Electronic Ignition System Description
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Electronic Ignition System Description
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Electronic Ignition (EI) System Operation
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The electronic ignition (EI) system produces and controls the high energy spark. This spark ignites the compressed air/fuel mixture at precisely the correct time, providing optimal performance, fuel economy, and control of exhaust emissions. The engine control module (ECM) primarily collects information from the crankshaft position and camshaft position sensors to control the sequence, dwell, and timing of the spark.
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Crankshaft Position Sensor
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The crankshaft position sensor is connected to the ECM by the following circuits:
The crankshaft position sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The crankshaft position sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the crankshaft position sensor output depends on the rotational velocity of the crankshaft. The crankshaft position sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the crankshaft position sensor. The ECM uses each crankshaft position signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information, along with information from the camshaft position sensors is then used to determine the optimum ignition and fuel injection points of the engine. The ECM also uses crankshaft position sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and to detect cylinder misfire.
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Crankshaft Reluctor Wheel
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The crankshaft reluctor wheel is part of the crankshaft. The reluctor wheel consists of 58 teeth and a reference gap. Each tooth on the reluctor wheel is spaced 6 degrees apart with a 12-degree space for the reference gap. The pulse from the reference gap is known as the sync pulse. The sync pulse is used to synchronize the coil firing sequence with the crankshaft position, while the other teeth provide cylinder location during a revolution.
The camshaft position sensors are triggered by a notched reluctor wheels built onto the intake and the exhaust camshaft sprockets. Both of the camshaft position sensors provide four signal pulses every camshaft revolution. Each notch, or feature of the reluctor wheel is of a different size which is used to identify the compression stroke of each cylinder and to enable sequential fuel injection. Both of the camshaft position sensors are connected to the ECM by the following circuits:
The knock sensor system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation, also known as spark knock. The knock sensor system uses one or 2 flat response 2-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the knock sensor detects. The control module receives the knock sensor signal through the signal circuit. The knock sensor ground is supplied by the control module through the low reference circuit.
The control module learns a minimum noise level, or background noise, at idle from the knock sensor and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal knock sensor signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal knock sensor signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses knock sensor signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel.
If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal signal from the knock sensor will lie outside of the noise channel or will not be included. The knock sensor diagnostics are calibrated to discover faults in the knock sensor control unit, the knock sensor's cable routing or the knock sensor's output signal. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise.
Each ignition coil/module has the following circuits:
The ECM controls the individual ignition coil/modules by transmitting timing pulses on the IC circuit of each ignition coil/module to enable a spark event.
The spark plugs are connected to each coil by a short boot. The boot contains a spring that conducts the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency.
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Engine Control Module (ECM)
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The ECM controls all of the ignition system functions, and constantly corrects the spark timing. The ECM monitors information from various sensor inputs that include the following:
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Throttle position (TP) sensor
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Engine coolant temperature (ECT) sensor
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Mass air flow (MAF) sensor
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Intake air temperature (IAT) sensor
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Vehicle speed sensor (VSS)
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Manifold absolute pressure (MAP) sensor
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Intake air pressure and temperature sensor
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During normal operation the ECM controls all of the ignition system functions. If the crankshaft position or either camshaft position sensor signals are lost, the engine will continue to run because the ECM will default to a limp home mode using the remaining sensor input. Each of the ignition coil/modules are internally protected against damage from excessive voltage. If one or more ignition coil/modules were to fail, a misfiring condition would result. Diagnostic trouble codes are available to accurately diagnose the ignition system with a scan tool.
