or less, if for some reason the service life of the candles is reduced.
- High-voltage cable designed to connect spark plugs to a distributor. The Oka uses high-voltage transformers with distributed resistance. Do not touch them while the engine is running, as this can cause serious injury. It is also forbidden to start the power unit if the high-voltage circuit is broken (the wires can be broken or crumpled, the insulation can be damaged on them). If the insulation is broken, then other elements of the system may fail in accordance with the scheme.
- Egnition lock. In accordance with the diagram, the lock is designed to start the engine by applying voltage to an additional relay when the key is turned (the author of the video is Nail Poroshin).
Typical system malfunctions
Of the malfunctions of the SZ, the following should be distinguished:
- Coil failure. This problem doesn't happen often, but it can happen nonetheless.
- Trampler failure. You can read more about distributor malfunctions, as well as troubleshooting, here.
- Wear of spark plugs or the appearance of soot on them. This problem is relevant for many of our compatriots. For information on why soot appears and what are the ways to fix this problem, read this article.
- Faulty high voltage wires. The wires may be broken (broken) or their insulation may be broken. The operation of a car with such a problem is not allowed.
- Ignition switch failure. Wear on the inside of the lock will result in the driver not being able to start the engine with the existing key. Replacing the lock cylinder will solve the problem (the author of the video is Mikhail Burashnikov).
Instructions for installing the ignition
How to correctly set the lead angle:
- First of all, you need to open the hood and dismantle the air filter. The angle diagnostic procedure should be carried out at idle engine speed, while the crankshaft should operate at a frequency of about 850-900 rpm. The angle itself can be deviated from TDC by no more than one degree. In the event that it is set incorrectly, the motor may overheat, and the machine as a whole will not be able to develop the necessary power. Depending on the car, the problem can also cause detonation.
- So that the set ignition angle does not lead to such consequences, you first need to combine the mark on the ICE flywheel with the average risk on the scale. The first mark is located on the flywheel itself, the second - on the scale of the crankshaft rear oil seal. At this point, the piston in the cylinder will be located at TDC. When setting, keep in mind that each division corresponds to two degrees of the crankshaft gate.
- In addition, the ignition adjustment procedure can be performed taking into account the marks located on the generator drive pulley and on the timing belt protective cover. The longest line should correspond to the setting of the piston of cylinder 1 to the TDC position. As for the short risk, it corresponds to a lead of five degrees of rotation of the crankshaft.
- You need to disconnect the pipe connected to the vacuum regulator. Having done this, you can disconnect the high-voltage cable from the candle installed in cylinder 1. This wire will later need to be connected to the stroboscope - read the service book of the device before use.
- After completing these steps, you need to dismantle the rubberized plug from the hatch of the clutch housing. In this case, the luminous flux must be directed into the crankcase hatch itself. In the event that the angle is set correctly, the risk will be between marks 2 and 3.
- Next, using a wrench, it is necessary to loosen the three nuts that secure the spark sensor. If you need to increase the torque, then the controller should be turned clockwise, respectively, if you decrease, then counterclockwise. When the adjustment is completed, the nuts will need to be tightened.
Photo gallery
1. Marks on the generator drive pulley 2. Grades on the flywheel and crankshaft oil seal holding scaleVideo "Instructions for replacing the ignition coil"
Learn more about how to replace the ignition coil in the Oka with your own hands, learn from the video below (author - Butovsky Gulyak's channel).
Repair VAZ 1111 (Oka): Setting the ignition timing
Before starting work
Remove the air filter.
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1. Description of the car 1.0 Description of the car 1.1 Appearance 1.2 Engine compartment 1.3 General data 1.4 Specifications 1.5 Passport data 1.6 Doors 1.7 Bonnet lock 1.8 Luggage compartment 1.9 Luggage compartment expansion
2. Safety requirements 2.0 Safety requirements 2.1 Safety requirements 2.2 Preparing the car for operation 2.3 What you need to have in the car 2.4 Operating the car during the warranty period 2.5 Breaking in the car 2.6 Preparing the car for departure 2.7 Checking the wheels 2.8 Checking the coolant level 2.9 Checking the oil level in the engine crankcase
3. Maintenance 3.0 Maintenance 3.1 Cooling system leak test 3.2 Cooling system leak test 3.3 Power system leak test 3.4 Brake system leak test 3.5 Coolant change 3.6 Thermostat function test 3.7 Engine oil and oil filter change 3.8 Air filter element replacement 3.9 Removal and installation of the air filter
4. Vehicle storage 4.0 Vehicle storage 4.1 Maintenance during storage 4.2 Removal from storage
5. Chassis 5.0 Chassis 5.1. Front suspension 5.2. Rear suspension
6. Steering 6.0 Steering 6.1 Steering wheel removal and installation 6.2 Steering intermediate shaft replacement 6.3 Steering shaft bearing replacement 6.4 Tie rod end and ball joint boot replacement 6.5 Steering gear removal and installation 6.6 Tie rod replacement
7. Brake system 7.0 Brake system 7.1. The forward brake mechanism 7.2. The back brake mechanism 7.3. Brake system drive 7.4. Parking brake
8. Electrical equipment 8.0 Electrical equipment 8.1. Block of fuses and relays 8.2. Generator 8.3. Ignition system 8.4. Lighting and signaling 8.5. A combination of devices 8.6. Switches and switches 8.7. Wipers and washers 8.8 Replacing the radiator fan motor
9. Body 9.0 Body 9.1 Removal and installation of the front buffer 9.2 Removal and installation of the rear buffer 9.3 Replacing the front wing 9.4 Removal and installation of the radiator lining 9.5. Hood 9.6. Side door 9.7. Back door 9.8. Rear-view mirrors 9.9. Seats 9.11. heater
10. The engine and its systems 10.0 The engine and its systems 10.1 Setting the piston of the first cylinder to the TDC position of the compression stroke 10.2 Adjusting the clearances in the valve drive 10.3. A belt of a drive of a camshaft 10.4. Replacement of details of consolidation of the engine 10.5. A head of the block of cylinders 10.6 Removal and installation of the power unit 10.7. Engine repair 10.8. Lubrication system 10.9. Cooling system 10.10. Power system 10.11. Exhaust system
11. Transmission 11.0 Transmission 11.1. Transmission 11.2. Coupling 11.3. Front wheel drives
12. Appendices 12.0 Appendices 12.1 Appendix: Tightening torques for threaded connections 12.2 Appendix: Fuels, lubricants and operating fluids 12.3 Appendix: Basic data for adjustments and control 12.4 Appendix: Filling volumes 12.5 Appendix: Lamps used in a car 12.6 Appendix: Bearing arrangement 12.7 Appendix: Oil seals 12.8 Appendix: Service book 12.9 Appendix: Vehicle wiring diagram
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Before starting work
Remove the air filter.
The ignition timing is checked and set at idle speed of the engine (at a crankshaft speed of 820–900 min–1). The angle must be within 1°± 1° before TDC.
If the ignition timing is set incorrectly, the engine overheats, does not develop full power, and detonation appears.
| Check the ignition timing according to the risk on the flywheel and the scale of the holder of the rear oil seal of the crankshaft (the rubber plug is removed). When combining the risks on the flywheel with the middle division (cutout) on the scale, the piston of the first cylinder is set to TDC. One division on the scale corresponds to 2° of rotation of the crankshaft. | |
| The ignition timing can also be checked and set according to the marks on the alternator drive pulley and the front cover of the camshaft drive belt. The long mark corresponds to the installation of the first cylinder at TDC, the short mark corresponds to the ignition advance by 5 ° of the crankshaft rotation. These marks set the moment of ignition on the stand. |
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automn.ru
VAZ 1111 | Setting the ignition timing | Oka
Service and operation
Manuals ￫ VAZ ￫ 1111 (Oka)
Before starting work
Remove the air filter.
The ignition timing is checked and set at idle speed of the engine (at a crankshaft speed of 820–900 min–1). The angle must be within 1°± 1° before TDC.
When designing the small car VAZ "Oka" 1111 and 11113, many components and mechanisms were "borrowed" from other VAZ models, which made it possible to reduce the cost of car production and speed up the start of production. But the designers had to significantly rework some of the components in order to adjust them to the features of the Oka engine. One of these components is the ignition system.
When creating the ignition system, the designers used modern developments of those years. VAZ "Oka" received a non-contact type ignition system. At the same time, the features of the power plant made it possible to somewhat simplify the system and reduce the number of components, which had a positive effect on the reliability of this component of the power plant.
Design
The ignition system of the VAZ "Oka" consists of only seven main elements:
- Auxiliary relay;
- Egnition lock;
- Circuit breakers;
- Switch;
- The sensor of the moment of formation of a spark;
- Coil;
- Candles;
All elements are interconnected by wiring.
The driver controls the ignition switch to power the system with electricity from the source - the battery, while the voltage passes through the auxiliary relay and fuses. The lock has three positions - "0", in which all electrical consumers are turned off, "1" - voltage is supplied to the ignition system and a number of other devices, and "2" - current is supplied to the starter. This switching sequence ensures that the ignition system is activated at the moment the engine is started.
spark torque sensor
The spark moment sensor is one of the main components of the ignition, since it sets the pulses, which are subsequently converted into a spark discharge between the contacts of the candle. This sensor is driven by the camshaft, which allows you to accurately set the moment of spark supply in the cylinders.
The main working elements of the assembly are the Hall sensor and a special slotted screen mounted on the drive shaft interacting with the camshaft. The interaction of these elements leads to the emergence of control pulses.
The sensor not only sets pulses, it also “adjusts” to the operating conditions of the motor, adjusting the lead angle depending on the operating conditions of the motor (speed, load).
Correction is carried out by two regulators - vacuum and centrifugal, included in the design of the sensor for the moment of spark formation.
Until 1989, the Oka used a sensor of type 55.3706, and after that it was replaced with model 5520.3706.
Switch
The switch acts as a circuit breaker for the power supply circuit of the primary winding of the coil, using for this purpose the control pulses coming from the spark sensor. Circuit interruption in the switch is performed by the output transistor. The switch is completely electronic, without any moving parts, so the ignition system is contactless.
Several types of switches were installed on VAZ-1111 and 11113 - 36.3734, 3620.3734, and also HIM-52. The switch is installed in the engine compartment near the engine shield. It is fixed with two bolts, so replacing the switch is quite simple.
Coil
"Oka" received a two-pin ignition coil, which made it possible to remove the distributor from the design.
It is noteworthy that the supply of high voltage in this coil is carried out simultaneously to both candles. At the same time, due to the shifted cycles in the engine cylinders, only one spark discharge is working, the spark on the second candle is the so-called “idle”.
The standard coil on the Oka is 29.3705, but it has an analogue that is suitable for use on a small car - 3012.3705.
wires, spark plugs
All wiring consists of low and high voltage wires. The former are used to connect all the components up to the coil. These are ordinary wires of a small cross section, which is quite enough, since the voltage in the circuit is low before the coil.
High voltage wires are used to connect coil leads to spark plugs. For ease of connection, lugs are installed at the ends of these wires.
How it all works
The principle of operation of the ignition system is as follows: after turning the key to position "1" el. Energy from the battery through the lock, fuses and auxiliary relay is supplied to the components of the ignition system. In this case, high voltage pulses are not generated, since the spark moment sensor is not yet working.
After the starter is activated, the timing drive begins to rotate the camshaft, and, accordingly, the sensor shaft - the Hall sensor begins to interact with the screen, due to which control impulses are created.
Entering the switch, these pulses provide an interruption in the power supply circuit of the coil winding. At the moment of breaking the power circuit, a high voltage pulse is induced in the coil, which is supplied to the candle through high-voltage wires, which leads to the formation of a spark between its electrodes.
Faults
The simplified design of the ignition system and the absence of moving components ensure high reliability and unpretentiousness in terms of maintenance.
There are not so many malfunctions in the Oka ignition system:
- Switch failure;
- Hall sensor malfunction;
- Coil failure;
- Breakage or breakdown of wires, oxidation of contacts;
- Candle malfunction;
- Violation of the ignition timing;
Since the ignition system is directly involved in the operation of the engine, any malfunctions in it immediately affect the performance of the engine - interruptions occur, the installation does not develop power, pops appear, or the unit simply does not start.
Diagnosis of a malfunction is carried out by visual inspection of the wiring and its connections, as well as the sequential replacement of all components with known good ones. To more accurately establish a faulty element allows checking using measuring instruments.
The search for a problematic element is carried out from candles. That is, the presence of a spark on them is first checked, then the high-voltage wires are inspected, and then the operability of the coil, switch, Hall sensor is diagnosed.
The components of the ignition system are non-repairable, therefore, in the event of a breakdown, they are replaced.
Setting the advance angle
Setting the ignition timing is the only operation that is performed in the ignition system.
A stroboscope is used to set the angle correctly. The technology for performing the work is not complicated. The algorithm of actions is as follows:
- We connect the stroboscope to the power source and the tip of the candle of the 1st cylinder (according to the instructions for the device);
- Remove the plug from the viewing window on the clutch housing;
- We start the engine (it should idle);
- We direct the beam of light from the strobe into the viewing window;
- We determine the position of the marks (with a correctly set angle, the mark on the flywheel at the moment the strobe light beam flashes should be located between the central and rear marks on the crankcase);
- If the marks are not located correctly, we carry out the adjustment. To do this, we loosen the bolts of the sensor of the moment of sparking and rotating it around the axis we achieve the coincidence of the marks;
After adjustment, we tighten the sensor fasteners, turn off the engine, disconnect the stroboscope and put the plug in place.
To ensure the normal start of the motor in any weather, a huge number of different devices and parts are used. However, they are combined into one system - ignition (SZ). You will learn more about the SZ for the Oka car below. What functions does the Oka ignition coil do, what malfunctions are typical for SZ as a result, and how to set the advance angle - read below.
Long before we talk about how to set and adjust the ignition on the Oka at home in accordance with the scheme, it is necessary to understand the features of the NW.
The ignition system on any car means several different components, the main ones are:
- Sparking moment controller. This device is equipped with vacuum and centrifugal regulators. The device is designed to provide the problem of the moment of spark formation, taking into account its standard setting, the number of revolutions of the motor, and the load on the motor. The signal reading procedure is carried out on the basis of the Hall effect.
- A switching device designed to open the supply circuit of the primary winding of a short circuit, thus converting control signals into current pulses. When the ignition is activated, the connector of the switching device must not be disconnected under any circumstances, since this will damage not only this node, but also other parts of the SZ.
- Coil. In the ignition systems of Oka cars, in accordance with the scheme, a two-terminal short circuit with an open or closed magnetic circuit is used.
- Candles. This commonly heard element is designed to transmit a high-voltage pulse, which contributes to the ignition of a combustible mixture in the ICE cylinders. The service life of candles is about 10,000 km, alas, the myth indicator changes in a huge way in accordance with the specificity of the candles themselves. Or to the smallest, if for some reason the service life of the candles is reduced.
- High-voltage cable designed to connect spark plugs to a distributor. In the Oka, high-voltage devices with distributed resistance are used. It is impossible to touch them with the engine running, as this can be a prerequisite for severe injury. It is also forbidden to start the unit if the high-voltage circuit is broken (the wires are broken in another way, crumpled, you will like their insulation damaged). If the isolation is broken, then, of course, other elements of the accounting system will fail according to the scheme.
- Egnition lock. In accordance with the diagram, the lock is designed to start the motor by means of supplying voltage to an additional relay when the key is turned (video creator - Nail Poroshin).
Read also
Early ignition of the eye vaz1111
Of the defects of the SZ, it should be distinguished:
- Coil breakage. Such a discrepancy rarely happens, however, nevertheless, it sometimes happens.
- Trampler failure. You can read more about distributor defects, and additional troubleshooting, here.
- Deterioration of spark plugs or the occurrence of soot there. Such a problem is burning for most people of our fellow citizens. For information on why soot occurs and what methods are available to eliminate this problem, read here.
- Faulty high voltage wires. The wires are broken (broken) in other words, you will like them more, the insulation is broken. The operation of a car with such a discrepancy is not allowed.
- Ignition switch failure. Wear on the inside of the lock will lead to the fact that the driver will not be able to start the engine with the available key. The problem can be solved by changing the lock cylinder (video creator - Misha Burashnikov).
Read also
How to correctly set the lead angle:
- First you need to open the hood and remove the air filter. The angle diagnostic procedure is carried out at idle speed of the engine, while the crankshaft should operate at a frequency of about 850-900 rpm. The angle a itself may deviate from TDC by no more than one degree. In this case, if it is set erroneously, sometimes the motor overheats, and the machine is completely unable to develop the necessary power. Based on the car, the discrepancy also causes detonation.
- So that the set ignition angle does not lead to such consequences, it is first necessary to cooperate with the mark on the ICE flywheel with the usual risk on the scale. The first mark is located on the flywheel itself, the other is on the scale of the crankshaft rear oil seal. At this point, the piston in the cylinder will be placed at TDC. When setting, keep in mind that each division corresponds to two degrees of the crankshaft gate.
- Additionally, the procedure for the ignition option may have been made taking into account the marks located on the generator drive pulley on the timing belt guard. The longest mark should correspond to the installation of the piston of cylinder 1 in the TDC position. As for the short-term danger, it corresponds to an advance of 5 degrees of crankshaft rotation.
- It is necessary to disconnect the branch pipe attached to the vacuum regulator. Having done this, you can disconnect the high-voltage cable from the spark plug installed in cylinder 1. This common rumor wire will then need to be connected to the stroboscope - read the service book of the device before operation.
- After completing these actions, it is necessary to dismantle the rubberized plug from the clutch housing hatch. The luminous flux is simultaneously oriented into the crankcase hatch itself. Then, if the angle is set correctly, the risk will be between marks 2 and 3.
- Next, using a wrench, you need to loosen the three nuts that secure the spark sensor. If it is necessary to increase the torque, then the controller should be turned clockwise, respectively, if reduced, then counterclockwise. When the adjustment is completed, the nuts will need to be tightened.
As you know, Oka cars are equipped with a rather imperfect 2-spark ignition system (similar to the options installed on some motorcycles). In general, the use of such a principle of organizing the ignition system cannot be called particularly vicious, however, due to the design features and the not too high quality of individual elements, it has a number of significant drawbacks. In particular, Oka owners are well aware of the existence of problems with starting these cars in winter (even a slightly “planted” battery simply cannot cope with maintaining a “two-stroke” spark). The state of isolation between the high-voltage and low-voltage circuits of standard two-spark coils does not stand up to criticism, as a result of which, due to moisture ingress and in wet weather, they fail very quickly. And, finally, such an unpleasant phenomenon as private "shots" in the muffler is also a consequence of the use of a two-spark ignition system - when an incompletely burned mixture is squeezed out by a piston into the intake manifold and, with the valves open, is ignited there by an "inoperative" spark.
Be that as it may, the need to modernize the ignition system of the VAZ - 1111 Oka is beyond doubt and at present three main methods are most widely used:
- Introduction into the system of a standard distributor from VAZ 2108 with high-voltage ignition distribution, one ignition coil and one switch (from the same place). At the same time, two of the four curtains are cut off in the spark moment sensor, or unnecessary candles are fixed in a neutral place in the engine compartment (it is forbidden to leave extra high-voltage wires without discharge).
- Installation of a combined two-spark block in an imported or domestic version of the all-in-one type (switch + coil);
- Installation of the coils of two oil-filled ignition coils from the VAZ 2108, as well as two switches with the combination of their inputs to the torque sensor output.
In general, any of these methods allows you to achieve a certain positive result, although each of them is not without some drawbacks. So the first method reduces the overall reliability of the system through the use of additional elements, namely a high-voltage distributor and several high-voltage wires. The second way is just using a more reliable version of the same two-spark system (if you can find decent equipment). Finally, the third method does not eliminate the problem of an "unnecessary" spark and is associated with energy costs for the second ignition coil.
Based on the foregoing, it makes sense to carry out a more original and effective modernization, namely, in the native spark sensor, leave only one shutter and add a pair of Hall sensors spaced 180 degrees into the system. In other words, it is proposed to implement the third option, with the elimination of its shortcomings by providing ignition in each of the cylinders using Hall sensors.
Preparatory work
- We are finalizing the DMI node for the possibility of connecting two Hall sensors (by replacing the standard connector with a connector with the required number of contacts);
- we cut off one of the DMI curtains under the base (the DMI will have to be disassembled), making sure that there are no chips and metal crumbs that can get into the magnetic gap of the Hall sensors;
- install high-quality injection candles with a gap of 1.1 mm (BOSCH WR7D + X will do);
- coils we use domestic type 27.3705;
- for compact placement of the switch one above the other, we grind brass spacers, providing a distance between the switches of about 27mm;
- "HORS" products with silicone caps are suitable as high-voltage wires. We additionally protect the wires from possible overheating with a heat-shrinkable tube.
Implementation features
To ensure the normal operation of the system, the hall sensors must necessarily be of the same type (from the same batch), otherwise the direction of the magnets will be disturbed and, as a result, the DMI shutter will remagnetize. Simply put, the native sensor will have to be abandoned.
We carry out power wiring for plus 12V on the relay (in the standard version of blue-black color) with a wire with a cross section of at least 4 sq. mm, while a 2.5 mm stranded wire is sufficient for switches. It is better not to use regular wiring, as significant losses are observed on it.
For the signal part, you can take a shielded multi-core cable with a cross section of 0.2 mm (the screen will allow you to get rid of interference).
The main difficulty in manufacturing an upgraded ignition system is the need for precise location of the Hall sensors on the installation platform. The main problem is that the sensors must be installed with an accuracy of 0.1 mm opposite each other (relative to the circle passing through the centers of their slots). In any case, the mismatch of the sensors should not exceed 1 degree of rotation of the crankshaft. If this condition is not observed, a significant drop in engine power is observed. For the same reasons, it is necessary to follow the reliable fastening of all elements of the system.
The ignition timing is set according to the standard method.
1. Housing (insulating plastic). 2. Secondary winding. 3. Primary terminals (low voltage). 4. Core. 5. Primary winding. 6. Output of the secondary winding (high voltage). 7. Bracket for fastening the ignition switch. 8, 12. Ignition switch housing. 9, 16. Castle. 10, 13. Contact part. 11, 15. Facing. 14. Block for connecting the ignition relay. 17. Locking pin. 18. Locking rod of the anti-theft device. 19. Contact sleeve. 20. Insulator. 21. Contact rod. 22. Candle body. 23. Glass sealant. 24. Sealing washer. 25. Heat sink washer. 26. Central electrode. 27. Side electrode. 28. Tip for connecting to the ignition coil. 29, 34. Protective cap. 30. Outer insulating sheath. 31. Inner shell. 32. Linen cord. 33. Conductive winding. 35. Tip for attaching to the spark plug. 36. Ignition relay. 37. Connecting block. 38. Ignition switch.
A - hole for fixing pin
Oka vehicles use a contactless high-energy ignition system. Instead of a breaker (with contacts), it uses an electronic switch to open the low voltage circuit, which opens and closes the circuit when the powerful output transistor is turned on and off (i.e., without contacts).
The components of the ignition system include: the ignition coil, the ignition switch, the spark moment sensor, the switch, and the high and low voltage wires. Typically, ignition systems also use an ignition distributor to alternately supply high voltage pulses to the engine cylinders. Here, there is no ignition distributor, and high-voltage pulses are applied simultaneously to the spark plugs of both cylinders and twice during the engine's operating cycle (for two revolutions of the crankshaft). Thus, one pulse in each cylinder is working, and the second is idle.
Ignition coil
Ignition coil - brand 29.3705 high energy, with two high voltage outputs and with an open magnetic circuit. It is attached with two nuts to the bracket on the mudguard of the left wheel.
The ignition coil has a core 4, recruited from thin plates of electrical steel. Primary (low-voltage) winding 5 is wound over the core on a cardboard frame, and then secondary (high-voltage) winding 2. The layers of the windings are separated by insulating paper, and the windings are insulated with plastic. The ends of the primary winding are soldered to the plugs 3. and the secondary - to the sockets 6. The core with the windings is filled with plastic. The resistance of the primary winding is (0.5 ± 0.05) Ohm, and the secondary - (11 + 1.5) kOhm.
On Oka vehicles, an interchangeable ignition coil type 3012.3705 can also be used. It is a transformer with a core made of W-shaped plates of electrical steel. The windings are filled with insulating plastic. The resistance of the primary winding of the coil 3012.3705 is (0.35 ± 0.035) Ohm, and the secondary - (4.23 ± 0.42) kOhm.
Switch
The electronic switch is used to interrupt the current in the primary circuit of the ignition coil according to the signals of the spark moment sensor. The switch is installed in the engine compartment and fastened with two nuts to a bracket welded to the bulkhead.
Switches of various brands can be used on Oka cars: 3620.3734, or BAT 10.2, or HIM-52, or 76.3734, or PT1903, or PZE4022, or K563.3734. All of them are interchangeable. Switches of the first two brands are assembled from individual elements - transistors, microcircuits, resistors, etc., soldered into a common circuit on a printed circuit board made of foil fiberglass. To interrupt the current, a powerful high-voltage transistor of the KT-848A type, specially designed for operation in a high-energy ignition system, is used. The printed circuit board, together with the output transistor, is placed in a die-cast aluminum case.
Switches of the BAT 10.2 and HIM-52 brands have a hybrid design, i.e. all their elements are combined in one large integrated circuit. Structurally, these switches are designed in a small rectangular plastic case, mounted on a metal plate.
The switch maintains a constant value of current pulses (diagram II, sheet 33) at a level of 8...9 A, regardless of voltage fluctuations in the vehicle's on-board network. The switch circuit has a device for automatically reducing the duration of the current pulse in the primary winding of the ignition coil with an increase in the engine speed. In addition, automatic shutdown of the current through the ignition coil is provided when the engine is not running, but the ignition is on. After 2 ... 5 s after the engine stops, the output transistor of the switch is locked, without creating a spark on the spark plugs.
ignition switch
The ignition switch is designed to turn on and off the ignition circuits, engine start and other consumers. It is mounted on the steering shaft bracket using bracket 7 and can be of two interchangeable types: 2108-3704005-40 of domestic production and KZ-813, manufactured in Hungary. The ignition switches are used together with the ignition relay type 113.3747-10, which is fixed under the instrument panel.
Structurally, switches KZ-813 and 2108-3704005-40 are made differently. The ignition switch KZ-813 has a cylindrical body 12, into which the contact part 13 and the lock 16 are inserted, connected by screws. The lock is fixed in the body with a screw and pin 17, which enters the hole a of the body. To remove the lock from the housing, it is necessary to drown the pin 17. Outside, the ignition switch is covered with a plastic lining 15.
At the ignition switch 2108-3704005-40, the lock 9 is located in the housing 8. The contact part 10 is put on the lock and fastened to the housing with a screw. Outside, the switch is also covered with a plastic lining 11.
The ignition switch key is reversible, i.e. it can be inserted into the lock in any position. Both ignition switches in the lock have a lock against restarting the starter without first turning off the ignition, i.e. it is not possible to turn the key again from position I to position II without first returning it to position 0. In addition, there is an anti-theft device. The principle of its operation is that after removing the key from the lock in position III (“Parking”), the locking rod 18 extends from the housing, enters the groove of the steering shaft and blocks it.
The switching diagram shows which contacts are closed at various key positions. Voltage from power sources is supplied to the contacts "30" and "30/1", and removed from the contacts "INT", "50", "15/2" and "P". Contact "15/1" (to turn on the ignition circuit) does not have a direct output to the plugs of the block 37, but only through the ignition relay 36.
Spark plug
The spark plug is designed to ignite the combustible mixture in the cylinders by a spark discharge between the electrodes. Oka vehicles can be fitted with FE65PR or FE65CPR spark plugs made in Bosnia. The difference between the FE65CPR candle is that it has a copper core in the central electrode to improve heat dissipation from the end of the electrode to the body (this is indicated by the letter C in the designation of the candle). The letter F in the designation indicates that the body of the candle has a M14X1.25 thread, and the second letter (E) indicates that the length of this thread is 19 mm. The numbers (65) characterize the glow number of the candle. The letter P means that the thermal cone (skirt) of the insulator protrudes beyond the end of the case, and the letter R means that the candle has a certain internal resistance to suppress radio interference.
Similar candles of domestic production A17DVR, or A17DVRM, or A17DVRM1 can also be installed.
The design of the candles is non-separable. In the steel case 22, a ceramic insulator 20 is rolled, inside which there is a composite electrode consisting of a contact rod 21 and a central electrode 26. The side electrode 27 is welded to the case. The lower part of the rod 21 and the upper part of the central electrode are filled with a special conductive glass sealant 23 with a resistance of 4...10 kOhm. It does not allow the breakthrough of gases through the hole in the insulator and at the same time acts as a resistor to suppress radio interference. To prevent leakage of gases through the thread of the body, a sealing washer 24 made of soft iron is used, which is clamped between the body of the candle and the end surface of the socket in the cylinder head
The gap between the electrodes of the spark plug should be within 0.7 ... 0.8 mm. It is regulated by bending the side electrode 27. It is not allowed to adjust the gap by bending the central electrode, since the insulator skirt can be broken. During the operation of the candle, metal is transferred from the side electrode to the central one. As a result, a recess is formed on the side electrode, and a tubercle is formed on the central one. Therefore, it is necessary to check the gap between the electrodes of the candle not with a flat, but with a round wire probe.
The gap between the body of the spark plug and the insulator is sealed with a steel washer 25 and thermal shrinkage of the body. Thermal shrinkage consists in heating the body belt (under the hexagon) with high-frequency currents to a temperature of 700 ... 800 ° C and subsequent crimping of the body with a force of 20 ... 25 kN. Washer 25 simultaneously serves to remove heat from the insulator to the body, maintaining the temperature of the insulator skirt at a certain level.
The temperature of the insulator during engine operation mainly depends on the length of the skirt and on the thermal stress of the engine. The longer the skirt, the worse the heat dissipation from the skirt to the body and the “hotter” the candle. The optimum temperature of the insulator skirt should be within 500 ... 600 ° C. If the temperature is below 500 ° C, i.e. the skirt is short and the candle is “cold”, then carbon deposits will be intensively deposited on the insulator skirt. If the temperature is above 600 ° C, then the carbon deposits will burn out, but the engine will pre-ignite the combustible mixture from a heated skirt, and not from a spark. This phenomenon is called pre-ignition. It is manifested by knocks in the engine and by the fact that after the ignition is turned off, the engine continues to work for some time.
Incandescent ignition is a harmful phenomenon. It leads to a decrease in power and to overheating of the engine, to premature wear of its main parts, and can cause cracks in the spark plug insulators and burnout of the electrodes.
To assess the ability of a candle to glow ignition, its designation contains a glow number - an abstract value proportional to the average indicator pressure in the engine cylinders, at which glow ignition occurs. It is determined on special single-cylinder engines by gradually increasing the working pressure (and hence the temperature) in the cylinder. The greater the pressure in the cylinder at which glow ignition occurs, the greater the glow number, i.e., the “colder” the candle.
For each engine model, the spark plug is selected individually according to the glow number. Therefore, it is not allowed to use any other candles on Oka cars, except for those indicated above.
High voltage wires
The wires transmit high voltage pulses from the coil to the spark plugs. They can be of two grades: PVVP-8 or PVPPV-40. Due to the increased thickness of the insulation, they have an outer diameter of 8 mm instead of 7 mm for the wires of a conventional ignition system.
The core of the wire is a linen fiber cord 32 enclosed in a plastic sheath 31 with a maximum addition of ferrite. On top of this shell is a conductive winding made of an alloy of iron and nickel. This wire design has a resistance distributed along the length and reduces radio and television interference. Winding resistance is 2000±200 Ohm/m for wires PVVP-8 and 2550±270 Ohm/m for wires PVPPV-40. Outside, the wire is insulated with red PVC compound (for wires PVVP-8) or irradiated blue polyethylene (wire PVPPV-40).
spark torque sensor
1. Front roller bearing holder
2. Sensor base plate
3. Screen
4. Driven plate of centrifugal governor
5. Weight
8. Drive plate centrifugal governor
7. Oil seal
8. Roller
9. Coupling
10. Sleeve of the rear end of the roller
11. Vacuum regulator housing
12. Vacuum regulator cover
13. Vacuum connection
14. Aperture
15. Vacuum regulator bracket
16. Pull
17. Proximity sensor
18. Body
19. Plug connector block
20. Lid
21. Bearing
22. Sleeve of the front end of the roller
23. Felt ring
24. Semiconductor plate with an integrated circuit
25. Permanent magnet
28. Ignition relay
27. Ignition switch
28. Fuse box
29. Switch
30. Spark torque sensor
31. Ignition coil
32. Spark plug
A. Ignition timing
B. The moment of ignition in the first cylinder
B. Ignition timing in the second cylinder
G. c. m.t. pistons of the first and second cylinders
I. Sensor voltage pulses
II. Current pulses at the output of the switch
III. Voltage pulses at the switch output
IV. Voltage pulses in the secondary circuit of the ignition coil
V. Current pulses in the secondary circuit of the ignition coil
a - the angle of rotation of the crankshaft of the engine
The spark torque sensor type 5520.3706 is used to issue low voltage control pulses to the switch. It contains centrifugal and vacuum ignition timing controllers and a non-contact microelectronic control pulse sensor.
The spark torque sensor is mounted on the auxiliary unit housing () and is driven directly from the rear end of the camshaft through the clutch 9. The clutch has two cams of different widths that fit into the corresponding grooves of the camshaft, which also have different widths. This ensures the exact relative position of the camshaft and roller 8. This is necessary so that the control pulses of the sensor are precisely coordinated in time with the phases of the working process in the engine cylinders ().
Housing 18 is cast from aluminum alloy. The roller 8 rotates in two ceramic-metal bushings 10 and 22. The bushing 10 is pressed into the housing and is lubricated with oil coming from the engine lubrication system. To prevent oil from penetrating into the spark torque sensor, a self-clamping rubber gland 7 is installed in the housing. The bushing 22 is surrounded by a felt ring 23 soaked in oil, which is enough for the entire service life of the spark torque sensor. The axial free play of the roller 8 should be no more than 0.35 mm. It is adjusted during assembly by selecting the thickness of the washers located between the coupling and the housing, as well as between the housing and the leading plate 6 of the centrifugal governor.
On the roller are the details of the centrifugal ignition timing controller: the leading plate 6 with two weights 5 and the driven plate 4. The leading plate is fixed on the shaft, and the driven one, together with the screen 3, is integral with the sleeve put on the shaft and fixed on it with a lock washer. Racks are attached to the driving and driven plates, for which the springs are hooked, tightening the plates. The lower end of one of the posts on the driven plate is the limiter. It fits into the groove of the drive plate and prevents the driven plate from turning more than 16.5° relative to the roller.
When the engine is running under the action of centrifugal forces, the weights 5 diverge, with their tongues rest against the driven plate 4 and, overcoming the resistance of the springs, turn it (and, consequently, the screen 3) relative to the roller. Thus, the screen 3 is driven not directly from the roller, but through the weights and can be rotated by the weights by 16.5° relative to the roller.
There are two springs that tighten plates 4 and 8. They differ in their elasticity. The spring, which has a high elasticity, is installed with little tension and does not allow the weights to diverge at a low crankshaft speed. The centrifugal regulator comes into operation at a crankshaft speed of more than 1000 rpm, when the centrifugal force of the weights begins to overcome the resistance of this spring. At a higher speed, the second spring also comes into action (more rigid and freely mounted on the racks). This ensures a given change in the ignition timing at different engine speeds.
The vacuum ignition timing controller is fixed to the housing with two screws. It consists of a housing 11 with a cover 12, between which a flexible diaphragm 14 is clamped. On the one hand, a rod 16 is attached to the diaphragm, and on the other side there is a spring that presses the diaphragm with a rod in the direction of rotation of the roller. The rod 16 is pivotally connected to the base plate 2 of the sensor. Under the action of rarefaction, the diaphragm bends and, through the rod, rotates plate 2 together with the contactless sensor clockwise, i.e., against the direction of rotation of the roller. The base plate 2 of the sensor is mounted on a ball bearing 21 pressed into the holder 1.
The contactless sensor 17 is fixed with screws on the plate 2. The principle of its operation is based on the use of the Hall effect. It consists in the occurrence of a transverse electric field in a semiconductor plate with current under the action of a magnetic field on it. The sensor consists of a semiconductor plate with an integrated circuit 24 and a permanent magnet 25 with a radio tape recorder. There is a gap between the plate and the magnet, in which there is a steel screen 3 with two slots.
When the screen body passes through the gap of the sensor (see figure), the magnetic lines of force close through the screen and do not act on the plate. Therefore, there is no potential difference in the plate. If there is a screen slot in the gap, then a magnetic field acts on the semiconductor plate and the potential difference is removed from it.
An integrated circuit built into the sensor converts the potential difference that occurs on the plate into voltage pulses of negative polarity. Thus, when the screen body is in the gap of the sensor, then there is a voltage at its output, approximately 3 V less than the supply voltage. If a screen slot passes through the sensor gap, then the voltage at the sensor output is close to zero (no more than 0.4 V).
Operation of the ignition system
After the ignition is switched on, the contacts "30" and "87" of the ignition relay 26 are closed. Through them, the battery supplies voltage to one of the low-voltage terminals of the ignition coil 31, to the plug "4" of the switch 29 and from its plug "5" further to the proximity sensor 17.
When the crankshaft of the engine is rotated by the starter, the screen 3 rotates and the sensor 17 outputs rectangular pulses I to the plug "6" of the switch, which converts them into current pulses II in the primary winding of the ignition coil. The current first gradually increases to a value of 8 ... 9 A. and then abruptly interrupted by the sensor signal. The moment of current interruption (corresponding to the moment of sparking) is determined by the transition of the sensor pulse from a high level to a low one. In this case, the amplitude of voltage pulses III at the output transistor of the switch at the moment of interruption of the current reaches 350 ... 400 V. The duration of the current pulses depends on the speed of the crankshaft. With a supply voltage of 14 V, it decreases from about 8 ms at 750 rpm to 4 ms at 1500 rpm.
The current flowing in the primary winding of the ignition coil creates a magnetic field around the turns of the winding. At the moment of interruption of the current, the magnetic field is sharply compressed and, crossing the turns of the secondary winding, induces an EMF in it of the order of 22 ... 25 kV. The high voltage current closes along the path: the upper high-voltage output of the coil 31 - the spark plug of the first cylinder - ground - the spark plug of the second cylinder - the lower high-voltage output of the ignition coil. In this case, a spark discharge occurs simultaneously at two spark plugs: the first and second cylinders. In one of the cylinders, the compression stroke ends at this time and the discharge ignites the combustible mixture, and in the other cylinder, the exhaust gases are released at this time and the discharge occurs idly.
The combustible mixture burns out in about thousandths of a second. During this time, the engine crankshaft rotates 20 ... 50 ° (depending on the speed). To obtain maximum power and efficiency of the engine, it is necessary to ignite the combustible mixture a little earlier than the arrival of the piston in c. m.t., so that combustion ends when the crankshaft is rotated 10 ... 15 ° after c. m.t., i.e., the spark discharge must be created with the necessary advance.
With excessively early ignition, when the ignition timing is too large, the combustible mixture burns out before the piston arrives in c. m.t. and slows it down. As a result, engine power is reduced, knocks occur, the engine overheats and runs unsteadily at low idling speed. With late ignition, the combustible mixture will burn out when the piston goes down, i.e. in conditions of increasing volume. In this case, the gas pressure will be significantly lower than during normal ignition, and engine power will also decrease. In addition, the mixture in the exhaust pipe may burn out.
In order for the combustion of fuel to occur in a timely manner, each engine speed needs its own ignition timing. The initial (installation) ignition timing is 1°±1° (4°±1° for engines 11113) at a crankshaft speed of 820...900 rpm. With an increase in the speed of rotation, the ignition timing should increase, and with a decrease in frequency, it should decrease. This task is performed by a centrifugal ignition timing controller.
With an increase in the rotational speed of the roller, the weights 5 rotate about their axes under the action of centrifugal forces. The tongues of the weights rest against the driven plate 4 and, overcoming the tension of the springs, turn it together with the screen 3 in the direction of rotation of the roller by angle A. Now the slot of the screen passes earlier (by angle A) through the gap of the sensor, and it gives out a pulse earlier, i.e. .Ignition advance is increased. With a decrease in the rotational speed, the centrifugal forces decrease, and the springs turn the driven plate 4 together with the screen against the direction of rotation of the roller, i.e., the ignition advance decreases.
When the load on the engine changes, the content of residual gases in the engine cylinders changes. At heavy loads, when the carburetor throttles are fully open, the content of residual gases in the mixture is low, the mixture is rich and burns faster, and ignition should occur later. When the load on the engine is reduced (throttle valves are closed), the amount of residual gases increases, the working mixture becomes leaner and burns longer, so ignition should occur earlier. The ignition timing is adjusted by the ignition advance vacuum regulator depending on the engine load.
The diaphragm 14 of this regulator is affected by a vacuum transmitted from the zone above the throttle valve of the primary chamber of the carburetor. When the throttle valve is closed (engine idling), the hole through which the vacuum is transmitted to the regulator is higher than the edge of the throttle valve and the vacuum regulator does not work.
With small openings of the throttle valve, a vacuum appears in the hole area, which is transmitted to the vacuum regulator. The diaphragm 14 is retracted and the rod 16 turns the base plate 2 of the sensor against the direction of rotation of the roller. The ignition advance is increased. As the throttle valve opens further (increase in load), the vacuum decreases, and the spring presses the diaphragm back to its original position. The base plate of the sensor is rotated in the direction of rotation of the roller, and the ignition advance is reduced.
