Ignition coil ZIL 130. Contact transistor ignition system device

Battery ignition, contact-transistor. The scheme for switching on ignition devices is shown in.

The ignition system includes an ignition coil, a distributor, a transistor switch, an additional two-section resistance, high voltage wires, candles, and an ignition switch.

The ignition coil is located under the hood on the front shield of the cab. It has two output terminals for the primary winding. When installing the coil, it is necessary to monitor the correct connection of the wires. To the output "K" () it is necessary to connect the wires from the same terminals of the switch and additional resistance, to the output without marking - the wire from the switch.

The ignition coil is designed to work with a transistor switch only. The use of ignition coils of other types is unacceptable. On the clamp of the B114-B ignition coil there is an inscription "Only for the transistor system".

An additional resistance, consisting of two resistors connected in series, is installed next to the coil. When starting the engine with a starter, one of the resistances in the series circuit is automatically short-circuited, which results in an increase in voltage at the time of starting.

It is necessary to monitor the correctness of the wire connections to the additional resistance terminals: the wire from the starter must be connected to the "VK" terminal, the wire from the ignition system switch to the "VK-B" terminal, and the wire from the ignition coil output to the "K" terminal.

The combined ignition and starter switch is designed to turn the ignition and starter circuits on and off. It is installed on the front shield of the cab.

The switch has three positions, two of which are fixed.

In position 0, everything is off, the key is freely inserted into the lock and removed from it. Position I - the output "KZ" (ignition) is turned on by turning the key clockwise. Position II - the outputs "KZ" (ignition) and "ST" (starter) are turned on by turning the key clockwise. Position II is not fixed; return to position I is carried out spring after removing the force from the key.

The distributor () is eight-spark, works in conjunction with the B114-B ignition coil, is designed to interrupt the low voltage current in the primary winding of the ignition coil and distribute the high voltage current to the candles.

A feature of the contact-transistor ignition system is the absence of a shunt capacitor in the distributor. A rating plate with the inscription "Only for transistorized ignition systems" is attached to the P137 distributor housing.

If for some reason the ignition distributor must be replaced on the car, then instead of the P137 distributor, you can also use the P4-B or P4-B2 distributors, having previously removed the capacitor from them.

With a contact-transistor ignition system, the interrupter contacts are loaded only with the control current of the transistor, and not with the full current of the ignition coil, so burning and erosion of the contacts is almost completely eliminated and they do not need to be cleaned with an abrasive.

You should especially carefully monitor the cleanliness of the contacts, since the current broken by them is very small and, with contacts covered with an oil or oxide film, it will not be able to break through the film.

When oiling the contacts, they must be washed with clean gasoline. If the car has not been used for a long time and an oxide layer has formed on the contacts of the interrupter, then the contacts must be “lightened”, i.e., run over them with an abrasive plate or fine glass sandpaper, while preventing metal removal, as this reduces the life of the contacts.

High-voltage wires of the PVV brand, going from the distributor to the candles, have PVC insulation and a metal core.

Damping resistances (8000-12,000 ohms) are provided in the wire lugs on the side of the candles.

Spark plugs are non-separable, with M14X1.25 mm thread.

Prolonged idling with a low crankshaft speed and prolonged vehicle movement at low speed in fifth gear should not be allowed, since in this case the skirt of the spark plug insulator becomes covered with soot, there are interruptions in the operation of the spark plug (during subsequent starts of a cold engine) and the surface the insulator is moistened with fuel.

With smoked candles (when the soot is dry on the skirts of the insulator), starting a cold engine is difficult; when the surface of the insulator is moistened with fuel, it is impossible to start the engine.

The correct operation of the spark plugs is largely dependent on the thermal state of the engine. At low air temperatures, the engine must be insulated (use an insulating hood, close the radiator shutters).

After starting a cold engine, you should not immediately move the car from a place, since if the candles are not heated enough, interruptions in their operation may occur.

When the car is moving after a long stop, long accelerations must be applied before switching to higher gears.

Candles work intermittently when the rules for starting the engine are not observed or when, during movement, they allow the enrichment of the working mixture with fuel by covering the carburetor air damper.

If there are interruptions in the operation of the candles, you need to clean them and check the gap between the electrodes, which should be within 0.85-1 mm (when operating in winter, it is recommended to reduce the gap to 0.6-0.7 mm).

To adjust the gap between the electrodes, it is necessary to bend only the side electrode. When bending the central electrode, the insulator of the candle is destroyed.

Faulty spark plugs are one of the causes of oil dilution in the crankcase. If diluted oil is found, it must be replaced, and the candles checked and repaired.

When servicing your vehicle, do the following:

1. Check the fastening of the wires to the ignition devices.

2. Clean the surfaces of the distributor, coil, spark plugs, wires and especially the wire terminals from dirt and oil.

3. Since the contact transistor ignition system develops a higher secondary voltage than the standard one, you should carefully monitor the cleanliness of the inner and outer surfaces of the distributor cap to avoid overlapping between the high voltage terminals. It is necessary to wipe the cover outside and inside with a clean rag soaked in gasoline, and also wipe the cover electrodes, rotor and breaker plate.

4. Check and, if necessary, adjust the gap between the contacts of the breaker, which should be equal to 0.3-0.4 mm.

The gap must be adjusted in the following order: turn the distributor shaft so that the largest gap between the contacts is established; loosen the screw securing the fixed contact post; turn the eccentric with a screwdriver so that a probe 0.35 mm thick fits snugly into the gap between the contacts without pressing the lever; tighten the screw; check the gap with a clean probe, after wiping it with a cloth soaked in gasoline.

In order to avoid breakage of the ribs centering the distributor cover in the housing, it is necessary to release both spring latches securing it when removing the cover. The lid must not be twisted.

5. Pour (at the time specified in the lubrication table) into the cam bushing, into the axis of the breaker lever, onto the cam lubrication filter the oil used for the engine. To lubricate the distributor shaft, turn the cap of the oil cap filled with grease 1/2 turn.

Too much lubrication of the bushing, cam and the axis of the breaker lever is harmful, since it is possible to splatter the contacts with oil, which causes carbon deposits on the contacts and misfiring.

6. After one TO-2 or in case of interruptions in the operation of the ignition system, inspect the spark plugs. If there is carbon deposits, clean them, check and adjust the gap between the electrodes by pulling the side electrode.

When screwing candles into those sockets, access to which is not completely free, it is advisable to use a wrench to ensure the correct direction of the threaded part. To do this, the candle is inserted into the key and slightly wedged in it with a piece of wood (at least a match) so that it does not fall out of the key. After the candle is screwed into the socket and tightened, the key is removed from it. The tightening torque of the candle is 3.2-3.8 kgf-m (32-38 Nm).

7. The ignition coil, additional resistance and transistor switch do not need special care. During operation, as necessary, it is necessary to wipe the plastic cover of the coil and the finned surface of the switch housing, as well as monitor the wiring and the reliability of the fastening of the tips to the coil, resistance and switch terminals.

8. You should also check the reliability of fixing the high voltage wires in the sockets of the distributor cover and the ignition coil, especially the central wire going from the coil to the distributor.

The transistor and most other components of the transistor switch are filled with epoxy, so the switch cannot be disassembled and repaired.

If any malfunctions occur in the operation of the ignition system, do not interchange the wires connected to the switch or to the resistance.

At the moment of starting the engine, one of the sections of the additional resistance is short-circuited, since power is supplied to the switch at this time through the wire connecting the “KZ” output of the starter traction relay to the middle output “VK” of the additional resistance. This compensates for the decrease in voltage on the battery during engine start-up due to charging it with a large current (this decrease in voltage is especially noticeable in winter when starting a cold engine). In the event of a short circuit in the wire or in the event of a malfunction of the contact system of the traction relay, one of the SE107 resistance sections has a large current strength; the resistor will overheat and burn out.

If the resistance or its terminal "VK" overheats strongly, it is necessary to disconnect the wire from the resistance and wrap the tip of this wire with insulating tape. You can connect the wire only after a thorough check of the entire circuit and the elimination of the malfunction that caused a large heating of the resistance.

If the resistance SE107 (or one of its sections) is burned out, the car must not be allowed to move with a jumper that short-circuits the burnt part of the resistance, since the transistor switch may fail.

With a large secondary voltage developed by the contact-transistor ignition system, an increase in the gap in the candles (even up to 2 mm) does not cause interruptions in the ignition. However, in this case, the high-voltage insulating parts of the system (distributor cover and ignition coils, insulation of the secondary winding of the coil, etc.) are under increased voltage for a long time and fail prematurely. Therefore, it is necessary to check and, if necessary, adjust the gaps in the candles by setting the gap recommended by the instructions (0.85-1 mm).

Warnings:

1. Do not leave the ignition on when the engine is not running.

2. Do not disassemble the transistor switch.

3. Do not interchange the wires connected to the switch or resistance.

4. Do not short-circuit the resistance or its parts with jumpers.

5. It is necessary to maintain a normal gap in the spark plugs.

6. It is necessary to monitor the correct inclusion of the battery on the car.

Setting the ignition when assembling the engine or on the engine from which the distributor drive was removed

Ignition installation () must be done in the following order:

1. Unscrew the spark plug of the first cylinder (cylinder numbers are cast on the intake pipe).
2. Install the piston of the first cylinder in front of the TDC. compression stroke, for which:

Close the spark plug hole with a paper stopper and rotate the crankshaft until the plug is pushed out;

Continuing to slowly turn the crankshaft, align the mark 2 on the crankshaft pulley with the risk at the number 9 (ignition advance 9 ° BTDC) on the ledge of the indicator 1 of the ignition setting.

3. Position the groove on the upper end of the distributor drive shaft () so that it is in line
with risks 3 on the upper flange 4 of the distributor drive housing.

4. Insert the distributor drive into the socket in the cylinder block, ensuring alignment by the beginning of the gear engagement
bolt holes in the bottom flange 2 of the drive housing and threaded holes in the block. After installing the drive, distribute
the angle between the groove on the drive shaft and the line passing through the holes on the upper flange must not exceed
±15° and the slot should be offset towards the front of the motor.

If the groove deviation angle exceeds ± 15 °, then the distributor drive gear should be rearranged by one tooth relative to the gear on the camshaft, which will ensure that the angle is within the specified limits after the drive is installed in the block. If, when installing the distributor drive, a gap remains between its lower flange and the block (which indicates a mismatch between the protrusion at the lower end of the drive shaft and the groove on the oil pump shaft), then it is necessary to turn the crankshaft two turns while pressing on the distributor drive housing.

After installing the drive in the block, make sure that the mark 2 () on the crankshaft pulley coincides with the risk of the number 9 on the index 1 of the ignition setting, the location of the groove is within an angle of ± 15 ° and its displacement to the front of the engine. After fulfilling the listed conditions, the drive must be fixed.

5. Align the index arrow of the upper plate 12 () of the octane corrector with the mark 0 of the scale on the lower plate 22 and fix this position with nuts 20.

6. Loosen the bolt 11 that fastens the distributor to the upper plate of the octane corrector so that the distributor body rotates relative to the plate with some force, and place the bolt in the middle of the oval slot. Remove the cover and install the distributor in the drive seat so that the vacuum regulator is directed forward (the rotor electrode must be under the contact of the first cylinder on the distributor cover and above the low voltage output terminal on the distributor body). With this position of the parts, check and, if necessary, adjust the gap between the contacts of the breaker.

7. Set the ignition timing at the start of contact opening, which can be determined using a 12 V test lamp (lamp luminous intensity is not more than 1.5 sv) connected to the low voltage output of the distributor and the body ground.

To set the ignition timing:

a) turn on the ignition;

b) slowly turn the distributor housing clockwise until the breaker contacts are closed;

c) slowly turn the distributor body counterclockwise until the control lamp lights up. Wherein
to eliminate all gaps in the joints of the distributor drive, the rotor should also be pressed in a counterclockwise direction.

At the moment the control lamp lights up, stop rotating the housing and mark with chalk the relative position of the distributor housing and the upper plate of the octane corrector.

Check the correctness of the ignition timing by repeating steps a and b, and if the chalk marks coincide, carefully remove the distributor from the drive socket, tighten the bolt securing the distributor to the top plate of the octane corrector (without violating the relative position of the chalk marks), and reinsert the distributor into the drive socket .

The valve fastening bolt to the plate can be tightened without removing the distributor from the drive seat, using a special wrench with a short handle.

8. Install its cover on the distributor and connect the high voltage wires to the spark plugs in accordance with the firing order of the cylinders (1-5-4-2-6-3-7-8), taking into account that the distributor rotor rotates clockwise.

The ignition timing in engines from which the distributor was removed, but its drive was not removed, should be set in accordance with the instructions in paragraphs. 1-3, 6-8.

The ignition setting on the engine must be specified using the scale on the top plate of the distributor (octane corrector scale) as follows:

1. Warm up the engine and drive on a flat stretch of road in direct gear at a steady speed of 30 km/h.

2. Sharply press the throttle control pedal to failure and hold it in this position until the speed increases to 60 km / h; while listening to the operation of the engine.

3. In case of strong detonation in the engine operation mode specified in paragraph 2, by rotating the nuts of the octane corrector, move the index arrow of the upper plate along the scale in the direction marked with the “-” sign.

4. In the absence of detonation in the engine operation mode specified in paragraph 2, by rotating the nuts of the octane corrector, move the arrow of the upper plate along the scale to the side marked with the “+” sign.

If the ignition is set correctly, when the car accelerates, a slight detonation will be heard, disappearing at a speed of 40-45 km / h.

Each division on the scale of the octane corrector corresponds to a change in the ignition timing in the cylinder, equal to 4 °.

The car ZIL-130, 131 was one of the most massive on our roads. And today, their owners are in no hurry to write off the car for scrap, take care of it, repair it .... Sometimes it is required to set the ignition to ZIL. This must be done after repairing the engine with the replacement of parts of the piston group, parts of the gas distribution mechanism drive, replacement of the drive of the breaker-distributor itself or the pulse sensor (depending on which ignition system is installed on your car - contact or non-contact).

We set the ignition on ZIL 130, 131

So, the repair of ZIL 130, 131 is completed: worn parts are replaced, attachments are installed on the engine, and it is put in place, fixed, electrical equipment is connected, the battery is connected. It's time to start installing the ignition.

Unscrew the candle of the first cylinder and insert a paper swab into the hole. Slowly rotate the crankshaft with a handle (crooked starter) until the piston of the first cylinder comes to top dead center (TDC) of the compression stroke. We are informed about this by a paper cork, which will be thrown out of the candle hole with a slight pop. Align the mark on the crankshaft pulley with the TDC mark on the comb mounted on the camshaft cover.

Install the distributor drive (pulse sensor). To do this, lower it into the hole in the engine block and align the hole on the bottom drive plate with the threaded holes on the engine block. In this case, the axis of the hole on the top plate of the drive must not deviate from the groove on the drive shaft by more than 15 degrees (plus/minus). Position the groove with an offset towards the front end of the ZIL 130 cylinder block.

After making sure that the drive is installed correctly, fix it with bolts. Turn the crankshaft until the mark on the pulley is opposite one of the marks located between the numbers 3-6 of the comb (ignition timing). Adjusting screws set the upper plate of the octane corrector to the "zero" mark on the scale on the lower plate. Fix this position, insert the breaker-distributor into the drive so that the octane corrector is located at the top. The position of the slider will tell you where the wire of the first cylinder will be located on the distributor cap.

By turning the breaker by the body, achieve such a position at which the control light goes out, i.e. until the moving contact shaft is pressed out by the cams. Find the moment of spark supply to the spark plug of the first cylinder. Lock the breaker-distributor housing in this position.

Install the cover and insert high voltage wires into its holes. First, the wire of the first cylinder, and then the wires of the remaining cylinders in the order of their operation 1 - 5 - 4 - 2 - 6 - 3 - 7 - 8. Connect the center wire to the ignition coil.

Check the operation of the ignition system, i.e. the presence of a spark between the central wire and the cylinder block. With a contact ignition system, open the breaker contacts. With a contactless system, turn on / off the ignition with the key. Start the ZIL 130 engine with an electric starter. After it warms up, finally check the operation of the ignition. If problems persist, adjust the ignition system with an octane corrector.

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ZIL car ignition systems

Contact-transistor ignition system

On ZIL vehicles of models 431410 and 131 HA, a contact-transistor ignition system is used, which consists of electrical energy sources, an ignition coil, an ignition distributor, a transistor switch, an additional resistor, spark plugs, low and high voltage wires, an ignition switch and an additional resistor switch.

Ignition coil B114-B. It is a transformer that converts low voltage current into high voltage current, necessary for the formation of a spark discharge between the spark plug electrodes and ignition of the working mixture in the engine cylinders. The primary winding has 180 turns of PEL wire with a diameter of 1.25 mm. The resistance of the primary winding is 0.42 ohms. The secondary winding consists of 41,000 turns of PEL wire with a diameter of 0.06 mm, the winding resistance is 21 kOhm. The voltage developed by the coil in the start mode with a capacitive element at the output is 75 pF and a shunt resistance of 3 mΩ, 27 kV.

The ignition coil windings have an autotransformer connection. This simplifies the manufacture of the coil and contributes to the increase in high voltage by the value of the EMF of the self-induction of the primary winding. After installing the winding and parts, transformer oil is poured into the coil casing, which improves the insulation of the windings and the removal of heat from them to the casing. The ignition coil has one high voltage terminal and two low voltage terminals, one unmarked, the other marked K.

Rice. 1. Scheme of the contact-transistor ignition system: 1 - transistor switch; 2 - ignition coil; 3 - candles; 4 - distributor; 5 - interrupter; 6 - additional resistor; 7 - battery; s1 - battery switch; s2 - ignition switch; s3 - additional resistor section switch

Additional resistor SE107. It serves to reduce the heating of the ignition coil in operating mode and allows you to increase the secondary voltage during start-up by shorting one section, providing a reliable start.

The additional resistor consists of two sections. The resistance of each section is (0.52 + 0.5) Ohm. The windings are made of constantan wire with a diameter of 0.7 mm, which prevents an increase in circuit resistance when heated.

The terminals of the additional resistor are designated K, VK and VK-B.

Transistor switch TK102-A. Mounted on the left wall in the cab of the car. It serves to reduce the current strength at the breaker contacts by about ten times compared to the current strength in the primary circuit of the ignition coil.

The electrical diagram of the switch is shown in fig. 1.

Previously, the TK102 switch was installed on cars. The TKU2-A switch is completely interchangeable with the TKU2 switch. To increase the reliability of operation, reduce the labor intensity of manufacturing and improve maintainability, the upgraded switch does not provide for filling the elements of the primary voltage stabilization unit with a compound; a new high-capacity capacitor was used (100 uF instead of 50 uF), which allows more effective protection of the switch from overvoltage; increased area of ​​the supporting surface under the transistor; the transformer is replaced by a choke.

In the absence of a device, the serviceability of the transistor switch on the car can be checked using a test lamp. For this purpose, you can use a control lamp type PD20. To check, disconnect the wires from the terminal without a designation and the P terminal of the switch. Connect the lamp to the tip of the wire disconnected from the clamp without a designation, and turn on the ignition. The lamp will light when the low voltage circuit is good. If the lamp does not light, then you should check the health of the circuit with a test lamp, connecting it alternately to the low voltage circuit terminals.

With a working low voltage circuit, connect the disconnected wire to the terminal without the switch designation and connect a test lamp to this terminal. Then, the terminals P of the switch with the housing are periodically closed and opened with the ignition on. With a working transistor of the switch, at the moment the clamp is closed to the case, the lamp does not light, since it will be short-circuited by an open transistor. If the lamp does not light when the P terminal is disconnected or does not go out when the P terminal is connected to the housing, the transistor switch is faulty. If the switch is in good condition, connect the disconnected wire to the P terminal of the switch and periodically close and open the breaker contacts with the ignition on.

If the lamp connected to the terminal without the switch designation does not go out or does not light, then this means that the breaker is faulty.

Distributor. On ZIL-508.10 engines, distributor 46.3706 is installed, which differs from the previously used distributor R137 in the characteristics of centrifugal and vacuum ignition timing controllers.

Distributor 46.3706 is designed to interrupt the low voltage current in the primary winding of the ignition coil and distribute the high voltage current to the candles (Fig. 62).

The distributor is mounted on top of the engine, in its rear part, and is driven from the camshaft gear. The distributor shaft rotates clockwise (when viewed from the side of its cover).

Changing the ignition timing depending on the crankshaft speed is provided by a centrifugal regulator, and depending on the load mode - by a vacuum regulator. Only with the correct operation of the ignition timing controller can a stable and economical operation of the engine be ensured.

Below are the technical characteristics of the distributors.

Rice. 2: Distributor 1 - shaft; 2 - pin; 3 - bolt for fastening the octane corrector plate; 4 - body; 5 - bushing; 6 - centrifugal regulator; 7 - bearing; s - fixed disk; 9 - movable disk; 10 - spring holder; and, 37 - felters; 12 - rotor; 13 - resistor; 14 - cover; 15 - conclusions; cover electrode; 19 - lock screw for fastening the movable 25 - fitting; 16, 42 - springs; 17 - contact coal; 18th ring; 20 - washer; 21 - breaker cam; 22 and fixed drives; 23 - disc holder; 24 - octane corrector; for connection with a carburetor; 26 - vacuum regulator; 27 - return spring; 28 - membrane; 29 - thrust; 30 - wire connecting the movable disk to the housing; 31 - octane corrector nuts; 32 - eccentric; 33 - fixed contact holder; 34 - movable contact lever; 35 - screw; 36 - contacts; 38 - wire; 39 - internal insulator; 40 - outer insulator; 41 - cam bushing; 43 - rack driving plate; 44 - cam drive plate; 45 - driving plate weights; 46 - weight; 47 - weight axis; 48 - pin

Centrifugal ignition control. A driving plate with weights rotation axes is fixed on the distributor shaft.

The rotation of the breaker cam is not transmitted from the distributor shaft, but through the weights and the cam drive plate. The weights diverging with an increase in the speed of the crankshaft with a working profile A roll over the working plane B of the cam driver plate in the direction of rotation of the distributor shaft. As a result, the contacts open earlier and the ignition timing increases. The ignition advance angle is greater, the higher the crankshaft speed.

With a decrease in the frequency of rotation of the crankshaft, the springs that counteract the rotation of the weights return to their original position, turning the cam against the direction of rotation. As a result, the breaker contacts open later, and the advance angle decreases.

The values ​​of the advance angle during the operation of the centrifugal regulator, depending on the frequency of rotation of the distributor shaft, are given in the technical specification.

Mismatch between ignition timing and engine speed occurs due to weakening of the springs or sticking weights, which in turn causes detonation and a decrease in engine power, as well as an increase in fuel consumption.

Vacuum ignition timing controller. The body of the regulator is divided by a membrane. The cavity in which the spring is placed is connected by a channel with the mixing chamber of the carburetor above the throttle valve. The cavity on the opposite side of the membrane communicates with the cavity of the distributor body, so atmospheric pressure is always maintained in it. On the side of the distributor, a rod is attached to the membrane, connected to the movable disc of the interrupter, mounted on a ball bearing. The spring depresses the membrane, counteracting the creation of a vacuum in the carburetor.

With a decrease in engine load, the vacuum in the carburetor, and consequently, in the cavity of the vacuum regulator housing, increases. In this case, the membrane, overcoming the force of the spring, bends and turns the movable disk of the interrupter against the direction of rotation of the cam, as a result of which the contacts open earlier, the ignition timing increases.

When the vacuum decreases (with an increase in engine load), the spring returns the regulator parts to their original position, reducing the ignition timing.

Failure of the vacuum regulator or its normal operation leads to an increase in fuel consumption, especially when driving with a partial load.

In addition to the described automatic regulators, the distributor has a device for manually adjusting the ignition timing (octane corrector). It allows you to set the ignition timing in accordance with the octane rating of the fuel.

The installation of the distributor on the engine and its drive are described in sec. "Motors and their systems".

Possible distributor malfunctions, their causes, and remedies are listed below.

No spark or intermittent ignition system

1. Contamination of contacts. Contacts need to be cleaned.
2. Breakage of the wires connecting the movable contact with the clamp and the movable disk with the fixed one. The malfunction is detected by means of a control lamp. The defective wire must be replaced.

Interruptions in the operation of the distributor at a high engine speed

Possible reasons for this error are as follows.
1. Contamination of the rotor and cover or leakage of high voltage current through cracks in the rotor and cover. Wipe down the rotor and cover. If there is a crack in the rotor and cover, they must be replaced.
2. Weakening of the elasticity of the spring of the lever of the movable contact. In this case, check the spring force with a dynamometer and, if it is less than 5 N, adjust it using the oval hole in the spring or replace the moving contact spring.
3. Large wear on the bushings of the roller, distributor cam, movable contact or pad. The distributor should be sent for repair.
4. Development of a section of the raceway of the balls in the bearing. In this case, it is necessary to turn the outer ring of the bearing.

Increased fuel consumption and reduced engine power

This may be caused by the following.

1. Incorrect ignition installation. The ignition should be checked and, if necessary, installed.
2. Jamming of the weights of the centrifugal ignition timing controller. In this case, it is necessary to disassemble the distributor and eliminate the cause of jamming.
3. Malfunction of the vacuum regulator of an advancing of ignition. It is necessary to check the tube from the distributor to the carburetor and, if there is no damage, check the vacuum regulator and, if necessary, replace it.

Disassembly of the distributor, if necessary, must be carried out in the following sequence.
1. Unscrew one bolt securing the octane corrector plate to the distributor housing, remove both plates from the housing assembly with adjusting nuts.
2. Remove the cover by unfastening both spring holders, remove the rotor.
3. Unscrew the two screws securing the vacuum regulator to the distributor housing. Unscrew one screw securing the rod to the movable disk, at the same time disconnect one end of the wire (jumper) from the housing. Remove the rod from the axis of the movable disk and remove the vacuum regulator.
4. Unscrew the wire fastening nut on the primary circuit clamp, disconnect the wire, remove the inner insulator and remove the clamp screw with the outer insulator from the housing.
5. Loosen the screw securing the panel of the movable and fixed disks, disconnect the wire going to the housing, remove the two disk holders and remove both disks complete with bearing from the distributor housing.
6. Loosen the spring fixing screw and remove the lever with moving contact and spring.
7. Loosen the screw and remove the fixed contact post.
8. Remove the felt felt, cam lock ring, springs, cam together with bushing and plate.
9. Remove weights.
10. If required, knock out the pin, remove the coupling, flat thrust washer from the end of the shaft and remove the shaft 1 complete with the bottom plate from the housing.
11. If necessary, press the shaft sleeve out of the housing.

The distributor is assembled in the reverse order. When assembling, it is necessary to adjust the gap in the contacts. The gap should be equal to 0.3 ... 0.4 mm. If it differs from the specified value, it is necessary to loosen the screw for fixing the rack (fixed contact) and, by turning the adjusting eccentric screw, set the normal clearance. Tighten the screw and recheck the gap between the contacts.

After assembly, the distributor should be checked on a bench type SPZ-8M or SPZ-12.

The maintenance of the distributor is as follows: it is necessary to periodically lubricate in accordance with the lubrication map, check and adjust the gap between the breaker contacts, monitor the condition and cleanliness of its parts.

During maintenance, it is necessary to check the reliability of the distributor fastening. After that, you need to remove the cover from the distributor, wipe it outside and inside with a cloth soaked in clean gasoline. If there are cracks on the cover or rotor, they must be replaced.

The wires in the cover must be in contact with the electrode. It should be noted that the occurrence of an additional spark gap in the distributor cap due to incomplete fit of high voltage wires in the sockets can lead to burnout of the plastic of the cap, to failure of the ignition coil, as well as to disruption of the normal operation of the engine.

Burnt contacts must be carefully cleaned with 150 grit glass sandpaper. Contacts must be kept clean, as the presence of film, moisture or oil leads to failure of the ignition system. If oil, moisture or dirt gets on the contacts, be sure to wipe the contacts with suede soaked in gasoline.

The condition for long-term and reliable operation of the interrupter is the parallelism of the contacts and the good fit of one contact to another over the entire surface. If the gap between the breaker contacts differs from the normal one (0.3 ... 0.4 mm) by less than 0.05 mm, then it should not be adjusted.

The tension force of the moving contact spring must be within 5 ... 6.5 N.

It is necessary to check the operation of the distributor, centrifugal and vacuum regulators at the stand SPZ-8M or SPZ-12.

Spark plug. Spark plugs are used to ignite the working mixture in the combustion chambers of the engine. On ZIL 508.10 engines, All or A11-1 candles are used. Spark plugs on the engine work in difficult conditions. They are subjected to high mechanical and thermal loads, as well as electrical and chemical influences.

During engine operation, due to oil entering the combustion chamber and when it is running on a rich mixture, due to incomplete combustion of fuel, carbon deposits form on the surface of the thermal cone, electrodes and walls of the spark plug chamber, shunting the spark plug gap. Energy leakage and sometimes breakdown can also occur along the outer surface of the insulator if it is contaminated or covered with moisture.

Experience shows that in the process of working in a candle, the gap increases by an average of 0.015 mm per 1000 km of the car's run.

Maintenance of spark plugs consists in periodically checking their condition, cleaning them from soot and adjusting the gap between the electrodes.

Checking the condition of the candles must be carried out after the engine is running under load, since idling changes the nature of soot.

Candles should not have cracks on the insulator and the conical part of the insulator (skirt). A reddish-brown coating usually forms on the skirt of the candle, which does not interfere with the operation of the candles.

Candles with soot or an oxide film must be cleaned using devices E-203-0, 514-2M, etc. If it is not possible to clean the candles, and the soot layer is large, they should be replaced with new ones.

After cleaning the soot, it is necessary to adjust the gap between the electrodes of the candle with the probe included in the tool kit. The gap between the electrodes is adjusted by bending only the side electrode. The gap must be within 0.85 ... 1.0 mm.

Checking candles for uninterrupted sparking and tightness is carried out on the E-203-P or 514-2M device, etc.

The spark plugs must be installed on the engine with a gasket (tightening torque 32 ... 38 Nm), using a special socket wrench included in the tool kit.

Possible malfunctions in the operation of candles can be caused by the following reasons:
- wear of the piston rings, leading to oiling of the candles and the formation of oil deposits on them. Candles are also oiled during prolonged idling and during engine start-up, especially during repeated start attempts;
- adjusting the carburetor to a rich mixture, which contributes to the appearance of soot on candles (dry soot);
- adjusting the carburetor to a too lean mixture. This leads to overheating of the candles, as a result of which there are interruptions in the operation of the engine under heavy loads and driving at high speeds;
- the absence of a sealing gasket under the body of the candle, the loose wrapping of the candle in the head of the block and the violation of the geometry of the candle. In this case, the candles overheat and fail.

You can detect a broken spark plug on the engine by disconnecting the wire from the spark plugs one by one. When the wire is disconnected from the faulty spark plug, the crankshaft speed will not decrease.

A non-working candle is colder than the rest, so it can sometimes be detected by touch.

High voltage wires. In the contact transistor ignition system, wires of the PVVP brand are used, which have a distributed resistance equal to 2000 Ohm / m. The core of the wire is a cord of linen yarn, enclosed in a sheath of elastic ferromagnetic material (ferroelast), which is a polyvinyl chloride plastic compound filled with powdered ferrite. A wire with a diameter of 0.11 mm from an alloy of nickel and iron is wound over the sheath (30 turns per 1 cm). Outside, the wire has a PVC sheath. To connect to the devices of the ignition system, bronze tips are fixed at the ends of the wires. The wires are connected to the spark plugs using SE110 lugs. A resistor (5.6 kOhm) is installed inside the tip, which reduces the radio interference created by the ignition system.

Maintenance of the wires consists of keeping them clean, checking the condition of the insulation and the reliability of the connection of the wires to the lugs and the distributor.

The principle of operation of the ignition system. When the ignition is turned on and the breaker contacts are closed (see Fig. 1), in the control circuit, the current flows from the positive terminal of the battery through the switch S2, additional resistor 6, the primary winding of the ignition coil 2, the terminal without the switch designation, the emitter junction - the base of the transistor VT, the terminal P, breaker contacts and on the case.

Due to the passage of the control current through the emitter base, the transistor opens: in this case, a low-voltage operating current will flow through the primary winding of the ignition coil. At the same time, the current flows briefly through the capacitor C1, and it is instantly charged from the battery to a voltage equal to the voltage on the primary winding.

After opening the contacts of the breaker, the transistor is locked due to the lack of control current. This leads to a sharp decrease in the current strength in the primary winding of the ignition coil, as a result of which a high voltage current is induced in the secondary winding, the pulses of which are distributed in the required sequence over the spark plugs 3 using a distributor. Simultaneously with the occurrence of a high voltage on the secondary winding, an EMF of self-induction up to 100 V is induced in the primary winding, which is limited by the Zener diode VD2.

Inductor L1 is designed to speed up the process of locking the transistor. When the breaker contacts are opened, an EMF is induced in the inductor winding, which is applied to the base-emitter junction in the blocking direction and creates active blocking, and therefore the interruption of the current in the primary winding of the ignition coil is accelerated. Resistor R1 serves to generate the necessary locking pulse.

To protect the transistor from overvoltages that occur in the primary winding of the ignition coil when the load is turned off in the high voltage circuit, a VD2 silicon zener diode is used. Its stabilization voltage is chosen so that, summing up with the voltage of the power supply network, it does not exceed the maximum allowable voltage of the emitter-collector section of the transistor. The diode connected opposite to the zener diode limits the strength of the current flowing through the zener diode in the forward direction (otherwise the primary winding would be shunted by the zener diode connected in the forward direction).

Capacitor C1 facilitates the switching mode of the transistor. The electrolytic capacitor C2 protects the transistor from accidental overvoltages that may occur in the power supply circuit. With a voltage pulse from the generator, capacitor C2 will be charged, which will reduce the voltage, and consequently, the current pulse in the transistor circuit, thereby preventing overheating and subsequent breakdown of the transistor.

In a contact-transistor ignition system, the breaker contacts are unloaded from the current of the primary winding circuit of the ignition coil, which prevents contact erosion. In addition, the elimination of burning of the breaker contacts prevents a change in the gap between them, and, consequently, a violation of the adjustment of the ignition timing during vehicle operation. However, due to the low current strength in the transistor control circuit (0.3 ... 0.8 A), special requirements are imposed on the cleanliness of the contact surfaces of the breaker. With a slight increase in the resistance of the breaker contacts due to oxidation, pollution, oiling, etc., the transistor control current decreases, the transistor does not open and the engine does not start.

Possible malfunctions

Below are the main malfunctions of the contact-transistor ignition system, the causes that cause them, and how to eliminate them.

A reliable indicator of the health of the ignition system is the size of the gap overcome by a spark between any of the wires of the candles and the “case” or between the high voltage wire of the ignition coil and the “case”. If the ignition system is working, then the spark is able to overcome the spark gap between the wire and the “case” of 5 ... 7 mm without interruption. To check the ignition system, you can use the NIIAT E-5 devices or models 537 and K301.

In the absence of special devices, the primary circuit of the ignition system can be checked as follows: turn on the ignition (turn off the rest of the consumers) and, turning the engine crankshaft with the start handle, observe the readings of the battery current gauge. A working ignition system should consume a current of 5 ... 7 A (when the breaker contacts are closed). In the event that the strength of the consumed current is equal to zero, it is necessary to check the correctness of the primary circuit with a test lamp (2 W), which is connected to the case and the test point.

When the contacts of the ignition breaker are open, the following points of the circuit are checked in series: the “+” terminal of the battery, the VK-B, VK and K terminals of the additional resistor, the terminals of the ignition coil and the interrupter. In a working ignition system, when a test lamp is connected at any point, the lamp should burn with full heat. If it does not light up, then the element being checked is faulty or the electrical circuit is broken in this area.

With the breaker contacts closed, the verification procedure is similar to the previous one. However, the burning of the lamp at certain points in the circuit will change from strong (“+” of the battery, terminal VK-B of the additional resistor) to weak (terminals VK and K of the additional resistor, terminal K of the ignition coil) and stop at the terminal without marking the ignition coil and on the distributor.

These checks indicate the good condition of the ignition system devices, including the transistor switch.

In the event that the switch transistor is broken, the burning of the lamp, both with open and closed breaker contacts, will be the same as with a working switch, but with closed breaker contacts. Therefore, it is advisable to check the state of the transistor switch with the breaker contacts open.

The correctness of the primary circuit of the ignition system can be checked with a voltmeter with the breaker contacts closed. The voltage, in volts, between the case and the terminals indicated below must be within the following limits.

In the event of a failure of the transistor switch TK 102-A on the way to move the car, it is necessary to connect the wires disconnected from the terminal without a designation and the terminal P of the switch to each other and securely insulate. The wire from terminal K should be insulated from the housing.

One terminal of the capacitor with a capacity of 0.25 ... 0.35 μF must be connected to the terminal without the ignition coil designation, and the second to the screw that secures the coil.

If the low voltage circuit is OK, check the high voltage circuit and the ignition coil.

No spark between electrodes on all spark plugs

Possible causes of the malfunction are as follows.

1. Carbon deposits on the cover and distributor rotor. The deposit should be removed.
2. Cracks or holes in the lid or rotor. In this case, you need to change the cover or rotor.
3. Damage to the insulation of the high voltage wire from the coil to the distributor. The wire should be replaced.
4. The secondary winding of the ignition coil is faulty. The coil must be replaced.

A weak spark, an intermittent spark, or no spark at all jumps between the electrodes of some candles

The causes of this malfunction and solutions are as follows.

1. The presence of oil and moisture on the distributor cap, wires and spark plug insulators, on the ignition coil. Oil and moisture should be removed with a dry cloth.
2. Cracks and traces of breakdown on the cover. In this case, the cover must be replaced.
3. Carbon deposits on the coil and distributor rotor. Nagar must be removed.
4. Damage to the insulation of the wires of the candles. Wires must be replaced with new ones.
5. Malfunction of interference suppression resistors. Defective resistors must be replaced.
6. Faulty spark plugs. Replace spark plugs.

Non-contact ignition system "Spark"

On cars of models 131N and 431710, a contactless ignition system is used, which consists of a 49.3706 distributor sensor, a B118 ignition coil with an additional SE326 resistor, a TK 200-01 transistor switch and an emergency PC331 vibrator, spark plugs CH307-B and high and low voltage wires.

B118 ignition coil. Shielded, oil-filled, sealed. The transformation ratio of the coil is 115. The primary winding has (260 ± 2) turns of PEV-1 wire with a diameter of 1.06 mm; secondary winding (30 OOO ± 500) turns of wire with a diameter of 0.0633 mm. The resistance of the primary winding is 0.55 ... 0.75 Ohm, and the secondary (13,000 + 2600) Ohm.

The B118 coil differs from the B114-B coil in the presence of a screen on the high-voltage part of the coil to reduce the level of radio interference and in the winding switching circuit. The screen has two sealed terminals VK and P for fixing the wires of the low voltage circuit and a central clamp for installing the high voltage wire. Tightness at the points of attachment of the screen and clamps is ensured by rubber gaskets and sealing mastic.

The low voltage wires are fixed in the P and VK terminals, which are in contact with the contact plates of the primary winding terminals. The clamps are attached to the screen with nuts. The high voltage wire is inserted into the central fitting and secured with a nut.

Additional resistor SE 326. Unshielded, designed to limit the current flowing in the circuits of the ignition system in operating and emergency modes. The nichrome coil of the resistor is mounted on a porcelain insulator in a stamped case. The ends of the spiral are connected to output clamps mounted on insulating bushings. The spiral is made of nichrome wire with a diameter of 0.9 mm and a length of 400 mm. Resistor resistance 0.6 ohm.

Rice. 3. Sensor-distributor 49.3706: 1 - octane corrector; 2 - oiler; 3 - distributor shaft with centrifugal regulator; 4 - shielded output of the sensor; 5 - contact coal with a spring; 6 - distributor cover; 7 - output of a high-voltage wire to the ignition coil; I - a branch pipe for connecting a shielding hose of wires to candles; 9 - cover fastening screw; 10 - screen cover; 11 - screen; 12 - slider; 13 - felt; 14 - screw; 15 - sealing ring; 16 - stator winding; 17 - rotor; 18 - stator; 19 - centrifugal regulator; 20 - body; 21 - thrust bearing; 22 - bushing; 23 - shank bushing; 24 - pin; 25 - adjusting nuts of the octane corrector; 26 - ignition setting mark

Sensor-distributor 49.3706. Designed to control the operation of the transistor switch and the distribution of high voltage pulses among the cylinders (Fig. 6.23). In the housing of the sensor-distributor, a shaft rotates in two bushings.

The rotor is an eight-pole system with an annular permanent magnet (Fig. 6.24) and with pole pieces made of magnetically soft steel. The stator has an annular winding, above and below which magnetic core plates made of magnetically soft steel are installed. The number of pairs (eight) of the poles of the stator plates, as well as the number of the rotor, is equal to the number of engine cylinders.

When the rotor rotates, the magnetic flux penetrating the sensor winding changes, and sinusoidal voltage pulses are fed to the input of the transistor switch. To set the initial ignition moment, at which the piston of the first cylinder is at TDC, there are radial risks on the rotor and stator. Their coincidence corresponds to the beginning of the opening of contacts in the contact ignition system.

The rotor assembly with the sleeve is mounted on the shaft. In the lower part of the bushing, a drive plate is placed and caulked, through which the rotor is connected to the centrifugal regulator.

The centrifugal regulator works in the same way as the regulator described above, installed on the distributor 46.3706. With an increase in the shaft speed, the weights of the centrifugal regulator turn the sensor rotor in the direction of shaft rotation. As a result, the control voltage pulse arrives at the input of the transistor switch earlier than the ignition advance is provided.

Cover and octane-corrector designs are the same as for distributor 46.3706. The slider does not have a built-in resistor.

To reduce the level of radio interference, a screen and a screen cover are installed on the housing 20 of the distributor. The screen has a high-voltage outlet fitting to the ignition coil and two outlet pipes for connecting shielding hoses, which contain high-voltage wires going to the spark plugs. The sealing of the sensor-distributor is carried out by replaceable rubber sealing rings, which are installed in the places of the screen connector with the cover and the body.

The lubricator is used to supply lubricant to the plain bearings in which the shaft rotates.

In order to exclude the harmful effects of ozone, which is formed during the distribution of high voltage pulses over the engine cylinders, there are two holes with a conical thread for ventilation of the distributor cavity. Fittings of flexible ventilation hoses are installed in these holes. The distributor is ventilated with air cleaned by the engine air filter.

Transistor switch TK 200-01. Designed for switching electric current in the primary winding of the ignition coil (Fig. 6.25, a). The body of the switch is cast aluminum alloy, has four sealed shielded single-pin connectors, an M clamp, and two holes for vehicle mounting.

Rice. 4. Magnetoelectric sensor of the non-contact ignition system: a - rotor; b - stator

Purpose of the connectors: D - for connection with the low-voltage output of the sensor and the distributor; VK - for connection with the output of the radio interference suppression filter; VK (second) - for connection with the VK clamp of the ignition coil; KZ - for connection with the clamp P of the ignition coil; M - for connection with the car body.

A printed circuit board made of foil fiberglass is installed in the case. It contains all the elements of the switch circuit. A cover is installed at the bottom of the body, which is sealed with a PVC ring. Sealing rubber bushings are used to seal the connectors.

Emergency vibrator RS331. It is designed for short-term operation instead of a transistor switch and is made in a shielded, sealed design (Fig. 6). The body of the vibrator is cast from aluminum alloy, has one single-pin connector and a "mass" clamp. The bottom of the case is closed with an aluminum cover with two paws for attaching the vibrator to the car through two shock-absorbing bushings. A rubber o-ring is installed to seal the cover with the housing.

The board is a figured metal plate on which a winding with a yoke, a holder with a tungsten contact, an armature with a palladium contact, two capacitors, a spring are installed, which ensures the closed state of the contacts.

The vibrator is an electromechanical relay with break contacts. The end of the relay winding is connected to the output, through which the vibrator is connected to the electrical circuit of the ignition system.

Rice. 5. Transistor switch TK2 00-01

The vibrator consumes a current of no more than 2.2 A. Uninterrupted and stable operation of the engine with the vibrator turned on instead of the switch in the ignition system is ensured at a crankshaft speed of up to 2000 min-1. This results in a partial loss of engine power.

High voltage wires PVS-7. They have two-layer insulation and a core of seven steel wires. The wires are enclosed in shielding hoses with an internal diameter of 8 mm in the section from the candles to the prefabricated manifolds and with an internal diameter of 22 mm in the section from the manifold to the distributor. Correct installation of the high voltage wire in the socket of the ignition coil cover is essential for the operation of the ignition system. When the engine is running with the wire not fully inserted into the coil socket, sparking occurs between the tip and the high-voltage terminal of the cover. In such cases, the plastic in the socket may burn out, the electrical strength of the plastic may decrease, and even the ignition coil may not work.

Spark plugs CH307-B. Screened, sealed, have M14x1.25 thread on the screwed part of the body and M18x1 thread in the upper part of the screen (under the hose union nut). The spark plug kit includes a sealing rubber bushing (Fig. 7), which seals the wire entry point into the spark plug, a ceramic insulating shield bushing and a ceramic insert with a damping resistor up to 7 kOhm built into it. The resistor is designed to reduce the level of radio interference from the ignition system and reduce burnout of the spark plug electrodes.

The KU20-A1 contact device is used to connect the wire to the insert electrode. When assembling, a rubber sealing plug of the candle is put on the end of the high-voltage wire coming out of the shielding hose and then the wire is inserted into the contact device. The core of the wire, stripped at a length of 8 mm, is inserted into the hole of the bushing, flared in the ceramic bushing of the contact device, and fluffed so that the contact device is clamped on the wire.

Rice. 6. Emergency vibrator RS331: 1 - housing; 2 - fixed contact holder; 3 - shock absorber bushing; 4 - cover; 5 - capacitor; 6 - connector for connection with the ignition coil; 7 - sealing ring; 8 - relay winding; 9 - armature with moving contact

Rice. 7. Shielded spark plug CH307-B: 1 - spark plug; 2 - insert; 3 - ceramic sleeve; 4 - sealing sleeve; 5 - shielding hose; 6 - high voltage wire; 7 - pin device

The gap between the electrodes of the spark plug should be within 0.5 ... 0.65 mm.

The central electrode of the candle is made of steel welding wire Sv.13Kh25T-E with a diameter of 3 mm (GOST 2246-70), and the side electrode is made of manganese nickel NMts5 (GOST 1049-74) with a diameter of 2 mm. The candle is sealed in the body-insulator-screen connection by means of plastic upsetting of the body in a heated state, and in the insulator-central electrode connection - with a glass sealant.

The heat number is 10.

The principle of operation of the ignition system. When the ignition is switched on by switch S2 and the engine crankshaft is stationary, the voltage at terminal D of the switch is zero. In this case, the transistor VT1 is closed, and the transistors VT2, VT3 are open, and a current flows in the primary winding of the ignition coil, the strength of which is limited by the additional resistor Ra and the internal resistance of the primary winding of the ignition coil. The current flows through the following circuit battery + terminal - battery current indicator - ignition switch S2 - additional resistor Ra - filter Z1 - switch VC terminal - jumper wire - switch VC terminal - ignition coil VC terminal - ignition coil primary winding - short circuit terminal switch - collector-emitter of transistor VT3 - switch housing - car body - negative battery terminal.

When cranking the crankshaft of the engine, the rotor of the sensor-distributor rotates. In this case, a voltage arises that is close to sinusoidal in shape with a number of periods equal to eight, i.e., the number of rotor poles. A positive half-wave of the sensor voltage with amplitude through the diode VD2 enters the base of the transistor VT1, and it opens. In this case, the transistors VT2 and VT3 close, which leads to an interruption of the current and a change in the magnetic flux in the primary winding of the ignition coil. This causes damped electromagnetic oscillations with an initial amplitude of 200 V in a circuit consisting of an inductive element of the primary winding of the ignition coil and capacitor C5. consequently, the closing of transistors VT2 and VT3. Negative voltage half-waves are not passed by the diode, which is part of the transistor VT3.

Rice. 8. Scheme of a non-contact ignition system: z1 and z2 - filters; s2 - ignition switch; rd - additional resistor; tv1 - ignition coil; sa1 - distributor; M/ - starter; g1 - sensor; kl - emergency vibrator

When the magnetic flux changes in the primary winding of the ignition coil, a high voltage pulse arises in its secondary winding, which is transmitted by the distributor to the spark plug of the corresponding engine cylinder. For two revolutions of the crankshaft of the engine, the distributor sends eight control pulses of high voltage to the input terminal D of the transistor switch, and the high-voltage switchgear of the distributor sends these pulses to the spark plugs of the engine cylinders in the required sequence.

When starting the engine with an oscillatory circuit (C5 and the primary winding of the ignition coil) and positive feedback on the circuit C4, R6) in the switch circuit, a series of sparks is supplied to each cylinder, which makes it easier to start the engine, especially in the cold season. As soon as the engine speed increases to 600 min-1 and above, the supply of sparks stops. This is due to a decrease in the time for the supply of pulses by the sensor-distributor to the input transistor VT1 of the switch. As a result, only one spark will appear on the spark plugs.

The transistor switch circuit has a protection circuit against increased power supply voltage (more than 16 V). Increased voltage in the on-board network may occur when the voltage regulator fails. In this case, the zener diode VD4 will open and the base of the transistor VT1 through the resistor R4 will be connected to the power supply circuit. As a result, the transistor VT1 will open regardless of the voltage at terminal D, and the transistors VT2 and VT3 will close. The sparking will stop, which will cause the engine speed to decrease to a value at which the voltage in the on-board network will be less than 16 V.

The protection circuit is activated only when the sensor-distributor shaft rotates. When the shaft is stationary and voltage is applied above 16 V, the protection does not work due to the large voltage drop across the additional resistor. When the first positive half-wave voltage arrives at terminal D, the transistor VT3 is closed, the voltage drop across the additional resistor decreases and the protection circuit turns on, keeping the transistor VT3 in the closed state until the power supply voltage drops to the nominal value.

To protect the switch from incorrect connection (with reverse polarity) of the battery, a VD1 diode is used. Transistor VT3 protects the diode built into it between the collector and emitter. Capacitor C6 protects the switch from high-frequency voltages that occur at the time of sparking. To reduce the impact on the elements of the switch of excessive impulse voltages that occur in the on-board network of the car, the circuit Rl, R7, C1, which is a filter, is used.

Rice. 9. Plug connectors and a tip of a high-voltage wire before installation: a - connector of the ignition coil and distribution sensor; b - tip of the high-voltage wire of the ignition coil; c - switch connector; 1 - shielding braid; 2 - pressure nut; 3.4 - conical bushings; 5 - wire; 6, 12 - seal-nigel rings; 7 - insulating sleeve; 8 - contact sleeve; 9 - wire core; 10 - union nut; 11 - fitting; 13 - high-voltage wire; 14 - tip; 15 - rubber sealing sleeve; 16 - clamping cup; 17 - washer; 18 - nut; 19 - pin output

Installation of the ignition system on the car. Produced in accordance with the scheme given in fig. 6.27. All connections are made with the battery disconnected using switch S1.

In a contactless ignition system, PGVA-type wires in a shielding braid are used in low-voltage circuits. When assembling the plug connector of the ignition coil and the distribution sensor, the core (Fig. 9, a) of the wires must be stripped for a length of 10 mm, assembled with the connector parts so that the core enters the sleeve. Then it is necessary to pull the core into the contact sleeve, separate the ends of the core and solder them with POS40 solder with an acid-free flux (for example, an alcohol solution of rosin) to this sleeve.

To avoid damage to the insulating sleeve, local overheating should be prevented during soldering. The soldering layer of the plug connector should protrude above the end of the contact sleeve by no more than 0.5 mm and ensure the tightness of its soldered hole. When threading the ends of the shielding braid, do not allow excessive tension on them. The shielding braid of the wire is placed between the bushings of the plug connector, and then the tabs of the bushing are bent onto the bushing to secure the braid. After that, the connectors are installed respectively in the ignition coil and the distribution sensor, securing with a nut.

For normal and uninterrupted operation of the ignition system, it is necessary to install all the high-voltage wires of the sensor-distributor and the ignition coil all the way into the sockets of the cover.

On fig. 9, b shows a prepared tip with sealing rings for a high-voltage wire fitting for installation in the ignition coil socket.

The plug connectors of the transistor switch are prepared for installation as follows (Fig. 9, c). The ends of the wires are stripped at a length of 20 mm. Then, a union nut and an outer conical sleeve are put on the shielding braid of the wire. A shielding braid is pulled over the inner conical bushing, which is clamped by the outer bushing. The bushing tabs are bent and connected to the bushing. After that, a sleeve is put on the end of the wire. Unscrew the nut on the contact terminal, remove the washer and the clamping cup. Insert the stripped end of the wire into the hole of the contact outlet from the side of the insulating collar and wrap it once along the threaded part of the contact outlet. Then install the clamping cup, washer and securely fix this assembly with a nut.

When threading the wire core, make sure that the individual wires of the wire core do not protrude from under the clamping cup. Otherwise, a short circuit may occur in the electrical circuit.

Having finished preparing the plug connectors, connect the wires according to the diagram and fix them with nuts.

When tightening the nuts, it is necessary to prevent the twisting of the shielded wires along the nut, as this can lead to the destruction of the shielding braid, to the disruption of the electrical contact of the shield with the “body”, and, consequently, to a decrease in the effectiveness of reducing the level of radio interference.

Operation of the ignition system in emergency mode. In case of failure of the transistor switch or sensor, turn off the transistor switch and connect the emergency vibrator PC331 (see Fig. 8). To do this, disconnect the wire from the short circuit terminal of the switch and connect it to the vibrator terminal, and put the plug from the vibrator terminal on the connector of the short circuit terminal of the switch.

In emergency mode, the contactless ignition system works as follows. When the ignition switch S2 is on, the current flows from the VC terminal of the switch through the primary winding of the ignition coil L1, the connecting wire and vibrator clamp, the L3 winding closed contacts to the vibrator housing and, therefore, the negative terminal of the battery. Under the action in the winding of the magnetic field created by the current of the winding L3, the armature of the vibrator, overcoming the force of the spring, opens the contacts, and, consequently, the electrical circuit of the primary winding of the ignition coil. As a result, a high voltage pulse is generated in the secondary winding of the ignition coil, which is fed through the switchgear to the corresponding spark plug. The interruption of the current in the winding L3 of the vibrator leads to a decrease in the magnetic field, while under the action of the spring force the contacts of the vibrator close again, and the process is repeated. These processes are repeated at a frequency of 250 ... 400 Hz. Thus, the moments of high voltage supply to the spark plugs are no longer determined by the spark moment sensor, but by the distributor sensor slider, and a series of sparks is supplied to each engine cylinder, i.e., continuous sparking occurs. The set sparking frequency ensures uninterrupted operation of the engine at a speed ranging from the crankshaft speed at engine start up to 2000 min-1. The inaccuracy of high voltage supply to the candles in comparison with the set one leads to a partial loss of engine power.

Disassembly and assembly of the sensor-distributor. To disassemble, do the following:
- unscrew the three screws securing the screen cover and remove the cover so as not to damage the rubber sealing ring;
- unscrew the three screws securing the screen and remove it; remove the distributor cover and the slider, unscrew the two screws securing the sensor stator and remove it; after removing the felt, unscrew the screw that secures the bushing on which the sensor rotor is mounted. To dismantle the sleeve with the rotor, remove the springs of the centrifugal governor. If it is necessary to remove the shaft, remove the pin from the shank, remove the sleeve and shaft.

Checking the operation of the ignition system. To check the operability of the ignition system, it is necessary to: unscrew the screws of the screen cover and remove it; remove the ignition coil wire from the central socket of the distributor cover and, having set the gap between the end of the high-voltage wire tip and the distributor screen housing 4 ... 6 mm, turn on the ignition and turn the engine crankshaft with a starter or a handle with a frequency of at least 40 min "1. With a working switch, ignition coil, additional resistor and integrity of the connecting wires, a spark will be observed in the gap. If there is no spark, it is necessary to determine the malfunction and eliminate it.

To detect a malfunction, you can use the K301 devices, mod. 537, NIIAT E-5. To diagnose the ignition system, an E206 oscilloscope is produced. In addition, the diagnostic stand mod is equipped with oscilloscopes that perform similar functions. E205, stands mod. ELCON-S-IOOA, motor-tester PAL test IT-25, etc.

To diagnose the ignition system directly on the car, you can also use the E214 device.

In the absence of fault detection instruments, it is advisable to separately check the primary (low voltage) and secondary (high voltage) circuits.

The primary circuit is working if, when the ignition system is on, the arrow of the current indicator fluctuates in time with the crankshaft turning by the handle.

Since the current indicator with the ignition on still shows the current strength of the excitation winding of the generator and instrumentation, even in the absence of current in the primary circuit, the arrow of the indicator will deviate in the direction corresponding to the discharge up to approximately 5 A. The maximum current in the primary circuit is 5 ... 7 A, therefore, if this circuit is working, then the pointer needle will fluctuate within 5 ... 12 A.

The primary circuit is faulty if, when the ignition system is on and the crankshaft is turned with the handle, the arrow of the current indicator does not fluctuate, shows a current strength of more than 10 A or about 5 A. In this case, the fault should be sought in the primary circuit.

In the event that the current indicator shows a current of 5 A, this indicates the absence of current in the primary circuit. The fault location is determined using a test lamp connected in the reverse order to the passage of current through the terminals: short circuit of the switch (see Fig. 8) with terminal P of the ignition coil, VK of the ignition coil and switch, VK of the switch (second), radio interference filter, VK- 12 additional resistor, +12 V additional resistor, ignition switch short circuit. If the lamp lights up when first connected to the short circuit terminal, then the switch is faulty. If at the first connection the lamp does not light up, therefore, a break must be sought in the area where the lamp lights up.

When checking shielded wire connections, it is necessary to disconnect the wires from the terminals, since there is no direct access to the current-carrying part, and a test lamp must be connected between the car body and the central terminal of the disconnected wire.

If the arrow of the current indicator shows a current strength of more than 12A, then this may be due to short circuits on the case. The location of the fault is determined by sequentially disconnecting the terminal wires in the direction opposite to the current flow. When the defective element is disconnected, the arrow of the current indicator will deviate and will be set near the division of 5 A.

If the arrow of the current indicator constantly shows a current strength of 10 ... 12A, this indicates a malfunction of the switch or sensor. In this case, the current in the primary circuit is not interrupted.

To check the operability of the switch on a car, you need to remove the cover of the screen of the sensor-distributor, remove the high-voltage wire coming from the ignition coil from the central socket of the distributor cover, and set the gap between the end of the wire tip and the distributor screen housing 4 ... 6 mm. In this case, it is necessary to disconnect the wire from the distribution sensor that goes to the D terminal of the switch and touch it with the central terminal to any point in the vehicle’s on-board network that is energized with +12 V (for example, an additional resistor terminal, Bit. d. terminal). With the ignition on, each time the terminal is touched, a spark should jump in the gap (with a working ignition coil). Otherwise, the switch must be replaced or repaired.

The sensor can be checked with the engine running in emergency mode (by connecting a vibrator) or when cranking the crankshaft with a starter. In this case, a working sensor generates an alternating voltage. When checking the sensor, the voltage is checked with an AC voltmeter with a scale of up to 30 V. If the voltmeter shows voltage from several volts to several tens of volts, the sensor is working.

The voltmeter is connected between the body of the car and the central wire, suitable for terminal D of the switch, or, excluding this wire from the test, directly to the output connector of the sensor. If the pulse sensor is faulty, the voltmeter needle will show zero voltage.

To determine a malfunction in the sensor, it is necessary to carefully examine the stator winding, checking for damage on it, and also check with an ohmmeter the integrity of the winding and whether there is a short circuit to the case. Active resistance must be at least 300 ohms. If necessary, the sensor winding must be replaced.

Checking the technical condition of the switch. The technical condition of the switch removed from the car is checked using a test lamp and a battery or other 12 V voltage source. The switch connection diagram is given in fig. 6.30. With a working TK200-01 switch, the lamp should burn in the absence of a control signal and go out when positive voltage is applied to terminal D from the battery. If the lamp is on, or off in both cases, the switch is faulty.

Rice. 10. Scheme for checking the serviceability of the transistor switch TK.200-01 and a table of voltages and waveforms at control points.

To detect a failed part in the switch, it is necessary to assemble the circuit according to Fig. 6.28, set the voltage to (12.6 ± 0.6) V and measure the voltage at the points of the circuit with the voltage at terminal D equal to 0 and (12.6 ± 0.6) V, with a tester with an input resistance of 20 kOhm-V "1 or check the oscillograms at these points with the table data (Fig. 10). The oscillograms were taken with an S1-68 oscilloscope. It is allowed to use oscilloscopes Cl-70, S1-73 and similar.

The voltage at the points of the switch circuit and the oscillograms at these points are shown in the table to fig. 6.30. Permissible deviation from the values ​​given in the table is +20%.

After detecting malfunctions, the failed part is replaced using soldering with acid-free flux, the soldering area is washed with alcohol and varnished with UR-231 or NTs-2. Upon completion of the repair, check the characteristics of the switch on the stand or its performance.

Maintenance

The operation of the ignition system is checked daily before leaving the car. In case of detection of interruptions in the operation of the ignition or failures of individual products of the system, the malfunctions must be eliminated before departure.

With TO-2 it is necessary:
- check the reliability of the fastening of the ignition system products, the condition and strength of fastening of the connectors of the shielding high voltage hoses and the tightness of the nut of the low-voltage connector. The nut of the low-voltage connector must be screwed up to the stop with the flange into the distributor body. The union nuts securing the shielding hoses to the shield must be tightly tightened with a wrench;
- turn the cover of the grease fitting clockwise on the distributor sensor by 1-2 turns;
- Remove the spark plugs and check their condition. If necessary, clean the thermal chamber, housing, insulator and electrode skirts on the device for sandblasting candles, adjust the gap between the electrodes within 0.5 ... 0.65 mm, check the operation of the candles on the E203-P device, replace the candles when the pressure of uninterrupted sparking is reduced below 0.4 MPa (4 kgf/cm2). In case of contamination of the inner cavity of the screen of the spark plug, rinse it, as well as the liner and sleeve in gasoline and dry all parts in the air. If the KU-20A1 contact device fails, replace it with a new one.

Through one TO-2, it additionally follows:
- check the ignition distributor sensor, inspect the slider, the distributor cap and, if dirty, wipe it with a cotton cloth soaked in gasoline, and, if necessary, replace the rubber sealing rings, DSNK coal, lubricate the axles and fingers of the weights of the centrifugal machine with CIATIM -221 grease;
- lubricate the sleeve of the rotor magnet from a dropper (4 ... 5 drops of industrial oil or oil used for the engine), screw the cover of the oiler 2 by 1-2 turns (see Fig. 6.23). If necessary, add CIATIM-221 grease to the oiler cap. It is allowed to use CIATIM-201 grease.

When screwing in and out of the candle, you must use a candle wrench. The tightening torque of the hose cap nut should be no more than 25 Nm, the tightening torque of the spark plug should be no more than 35 Nm. When installing the spark plug on the engine, you need to check the presence and condition of the sealing ring.

Possible malfunctions

Below are the main malfunctions of the non-contact ignition system, the causes that cause them, and how to eliminate them.

1. Engine won't start

Possible symptoms of this malfunction and how to resolve them are as follows:
- at the 12 V terminal of the additional resistor, the voltage is zero. In this case, the ignition switch or an open in the wires may be faulty. The faulty ignition switch must be replaced, the contact in the wires must be restored;
- at the VK12 terminal of the additional resistor, the voltage is 12 V ± 10%. This can be caused by a defective RFI filter or a broken wire from the filter to the series resistor or from the switch. Defective RFI filter or wire must be replaced;
- at the VK12 terminal of the additional resistor, the voltage is zero. Cause of the malfunction: failure of the additional resistor. The resistor needs to be replaced;
- there is no high voltage at the central terminal of the ignition coil. In this case, the distribution sensor, switch or ignition coil is faulty. This must be determined as described above. The defective device must be replaced.

2. Engine starts but runs rough

Possible signs and causes of a malfunction:
- when the engine speed is increased, at the 12 V terminal of the additional resistor or the "+" battery, the voltage rises to 16 V or more. This is caused by a faulty voltage regulator. The regulator must be sent for repair; Engine misfires are more noticeable at idle than when under load.

Cause of malfunction:
- Dirt or surface breakdown on the distributor cap or slider. Clean or replace the cover or slider;
- Interruptions in the operation of the engine are observed immediately after start-up and are noticeable in all modes of its operation. This may be caused by a lack of contact at the points of connection of the wires to the devices of the ignition system. Loose installation of high voltage wire lugs in the distributor cap and ignition coil; internal breakdown in the ignition coil.

In these cases, it is necessary to check and restore contact in all connectors and with the "ground" of the car and the installation of high voltage wires. Replace defective coil.

This occurs when the contact is broken at the soldering points of the radio elements on the printed circuit board of the switch. The switch needs to be repaired.

3. The engine does not develop full power

Symptoms of this malfunction and their causes:
- it is difficult to start the engine due to incorrect setting of the initial ignition moment. It must be installed in accordance with the recommendations given in sec. "Engines and their systems";
- The engine starts easily. This occurs when the adjustment of the centrifugal ignition timing controller is violated. It is necessary to replace or repair the distribution sensor.

Ignition - battery, contact-transistor. The scheme of connection of devices of ignition is shown in fig. eleven.

The ignition system includes an ignition coil, a distributor, a transistor switch, an additional two-section resistor, high voltage wires, candles, and an ignition switch.

The ignition coil is located under the hood on the front shield of the cab. It has two output terminals for the primary winding. When installing the coil, it is necessary to monitor the correct connection of the wires. To terminal K (see Fig. 66), it is necessary to connect wires from the same terminals of the switch and an additional resistor, to the output without a designation - a wire from the switch.

The ignition coil is designed to work with a transistor switch only. The use of ignition coils of other types is unacceptable. On the clamp of the B114-B ignition coil there is an inscription "Only for the transistor system."

An additional resistor, consisting of two resistors connected in series, is installed next to the coil. When the engine is started by the starter, one of the resistors in the series circuit is automatically short-circuited, thereby increasing the voltage at the moment of starting. It is necessary to monitor the correct connections of the wires to the terminals of the additional resistor:
a wire from the starter must be connected to the VK terminal, a wire from the ignition switch to the VK-B terminal, and a wire from the ignition coil output to the K terminal.

The combined ignition and starter switch is designed to turn the ignition and starter circuits on and off. It is installed on the front shield of the cab.

The switch has three positions, two of which are fixed. The distributor (Fig. 67) is eight-spark, works in conjunction with the B114-B ignition coil, is designed to interrupt the low voltage current in the primary winding of the ignition coil and distribute the high voltage current to the candles.

A feature of the contact-transistor ignition system is the absence of a shunt capacitor in the distributor.

Rice. 11. Scheme of the ignition system: 1 - switch; 2 - additional resistor; I - ignition coil; 4 - distributor; 5 - starter; 6 - transistor switch

A rating plate is attached to the P137 distributor housing, on which the inscription "Only for transistor ignition systems" is applied. If for some reason the ignition distributor must be replaced on the car, then instead of the P137 distributor, you can also use the P4-B or P4-B2 distributors, having previously removed the capacitor from them.

With a contact-transistor ignition system, the interrupter contacts are loaded only with the control current of the transistor, and not with the full current of the ignition coil, so burning and erosion of the contacts are almost completely eliminated, and they do not need to be cleaned.

You should especially carefully monitor the cleanliness of the contacts, since the current passing through them is small, and in the presence of an oxide or oil film, the contacts do not conduct current. When oiling the contacts, they must be washed with clean gasoline. If the car has not been used for a long time and an oxide layer has formed on the contacts of the interrupter, then the contacts must be “lightened”, i.e., run over them with an abrasive plate or fine glass-coated sandpaper, while preventing metal removal, which reduces the life of the contacts .

Rice. 12. Distributor: 1 - roller: 2 - plate; 3 - felt; 4 - slider; 5 - cover; 6 - high voltage output; 7 - contact spring; 8-pin; 9 - cover latch; 10 centrifugal regulator; 11 - bolt fastening the upper plate to the body; 12 and 21 - respectively, the upper and lower plates of the octane corrector; 13 - eccentric; 14 - lever; 15 - breaker mounting screw; 16 - breaker contacts; 17 - low voltage output; 18 - filter for cam lubrication; 19-vacuum regulator; 20 - adjusting nuts octane corrector

The high-voltage wires from the distributor to the candles are insulated with polyvinyl chloride plastic compound and have a metal core in the form of a spiral.

The wire lugs C E110 have 5.6 kOhm resistors to protect against radio interference.

Spark plugs - non-separable, with M14 X 1.25 thread.

Prolonged operation of the engine in idling mode with a low crankshaft speed and prolonged movement of the car at low speed in fifth gear should not be allowed, since in this case the skirt of the spark plug insulator becomes covered with soot, there are interruptions in the operation of the spark plug (during subsequent starts of a cold engine) and the contaminated surface of the insulator is moistened with fuel. With smoked candles (when the soot is dry on the skirts of the insulator), starting a cold engine is difficult; when the surface of the insulator is moistened with fuel, it is impossible to start the engine.

The correct operation of the spark plugs is largely dependent on the thermal state of the engine. At low air temperatures, the engine must be insulated (use an insulated hood, close the radiator shutters).

After starting a cold engine, you should not immediately start driving the car, since if the candles are not heated enough, interruptions in their operation may occur. When the car is moving after a long stop, long accelerations must be applied before switching to higher gears.

Candles can also work intermittently if the rules for starting the engine are not observed or when, during movement, they allow the enrichment of the working mixture with fuel by covering the carburetor air damper.

If there are interruptions in the operation of the candles, you need to clean them and check the gap between the electrodes, which should be within 0.85-1 mm (when operating in winter, it is recommended to reduce the gap to 0.6-0.7 mm). To adjust the gap between the electrodes, it is necessary to bend only the side electrode. When bending the central electrode, the insulator of the candle is destroyed.

If the spark plug electrodes are badly burned, it is advisable to clean them with a needle file to obtain sharp edges, which significantly reduces the voltage required to break through the spark gap of the spark plug.

Faulty spark plugs are one of the causes of oil dilution in the crankcase. If diluted oil is found, it must be changed, and the candles checked and repaired.

For maintenance, do the following.
1. Check the fastening of the wires to the ignition devices.
2. Clean the surfaces of the distributor, coil, spark plugs, wires and especially all wire terminals from dirt and oil.
3. Since the contact-transistor ignition system develops a higher secondary voltage than the standard one, you should carefully monitor the cleanliness of the inner and outer surfaces of the distributor cap to avoid overlapping between the high voltage terminals. It is necessary to wipe the cover inside and out, as well as the electrodes of the cover, rotor and breaker plate with a clean rag soaked in gasoline.
4. Check and, if necessary, adjust the gap between the contacts of the breaker, which should be equal to 0.3-0.4 mm. The gap must be adjusted in the following order: turn the distributor shaft so that the largest gap between the contacts is established; loosen the screw securing the fixed contact post; turn the eccentric with a screwdriver so that a probe 0.35 mm thick fits snugly into the gap between the contacts without depressing the lever; tighten the screw, check the gap with a clean feeler gauge, after wiping it with a rag soaked in gasoline. In order to avoid breakage of the ribs centering the distributor cover in the housing, it is necessary to release both spring latches securing it when removing the cover. The lid must not be twisted.
5. Fill (at the time specified in the lubrication chart) into the cam bushing, into the chopper lever axis, onto the cam lubrication filter with the oil used for the engine. To lubricate the distributor roller, turn the cap of the cap oiler filled with grease by 1/2 turn. Do not over-lubricate the bushing, cam, and breaker lever shaft, as oil may splatter the contacts, causing carbon deposits on the contacts and misfiring.
6. After one TO-2 or in case of interruptions in the operation of the ignition system, inspect the spark plugs. If there is carbon deposits, clean them, check and adjust the gap between the electrodes by bending the side electrode. When screwing candles into those sockets, access to which is not completely free, it is advisable to use a wrench to ensure the correct direction of the threaded part. To do this, the candle is inserted into the key and slightly wedged in it with a piece of wood (match) so that it does not fall out of the key. After the candle is screwed into the socket and tightened, the key is removed from it. The tightening torque of the candle is 32-38 N m (3.2-3.8 kgf m).
7. The ignition coil, series resistor and transistor switch do not need special care. During operation, as necessary, it is necessary to wipe the plastic cover of the coil and the finned surface of the switch housing, as well as monitor the wiring and the reliability of the fastening of the tips to the coil, resistor and switch terminals.
8. You should also check the reliability of fixing the high voltage wires in the sockets of the distributor caps and the ignition coil, especially the central wire going from the coil to the distributor. If any malfunctions occur in the operation of the ignition system, do not interchange the wires connected to the switch or to the resistor.

At the moment of starting the engine, one of the sections of the additional resistor is short-circuited, since power is supplied to the switch at this time through the wire connecting the short circuit output of the starter traction relay to the middle terminal of the VK additional resistor. This compensates for the decrease in battery voltage during engine start-up due to its high current discharge (this voltage decrease is especially noticeable in winter when starting a cold engine). In the event of a short circuit in the wire or in the event of a malfunction of the contact system of the traction relay in one of the sections of the additional resistor, the current strength is of great importance: the resistor overheats and may burn out.

If the resistor or its VK terminal overheats, disconnect the wire from the resistor and wrap the tip of this wire with insulating tape. You can connect the wire only after a thorough check of the entire circuit and the elimination of a malfunction that causes a large heating of the resistor.

If the additional resistor (or one of its sections) is burned out, the car must not be allowed to move with a jumper that short-circuits the burnt part of the resistor, as this may damage the transistor switch.

With a large secondary voltage developed by the contact-transistor ignition system, an increase in the gap in the candles (even up to 2 mm) does not cause interruptions in the operation of the ignition system. However, in this case, the high-voltage insulating parts of the system (distributor cover and ignition coil, insulation of the secondary winding of the coil, etc.) are under high voltage for a long time and fail prematurely. Therefore, it is necessary to check and, if necessary, adjust the gaps in the candles, setting the gap recommended by the management (0.85-1 mm).

The following requirements must be met.
1. Do not leave the ignition on when the engine is not running.
2. Do not disassemble the transistor switch.
3. Do not interchange the wires connected to the switch or resistor.
4. Do not short-circuit the resistor or its parts with jumpers.
5. Normal spark plug gap should be maintained.
6. It is necessary to monitor the correct inclusion of the battery on the car.

It is necessary to set the ignition timing when assembling the engine, as well as on engines from which the distributor drive was removed, in the following order.
1. Unscrew the candle of the first cylinder (numbers of cylinders are cast on the inlet pipeline).
2. Install the piston of the first cylinder before the TDC of the compression stroke, for which:
- close the hole for the candle with a paper stopper and turn the crankshaft until the plug is pushed out;
- continuing to slowly turn the crankshaft, align the mark on the crankshaft pulley with the risk at the number 9 on the ledge of the indicator 1 of the ignition setting.
3. Position the groove on the upper end of the distributor drive shaft so that it is in line with the risks 3 (Fig. 69) on the upper flange 4 of the distributor drive housing and is shifted to the left and up from the center of the shaft.
4. Insert the distributor drive into the socket in the cylinder block, ensuring that the holes for the bolts in the lower flange 2 of the drive housing and the threaded holes in the block are aligned by the beginning of gear engagement. After installing the distributor drive in the block, the angle between the groove on the drive shaft and the line passing through the holes on the upper flange must not exceed ± 15°, and the groove must be shifted towards the front end of the motor.

If the groove deviation angle is greater than ± 15 °, then it is necessary to rearrange the distributor drive gear by one tooth relative to the gear wheel on the camshaft, which will ensure, after the drive is installed in the block, the angle is within the specified limits. If, when installing the distributor drive, a gap remains between its lower flange and the block (which indicates a mismatch between the spike on the lower end of the drive shaft and the groove on the oil pump shaft), then it is necessary to turn the crankshaft two turns while pressing on the distributor drive housing.

After installing the drive in the block, make sure that the mark on the pulley coincides with the risk of the number on the ignition indicator, the location of the groove within the angle of ± 15 ° and its displacement to the front end of the engine. After fulfilling the listed conditions, the drive must be fixed.

5. Align the index arrow of the upper plate of the octane corrector with the mark 0 of the scale on the lower plate and fix this position with nuts.

Rice. 13. Ignition setting: 1 - ignition setting indicator; 2 - crankshaft pulley

Rice. 14. Installing the distributor drive: 1 - a groove on the distributor drive shaft; 2 - lower flange of the housing; 3 - risk; 4 - upper flange of the body

6. Loosen the bolt securing the distributor to the upper plate of the octane corrector so that the distributor body rotates relative to the plate with some force, and place the bolt in the middle of the oval slot. Remove the cover and install the distributor in the actuator seat with the vacuum regulator facing forward (the rotor electrode must be under the contact of the first cylinder on the distributor cover and above the low voltage output terminal on the distributor body). With this position of the parts, check and, if necessary, adjust the gap between the contacts of the breaker.

7. Set the ignition timing at the beginning of the opening of the contacts, which can be determined using a 12 V test lamp (power not more than 1.5 W) connected to the low voltage output of the distributor and the body ground.

To set the ignition timing:
a) turn on the ignition;
b) slowly turn the distributor housing clockwise to the position at which the breaker contacts close;
c) slowly turn the distributor body counterclockwise until the control lamp lights up. In this case, to eliminate all gaps in the joints of the distributor drive, the rotor should also be pressed in a counterclockwise direction. At the moment the control lamp lights up, stop rotating the housing and mark with chalk the relative position of the distributor housing and the upper plate of the octane corrector.

Check the correctness of the ignition timing by repeating steps a, b, c, and if the chalk marks coincide, carefully remove the distributor from the drive socket, tighten the bolt securing the distributor to the top plate of the octane corrector (without violating the relative position of the chalk marks) and reinsert the distributor into the socket drive.

The valve fastening bolt to the plate can be tightened without removing the distributor from the drive seat, using a special wrench with a short handle.

8. Install its cover on the distributor and connect the high voltage wires to the candles in accordance with the ignition order in the cylinders (1-5-4-2-6-3-7-8), given that the distributor rotor rotates clockwise.

The ignition timing on engines from which the distributor was removed, but its drive was not removed, should be set in accordance with the instructions in paragraphs. 1-3, 6-8.

The setting of the ignition timing on the engine must be verified using the scale on the top plate of the distributor (octane corrector scale) during road tests of the car with a load until detonation occurs as follows.
1. Warm up the engine and drive on a flat stretch of road in direct gear at a steady speed of 30 km/h.
2. Sharply press the throttle control pedal to failure and hold it in this position until the speed increases to 60 km / h; while listening to the operation of the engine.

TO category: - ZIL cars

A modern car is a complex system of nodes and mechanisms that must interact smoothly. The ignition system (SZ) is responsible for starting and uninterrupted operation of the internal combustion engine. The article discusses the principle of operation, types of SZ, the main malfunctions, the ZIL 130 ignition scheme is given, step-by-step instructions for setting the ignition moment are given.

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The principle of operation of the SZ

The SZ of any internal combustion engine is designed to ignite fuel assemblies in cylinders. The mixture ignites due to the appearance of a spark that enters the contact of the candle. A spark plug is located in each cylinder. The work of candles is carried out in a strict order at a given time. The efficient operation of the engine depends not only on the occurrence of a spark, but also on the strength of its current, which is also one of the functions of the SZ.

The power source of the car is, which generates a current of a certain strength. The voltage that comes from the battery is not enough to ignite the combustible mixture. The solution to this problem is entrusted to the SZ. It increases the voltage that comes from the battery, and delivers it at the right time to a certain candle. The strength of the incoming current is enough to create a spark that can ignite the fuel assemblies.

The main stages of any SZ:

• accumulation of the necessary charge;
• conversion of low-voltage current to high-voltage;
• charge distribution;
• the formation of a spark on candles;
• ignition of the combustible mixture.

The following requirements are imposed on the SZ:

1. Apply a spark at the time specified by the settings of the gas distribution system to the candle of a particular cylinder. The operation of the cylinders must be synchronized, then the engine will work stably.
2. A spark should appear in the candle with an accuracy of tenths of a second at the time specified by the system settings. This is set in the settings. In other words, if a spark is formed earlier or later by literally a second, the car will not start.
3. To obtain the required spark power, the SZ must be configured in such a way as to ignite fuel assemblies with a certain density and specific proportions of fuel and air.
4. Ensure the reliability of the engine, the operation of which begins with the formation of a spark and ignition of the fuel mixture.

To understand how the engine works, you need to understand the operation of the SZ (the author of the video is Alexander Krupko).

Types of ignition systems

There are three types of ignition systems:

1. Contact. It is obsolete and is found on old domestic vehicles. It controls and distributes electricity in it by a mechanical device - a breaker-distributor. A more modern version of the contact system has become a contact transistor NW. The novelty in it is the use of a transient commutator in the primary circuit of the coil.
2. Contactless. In this system, also called transistorized, charge accumulation is controlled by a transistor switch (an electromagnetic generator of electrical impulses), which interacts with a non-contact impulse controller. The switch in this system plays the role of a breaker. The high-voltage current is distributed by a mechanical interrupter.
3. Electronic. Manages the ECU process. In early versions of this system, the ECU controlled not only the SZ, but also the fuel injection system. In the latest versions, it controls the ignition.

Photo gallery

1. Details of contactless SZ 2. Elements of electronic SZ

Contact

Contact SZ (KSZ) is the oldest, but is still widespread due to the large number of old cars. Its main advantage is reliability. Due to its simple design, there are few malfunctions in it, and therefore it rarely fails. And the repair of components and mechanisms of the system is very cheap and doable on your own.

KSZ consists of the following components:

• power source (battery);
• mechanical interrupter;
• distributor;
• coils;
• castle;
• candles.

The principle of operation is simple. A voltage is supplied from the power source, which, passing through the coil, is converted into a high-voltage current. When the contacts open, a spark is generated. This should clearly coincide with the moment when the compression stroke in the cylinder ends. The resulting spark ignites the fuel assemblies.

A feature of the system is that it works through contacts. This is also its disadvantage, as mechanical parts wear out and sparking worsens.

Contactless

On modern machines, contactless SZ (BSZ) is mainly installed. This system has advantages over the previous one, since it does not depend on the opening of contacts. The resulting spark has a lot of power. The main element of the BSZ is a transistor switch, which is paired with a special sensor.

The electromagnetic generator ensures the stability of operation and the supply of electricity to all nodes. Thanks to its functioning, the engine produces more thrust and saves fuel. Independence from the operation of the contact group guarantees high-quality sparking.

The advantage of BSZ is ease of maintenance. In order for the system to work stably and for a long time, you need to regularly lubricate the shaft in the distributor. Service maintenance should be performed every 10 thousand kilometers. The disadvantage is the difficult repair. To identify malfunctions, you need to have special equipment for diagnostics, so you won’t be able to fix the BSZ on your own.

Electronic

This system is installed on most modern foreign cars. There are no mechanical moving parts, so there are no problems with contact oxidation and interruptions in sparking. The operation of the system is controlled by the unit using special sensors, a distributor with.

Thanks to electronics, the formation and supply of sparks to the cylinders is carried out with greater accuracy and reliability than previous SZs. Due to this, the power of the power unit increases, its operation improves, and fuel consumption decreases. The components included in the SZ have high reliability.

In an electronic SZ, it is easier to adjust the mating angle, the current is more stable. The working mixture in the cylinders is almost completely burned, which increases the purity of the exhaust gases. The complexity of the design makes it almost impossible to self-repair in the garage. Therefore, you have to contact specialized centers that are equipped with the latest equipment.

A transistor SZ is installed on the ZIL 130 car, which simplifies its operation and repair, which should not cause problems.

System Diagnostics and Troubleshooting

Having a contact transistor ignition system, ZIL 130 is not immune from breakdowns. In order to carry out the necessary repairs, you need to know what malfunctions are possible, be able to detect and eliminate them.

There are several signs by which you can determine that there are problems in the SZ:

1. Problems with starting the engine. In this case, the car is difficult to start or not the first time. When the ignition is turned on, characteristic sounds appear.
2. When the engine is running at idle, the speed disappears. You can determine the need for repairs by sensors. If the speed readings differ by more than 500 rpm, then an urgent repair is necessary.
3. The throttle response of the motor decreases, the power drops. This can be determined by how the car accelerates when you press the gas pedal.
4. Increased fuel consumption. You can notice a change in fuel consumption if you know how much fuel was consumed in different speed modes.

If problems arise in the SZ on a ZIL 130 car, you need to check the passage of current. First you should check the spark production for. To do this, a new candle must be connected to a high-voltage wire and try to start the engine. If the spark does not jump, you need to check the integrity of the wiring, the quality of the connections and contacts, the presence of oxidation, excess moisture, etc.

If, after checking the circuit and troubleshooting, ignition problems remain, sparking must be traced in reverse order. To do this, you need to follow the path from the spark plug along the high-voltage wire to the distributor contact, then to the coil, and end the path at the control unit. Testing requires specialized knowledge and diagnostic equipment.

The spark plug test should be done on all cylinders. If it is absent only on one of the candles, then the problem must be sought in the gap between this candle and the distributor. If there is no spark on any candle, then faults should be sought in the outputs of the control unit and in itself.

How to check ignition timing?

For the effective operation of the SZ, it is important that the ignition is correctly installed, the lead angle is set correctly. Late arrival of a spark or too early can cause malfunctions in the operation of the SZ on a car.

If the ignition is too late, the ignition procedure is difficult. In this case, the working mixture does not burn out completely, fuel consumption increases. With early ignition, the fuel assembly does not have time to enter the cylinders, as a result, engine power drops. Therefore, you need to monitor the moment of ignition so that it does not go astray.

Guide for setting the ignition timing on the ZIL 130

The ignition is installed in the following order:

1. First you need to unscrew the candle from the 1st cylinder and insert a paper stopper instead.
2. Then you need to slowly turn the crankshaft until the piston of the 1st cylinder takes the TDC of the compression stroke. This moment is determined by the cork, which pops out of the hole of the turned-out candle with a pop.
3. The mark on the crankshaft pulley should be aligned with the mark on the camshaft gear cover.
4. Next, you need to install the distributor drive. To do this, it must be lowered into the socket of the engine block. It is necessary to align the holes on the plate on the bottom of the actuator with the holes on the threaded cylinder block. The axis of the hole in the top plate must not deviate from the groove on the motor shaft by more than 15 degrees to either side. The groove must be moved to the front of the power unit.
5. When the drive is installed as expected, it must be bolted.
6. At the next stage, you need to combine the mark on the pulley and the mark located between 3 and 6 combs.
7. Next, use the adjusting screws to align the index arrow on the top plate of the octane corrector with the “0” position on the bottom plate. This position must be fixed with nuts.
8. Now you should place the distributor-breaker in the drive in such a position that the vacuum regulator is located at the top. You can determine the location of the wire of the first cylinder located on the cover of the breaker-distributor by the position of the slider.
9. The ignition moment is set by turning the breaker by the body until the contacts open and a 12 V control lamp lights up, which must be connected to the body ground and the low voltage distributor output. Thus, you need to catch the moment of spark supply to the 1st cylinder. This position of the breaker-distributor must be fixed.
10. Then you should install the cover of the distributor, and then connect the high-voltage wires to the cylinders in series. First, the wire is connected to the 1st cylinder. The remaining wires are connected in the order in which the cylinders work (1-5-4-2-6-3-7-8).
11. Then the center wire is connected to the coil.

After completing the installation, you need to check the operation of the ignition system. If the contact SZ ignition ZIL 130 or 131 is checked, then the breaker contacts must be opened during the check. The BSZ is checked by turning the ignition on/off with the key.

If the ignition timing is set correctly, during the acceleration of the car, a slight detonation will be felt, which disappears when the speed reaches 40-45 km / h.

Instruction

So, the repair is completed: worn parts are replaced, attachments are installed on the engine, and it is put in place, fixed, electrical equipment is connected, the battery is connected. It's time to start installing the ignition.
Unscrew the candle of the first cylinder and insert a paper swab into the hole. Slowly rotate the crankshaft with a handle (crooked starter) until the piston of the first cylinder comes to top dead center (TDC) of the compression stroke. We are informed about this by a paper cork, which will be thrown out of the candle hole with a slight pop. Align the mark on the crankshaft pulley with the TDC mark on the comb mounted on the camshaft cover.

Install the distributor drive (pulse sensor). To do this, lower it into the hole in the engine block and align the hole on the bottom drive plate with the threaded holes on the engine block. In this case, the axis of the hole on the top plate of the drive must not deviate from the groove on the drive shaft by more than 15 degrees (plus/minus). Position the groove with an offset towards the front end of the cylinder block.

After making sure that the drive is installed correctly, fix it with bolts. Turn the crankshaft until the mark on the pulley is opposite one of the marks located between the numbers 3-6 of the comb (ignition timing).
Adjusting screws set the upper plate of the octane corrector to the "zero" mark on the scale on the lower plate. Fix this position, insert the breaker-distributor into the drive so that the octane corrector is located at the top. The position of the slider will tell you where the wire of the first cylinder will be located on the distributor cap.

By turning the breaker by the body, achieve such a position at which the control light goes out, i.e. until the moving contact shaft is pressed out by the cams. Find the moment of spark supply to the spark plug of the first cylinder. Lock the breaker-distributor housing in this position.

Install the cover and insert high voltage wires into its holes. First, the wire of the first cylinder, and then the wires of the remaining cylinders in the order of their operation 1 - 5 - 4 - 2 - 6 - 3 - 7 - 8. Connect the center wire to the ignition coil.

Check the operation of the ignition system, i.e. the presence of a spark between the central wire and the cylinder block. With a contact ignition system, open the breaker contacts. With a contactless system, turn on / off the ignition with the key.
Start the engine with the electric starter. After it warms up, finally check the operation of the ignition. If problems persist, adjust the ignition system with an octane corrector.