01-05-2015, 03:58 PM
please give me this seminar report to give the presentation on this.
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seminar report on battery ignition system
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please give me this seminar report to give the presentation on this.
28-03-2017, 03:59 PM
Most modern spark-ignition engines use a battery-powered ignition system. The essential components of the battery's ignition system are a battery, ignition switch, ballast resistor, ignition coil, breaker points, capacitor, capacitor distributor and spark plugs. The rupture points, the capacitor, the distributor rotor and the spark advance mechanisms are generally housed in the ignition distribution. The break points are driven by a shaft driven at half speed of the engine for a four stroke engine. The distributor rotor is connected directly to the same shaft.
The system has a primary low voltage current circuit and a secondary circuit for the high voltage circuit. The primary circuit consists of the battery, the ammeter, the ignition switch, the primary coil winding and the switch points. The primary coil winding normally has approximately 240 revolutions of relatively heavy copper wire wound around the soft iron core of the ignition coil. The secondary circuit contains the secondary coil windings, the distributor, the spark plug wires and the spark plug. The secondary windings consist of approximately 21000 turns of small, well insulated copper wire.
![[Image: battery-ignition-system.png]](https://cdn.me-mechanicalengineering.com/wp-content/uploads/2015/12/battery-ignition-system.png)
Schematic diagram of the battery-operated ignition system
When the ignition switch and the switch points are closed, a low voltage current flows from the battery through the primary circuit and accumulates a magnetic field around the soft iron core of the ignition coil. When the switch points are opened by the action of the cam on the distributor shaft, the primary circuit is broken and the magnetic field begins to collapse, an induced current of the collapsing magnetic field flows in the same direction in the primary circuit that the Battery Current and charge the capacitor which acts as a reservoir for the flowing current due to a rapidly collapsing magnetic field, a high voltage is induced in the primary (can be as high as 250 volts) and even higher in the secondary (10,000 to 20,000 volts).
The high voltage in the secondary passes through the rotor of the distributor to one of the cables of the spark plug and in the spark plug. As soon as sufficient tension is generated in the secondary to overcome the resistance of a spark plug, the spark arcs through the gap and the fuel charge on the cylinder is ignited.
The current induced in the primary to overcome the resistance of a spark through the gap and the ignition of the fuel charge in the cylinder takes place. The induced current is the main, as noted above, flowing in the same direction as before the rupture points were opened and charge the capacitor. The increasing potential of the capacitor is delayed and finally stops the flow of current in the primary circuit and "backfires" or discharges back through the primary, but in the opposite direction to the original current flow. This rapid discharge of condensation produces directional oscillation in the current flow in the primary circuit.
This oscillation is the weekend with each successive reversal in the current flow until the original potentials and the direction of the current flow of the primary circuit are established. The discharge of the condenser by itself does not produce the spark, but only accelerates the collapse of the magnetic field around the soft iron core. The capacitor, which has a capacitance range of 0.15 to 0.24 mf in the automotive system, not only aids the collapse of the magnetic field, but also avoids arc at the cut-off points by providing a place for the current Induced flow in the primary circuit circuit.
If the capacitor is too small or too large, the break points will lead to excessive chopping will result in the points of the switch and the distributor must be carefully synchronized with the engine crankshaft to give proper sync of the spark in each of the Cylinders. The switch is often referred to as the timer, since the time or point in the cycle in which the spark occurs occurs depends on the opening moment of the switch points. The spark plug wires are called the ignition harness. Since lead has a very high potential, special insulation is required to avoid a short circuit. Even with special insulation, these cables are subject to breakdowns that result in high voltage short circuits and leaks that reduce the voltage available at the working socket. In addition, conductors must be shielded to aid in the prevention of radio interference.
The system has a primary low voltage current circuit and a secondary circuit for the high voltage circuit. The primary circuit consists of the battery, the ammeter, the ignition switch, the primary coil winding and the switch points. The primary coil winding normally has approximately 240 revolutions of relatively heavy copper wire wound around the soft iron core of the ignition coil. The secondary circuit contains the secondary coil windings, the distributor, the spark plug wires and the spark plug. The secondary windings consist of approximately 21000 turns of small, well insulated copper wire.
Schematic diagram of the battery-operated ignition system
When the ignition switch and the switch points are closed, a low voltage current flows from the battery through the primary circuit and accumulates a magnetic field around the soft iron core of the ignition coil. When the switch points are opened by the action of the cam on the distributor shaft, the primary circuit is broken and the magnetic field begins to collapse, an induced current of the collapsing magnetic field flows in the same direction in the primary circuit that the Battery Current and charge the capacitor which acts as a reservoir for the flowing current due to a rapidly collapsing magnetic field, a high voltage is induced in the primary (can be as high as 250 volts) and even higher in the secondary (10,000 to 20,000 volts).
The high voltage in the secondary passes through the rotor of the distributor to one of the cables of the spark plug and in the spark plug. As soon as sufficient tension is generated in the secondary to overcome the resistance of a spark plug, the spark arcs through the gap and the fuel charge on the cylinder is ignited.
The current induced in the primary to overcome the resistance of a spark through the gap and the ignition of the fuel charge in the cylinder takes place. The induced current is the main, as noted above, flowing in the same direction as before the rupture points were opened and charge the capacitor. The increasing potential of the capacitor is delayed and finally stops the flow of current in the primary circuit and "backfires" or discharges back through the primary, but in the opposite direction to the original current flow. This rapid discharge of condensation produces directional oscillation in the current flow in the primary circuit.
This oscillation is the weekend with each successive reversal in the current flow until the original potentials and the direction of the current flow of the primary circuit are established. The discharge of the condenser by itself does not produce the spark, but only accelerates the collapse of the magnetic field around the soft iron core. The capacitor, which has a capacitance range of 0.15 to 0.24 mf in the automotive system, not only aids the collapse of the magnetic field, but also avoids arc at the cut-off points by providing a place for the current Induced flow in the primary circuit circuit.
If the capacitor is too small or too large, the break points will lead to excessive chopping will result in the points of the switch and the distributor must be carefully synchronized with the engine crankshaft to give proper sync of the spark in each of the Cylinders. The switch is often referred to as the timer, since the time or point in the cycle in which the spark occurs occurs depends on the opening moment of the switch points. The spark plug wires are called the ignition harness. Since lead has a very high potential, special insulation is required to avoid a short circuit. Even with special insulation, these cables are subject to breakdowns that result in high voltage short circuits and leaks that reduce the voltage available at the working socket. In addition, conductors must be shielded to aid in the prevention of radio interference.
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