Installation of ignition with two circuits, which is supplied with one or two hall sensors, is acceptable for any modern car with a new tumblr. The main thing is to have at hand and use two switches to solve this issue. Although the option is acceptable when the driver has only one switch operating on a two-channel basis. In this case, dual-circuit ignition is installed on the classics without problems.

There are several ways to install dual-circuit ignition. Photo: mp3-oblako.ru

Advantages of Dual Circuit Ignition

In this ignition option, there are several components:

1. Trambler.
2. Coil.
3. Switch.

There are also additional parts, without which correct system don't create:

• Good wiring to match the new ignition.
• Various types of fasteners.
• Spark plugs with appropriate specifications.

Such a system has its sides, both negative and positive.

From the advantages:

1. Increasing the maximum frequency of the HF internal combustion engine.
2. No resonant circuit.
3. Increasing the voltage on the candles up to 22 kV.
4. Improving sparking.
5. No centrifugal type voltage distributor.
6. RPM increase.

   Such benefits will be received by everyone who decides to install a dual-circuit ignition on a VAZ.

Install dual ignition

This image will help you set TDC. Photo: avtodvizhok.ru

• The first step is setting TDC. This indicator must be at least 4 cylinders. It is easy to see it by the position of a special slider. When this is done, the crankshaft ratchet turns to the mark on the pulley.
• Old candles and coils with a tumbler are dismantled, completely. The main thing is to remember the color of the wires that are connected to the devices, as well as the order of operation.
• After that, proceed to the laying of new wiring.
• The new high voltage coil is installed first.
• Then comes tumblr. It should stand exactly the same as the old one. Between different models slight differences in this respect. Only the height of the cylinder block can be different in certain systems. Depending on this, a suitable length is selected, which the drive shaft must have.
• The next step is to mount the switch. Shield engine compartment- the ideal place to mount this device.
• Candles are screwed separately. Wear wires that support high voltage.
• Wiring is connected.

About the features of dual-circuit ignition

Usually this type is installed on engines that work and are sold together with carburetors. Thanks to this, it is possible to minimize the disadvantages that the corresponding types of motor have.

It is believed that the transition from 1-circuit ignition to 2-circuit ignition is considered a serious progress. In modern conditions, the first version of the archaic system has long been outdated.

Changes can be felt immediately after the system has been installed. But does it make sense to install a new variant? To answer this question, you need to delve a little deeper.

How a two-circuit system with one hall sensor works - find out in this video:

In some switches, devices and systems are built in from the beginning that allow you to track peak times. And watch the device when the energy is no longer effective. The transition mode appears automatically in the switch so that the coils do not get too hot. For example, in normal mode, approximately 10 A is delivered. When the operation is limited, the result is reduced by about half.

In this position, the device is until a special signal is given. There are other rules that are equally important.

1. The energy accumulation time is determined by the amount of current supplied through the coil.
2. The voltage itself does not have its own time value. It depends on the voltage at which the on-board system operates.

For example, when the engine is running, the on-board network produces an average voltage of 14 volts.

In an average coil, the maximum voltage builds up in about three milliseconds. Photo: aliexpressin.ru

Everything happens at the moment when the circuit is closed, and the coil is fully charged. It's time to give the signal to spark. We get the following results after calculations from standard mathematics:

• At engine speeds of 1000 units, 33 sparks per second occur.
• 30 milliseconds in this situation is the time interval from the formation of one spark to another.
• It takes three milliseconds for the coil to charge. And for the process of burning a spark - only one.
• We get a total cycle equal to 4 milliseconds. This makes it possible to quickly supply additional charges to the coil.

Coils feel best when the speed level is maintained up to 6 thousand units. In this case, the device fires approximately 200 times per second. So the cycle is up to 5 milliseconds. There is enough time for the device to ignite quickly and continue to work as efficiently as possible.

But difficulties can be encountered when working at 7500 rpm and more.

Proven Ignition Circuits

The main thing during work is to check with standard schemes. Or with the option that the user himself chose in this or that case. Only after a complete check has been completed, you can proceed to start the engine. You need to make sure that the position and operation of the parts are fully consistent with the diagram.

For more clarity, you can use this diagram. Photo: h-a.d-cd.net

Most of the work in this direction is related to the components of the electrical network. This means that without a minimum of knowledge in this area, it is better not to start the process at all.

And another version of the 2-circuit ignition scheme.

Outcome

Someone support dual circuit systems, and someone evaluates them very critically. This system can work as a middle option between other devices on the market. For the most part, it is used to improve an existing motor. And as an alternative to engines that run on injectors. Over time, it is the dual-circuit devices that become more and more reliable and of high quality. With an increased compression ratio, they will also be a good option, capable of providing high efficiency in any conditions.

MICROPROCESSOR IGNITION INSTEAD OF TRAMBLER

Without going into detailed reasoning "why is this necessary?" I want to note a number of negative aspects of the distributor's operation, as the main element of this type of ignition system. This is first of all:
- instability of work;
- general unreliability associated with the presence of moving parts, the presence of a spark distributor with contacts (subject to electrical erosion and burning);
- the fundamental (embedded in the design) inability to correctly regulate the UOS depending on the engine speed (this regulation is carried out by means of a centrifugal regulator that is not capable of changing the UOZ according to the ideal characteristic). As well as a number of other shortcomings.
The microprocessor system, in addition to eliminating these shortcomings, is capable of perceiving and regulating the UOZ additionally based on two additional parameters that the distributor cannot perceive, namely: temperature measurement and accounting for UOZ depending on it and the presence of a knock sensor capable of preventing this harmful phenomenon.

So, what do we need to implement this system on the motor. And we need the following:

Rice. one

Rice. 2

From left to right: (Fig. 1) crankshaft damper (pulley) UMZ 4213, 2 ignition coils ZMZ 406, coolant temperature sensor (DTOZH), knock sensor (DD), absolute pressure sensor (MAP), synchronization sensor (DS), harness wires ZMZ 4063 (for carbureted version), (Fig. 2) Mikas brand controller 7.1 243.3763 ​​000-01

Everything is assembled according to the following scheme:

Rice. 3

1 - Mikas 7.1 (5.4); 2 - absolute pressure sensor (MAP); 3 - coolant temperature sensor (DTOZH); 4 - knock sensor (DD); 5 - synchronization sensor (DS) or DPKV (KV positions); 6 - EPHH valve (optional); 7 - diagnostic block; 8 - terminal in the cabin (not used); 9 - ignition coils (left - for 1, 4 cylinders, right - for 2, 3); 10 - spark plugs.

Assigning contacts on Mikasa. From top to bottom, see Figure 3:
30 - common "-" sensors;
47 - pressure sensor power supply;
50 - pressure sensor "+";
45 - input, coolant temperature sensor "+";
11 - input signal from the knock sensor "+";
49 - frequency sensor (DPKV) "+";
48 - frequency sensor (DPKV) "-";
19 - common power (ground);
46 - EPHH control (not used in my case);
13 - L - diagnostic line (L-Line);
55 - K - diagnostic line (K-Line);
18 - battery terminal + 12 V;
27 - ignition switch (short circuit contact);
3 - to the malfunction lamp;
38 - to the tachometer;
20 - ignition coil 2, 3 (since the DPKV is planned to be located on the other side than in the standard version, this contact will go to short circuit 1, 4);
1 - ignition coil 1, 4 (for 2, 3);
2, 14, 24 - mass.

Without alterations, only the KV damper is generally installed, it is completely interchangeable with the old one.

Rice. 4

There is nowhere to screw the DTOZH into the 417th motor, but it should be located in a small circle of coolant circulation. The regular place of the temperature sensor is most suitable for these purposes. but seat there is more of this sensor than the DTOZH of the new system, so I had to make an adapter from some kind of plumbing part like an adapter, the outer thread of which coincided with the thread in the pump where the temperature sensor is screwed. On the inner surface of the adapter, I had to make a thread myself. As a result, the sensor fell into place quite tightly, there was no leak when the engine was running. The old temperature sensor had to be moved to the place of the emergency temperature sensor on the radiator. Here is the location of the DTOZH:

Rice. five

The knock sensor didn't work that easily either. Although it was possible to buy a special nut from UMZ 4213, which was located on the cylinder head stud. However, I accidentally found a protrusion on the cylinder block with a threaded hole (for what - it is not known). However, the bolt that can be screwed there turned out to be about 1 mm thicker than the hole in the DD. This hole had to be drilled out. Now DD is in a better place than it was intended in the state: on the cylinder block between the 3rd and 4th cylinders.

Rice. 6

(DD in the center of the photo)

To install the DPKV, it is necessary to make a corner from a suitable material (I have aluminum) and fix the sensor on it ...

Rice. 7, 8

Then, hang the entire structure on the stud for fastening the RV gear cover:

Rice. 9, 10

The distance from the sensor to the pulley teeth should be within 0.5-1 mm. The sensor must be placed on the 20th tooth after the CVs that are absent along the direction of rotation in the TDC position of 3, 4 cylinders (in the state of the DPKV it is located, focusing on the TDC of 1, 4 cylinders, but, since the sensor itself is located 180 ° from the regular place location, it is necessary to take this into account and orient it to the TDC of 3, 4 cylinders, i.e. to rotate the KV by 180 °). Because in the standard, the compression ratio of UMZ 417 is within 7, then for the use of high-octane gasoline, the optimal ignition timing was experimentally determined by 20 ° more than the standard one, so I placed the sensor on the 24th tooth of the KV pulley (for standard fuel, it is desirable to set the DPKV to 20th tooth after the missing ones). In any case, it is necessary to check the correct location of the sensor locally by finding the TDC first of the 1st, 4th, and then the 2nd, 3rd cylinders. It is possible to install the RV gear cover from UMP 4213 (they say it should fit) with a standard mount for the DPKV.

To fix the ignition coils, you can find a valve cover from UMZ 4213 (I did not find it) or make a mount yourself. For this, 4 pieces of long M6 bolts 100 mm long, washers, nuts and two plates with holes were bought.

Rice. 11, 12

To prevent the coil from popping out from under the plates, the edges of the plates were bent.

Rice. 13, 14, 15

Coils can be placed directly on the valve cover. Because the donor is a loaf, then there is little space up under the hood, so it was decided to place the coils directly on the lid, pressing them with plates with bolts. Just in case, holes must be drilled in places between the rocker arms in order to exclude possible touching of the bolt head on the inside of the cover by the rocker arm.

Rice. 16

The coils are pressed with plates with curved edges directly to the valve cover, such a fastening is quite reliable and the coil jumping out from under the plate is excluded. For reliable fastening, it is better to also wrap the lock nut so that the bolts do not fall down onto the cylinder head.

Rice. 17, 18, 19, 20

Placement of a short circuit under the hood and fitting of explosive wires, which, by the way, remained standard. For the 1st, 4th cylinders, it is convenient to use a short circuit located behind, because the wire of the 4th cylinder is short, and the 1st is long enough, the short circuit for the 2nd, 3rd cylinders can be placed more freely, the length of the wires is sufficient.

Rice. 21

The wiring was also modernized: firstly, the wire going to the DD was lengthened ...

Rice. 22

There is a shielding braid in the wire, it must be extended and made to the full length of the extended wire,

secondly, the computer power supply scheme has been changed: in the state, the computer power was turned off along with the short circuit power supply, I made the computer power supply constant. To do this, you need to disassemble the wiring, remove the extra wires, in the diagram of fig. 3 disconnect the black wire from block 8 from valve 6 and solder both to the wire going to terminal 18 of the computer, disconnect the computer power wire from the pigtail and connect it to the constant battery positive (I connected directly to the battery terminal, because it is closest to computer). To do this, you need to disassemble the block connected to the controller and change the circuit:

Rice. 23, 24, 25

I took the short-circuit power supply from the resistor of the standard coil, connecting it to the + terminal (bypassing the resistor), soldering the "ear":

Rice. 26

The location of the controller is a matter of taste. In loaves, it seems to me that the location behind driver's seat, above the accumulator:

Rice. 27

For cable routing under the hood in the plate covering engine compartment(in loaves), a hole was drilled:

Rice. 28

The wires, without additional lengthening, could not be neatly arranged, so part turned out to be longer, part shorter, so everything is in sight, neat people can get confused, I don’t care ...

Rice. 29

I also fixed the DBP directly on the wiring, the sensor is not heavy, so it won’t go anywhere, the same hose is connected to it as it goes from the carburetor to the distributor’s vacuum regulator.

In the picture below, you can see the new hood loop, the old ones had to be cut off, because. one of them touched the ignition coil.

The distributor is a device responsible for sparking at the moment when it is needed. This component is an indispensable component of a modern internal combustion engine, because thanks to the distributor, the combustible mixture is ignited when the automotor piston occupies the highest point.

Purpose of the device

Note. As you know, in a modern car engine there are more than one cylinders. For this reason, the spark is formed at different times, and the distributor is designed to clearly and competently control everything.

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Without a distributor, it is impossible to imagine the functioning of a gasoline internal combustion engine. Be it domestic car old-style or modern, a German foreign car or a Japanese SUV, the presence of a distributor distributor in the ignition system is mandatory.

In general, the ignition system of a car is the most important aorta of a gasoline engine. Without good nutrition, there can be no question of normal operation of the internal combustion engine depending on the combustion of the combustible mixture. Energy motor modern type gets from it.

The ignition system during operation generates voltage, which in turn is supplied to the candles. On the latter, a spark sufficient to ignite the combustible is formed.

However, without a distributor, the processes presented earlier would be nothing more than a theory. Only the distributor makes the process of sparking and ignition a reality.

These are the direct responsibilities assigned to such a detail as a distributor.

1. Responsible for spark generation. The distributor in this case opens the contacts.
2. Accumulates energy, which at the right time can be released to the operation of the engine. Energy is stored in the bobbin.
3. Generates voltage to a specific candle.
4. Able to transform sparking. This format depends on driving characteristics. A lot depends, of course, on the type and quality of fuel.

Obviously, the distributor performs many useful functions. Without high-quality and efficient operation of the distributor, it is impossible to imagine the trouble-free operation of the engine.

Interestingly, however, in different cars, the basis for the functioning of the device may differ. For example, if we take a domestic VAZ car as an example, then here the distributor is directly connected to the crankshaft. Their relationship is carried out with the help of pistons that appear at the highest point of their trajectory.

At this very moment, the contacts of the distributor are disconnected, and as a result, high voltage appears. It goes to the candle of the required cylinder.

in the motor combustible mixture completely burns out, and the resulting explosive energy is transformed into mechanical energy, thus activating the entire system. The crankshaft does not stop rotating.

The relationship between the shaft and the distributor is based on the impact. In other words, the crankshaft acts on the distributor cam. But the most important advantage The switchgear acts as a repetition of the process of explosion and combustion. In other words, as soon as the propulsion piston rises to the top position, everything repeats.

It would be more correct to say that an ignition coil is also added to the tandem of the distributor and crankshaft, which directly generates current.

However, it is quite difficult to understand the whole principle of the distributor in the above way. If you are interested in the subtleties of the process, you should study such points as lead angles.

UZSK and UOZ: what is it

UZSK is an angle - a parameter indicating the time interval of contact closure. He means the energy that accumulates in the coil after the formation of a spark.

From UZSK envy, the amount of energy supplied to form a spark in the distributor.

If the parameter is insufficient, the residual energy will not be enough for the normal functioning of the internal combustion engine. The latter will start to fail and lose in dynamics. A distributor with a small distance between the contacts every minute will only aggravate the situation - the coil will not be fully charged.

To adjust the UZSK, you need to adjust the switchgear. It is noteworthy that for a separate model of the ignition system, the format may have its own, individual character. In other words, there is no such thing as optimal data.

For the moment of ignition, the UOZ is responsible. It is erroneously believed that the combustible mixture is instantly burned. But in order for the whole system to function like a clock, the combustion moment is set before the piston rises to TDC.

This value, of course, changes regularly and in most cases depends on the functioning power plant, parameters and load. The quality of the fuel is also of no small importance, because so that the mixture does not burn out instantly, there is a CNTR regulator.

See also video about distributor

What is the device made of?

Distributor components are a whole world. Each of the elements plays an important role in the functioning of not only the distributor, but the entire ignition system. Consider the main details that affect the operation of the device.

1. Rotor	This component functions in tandem with the camshaft gear.
2. Breaker	The part contains a cam clutch that functions in conjunction with a centrifugal clutch.
3. Slider	Mandatory element fixed to the shaft. It rotates simultaneously with the shaft.
4. Coil	The part has a double winding, a mandatory element of the electrician.
5. VK	The regulator is vacuum, clearly providing ignition advance. The main component of the VC, in turn, is a capacitor that absorbs parts of the charge and protects the contacts from possible melting.

The VC controller is a regulator capable of influencing the UOP. This is especially important when the load of an automobile power plant changes. Separately, adjustments are made to the operation of the switchgear components.

In fact, the VC controller is a closed cavity. Inside the design there is a diaphragm that provides the best performance. One of the cavities is directed towards the carburetor.

In the process of discharging, the diaphragm rushes forward and this compresses the movable type disk, as well as the interrupter cam. By current situation, the response time is corrected.

The distributor is able to modify the sparking moment, thus influencing the operating characteristics of the power plant.

In distributors of certain types, an octane corrector is often installed. The component is responsible for the speed of rotation of the roller.

It is noteworthy that on the very first models of the distributor, the octane corrector was manually adjusted. This added extra hassle to the drivers. Modern components function fully automatically.

The distributor octane corrector is the most important element, otherwise it would not have been installed. A certain type of distributor cannot function normally without it. It is this regulator that changes the UOZ if the owner fills in fuel with a different OCH.

As for the design of the regulator itself, outwardly the octane corrector resembles two plates, endowed with an arrow. The latter has special risks through which POP is regulated. By the way, the same arrow is mounted on the power plant.

Note. It is impossible to do without an octane corrector if the owner is used to pouring into fuel tank fuel with different octane.

Whatever the ideal distributor of the car, time, technical progress and the desire of a person to increase operational comfort do not stand still. Contactless ignition system is definitely a step forward.

It is a constructive continuation of the contact-transistor ignition system. Difference - instead of interrupting and opening contact group a non-contact type sensor is installed.

The new system is now standard installed on all well-known foreign cars, some models domestic cars. The advantages of this system over the old one are obvious: fuel consumption is reduced several times, the amount of emissions is reduced, and the power plant capacity is increased. Thanks to new system ignition, the fuel-air mixture also burns better and better.

The non-contact ignition system includes a number of elements, among which, of course, the distributor is of the greatest importance. It connects to the spark plugs and integrates with the ignition coil. For this, special armored wires are used.

The classical principle of BSZ functioning is presented in the table below.

1	When rotating crankshaft engine, the sensor-distributor generates voltage pulses and transmits them to the transistor switch.
2	The switch creates current pulses in the primary circuit of the ignition coil.
3	When the current is interrupted, a current is induced high voltage in the secondary winding of the ignition coil.
4	High voltage current is applied to the central contact of the distributor.
5	In accordance with the order of operation of the engine cylinders, a high voltage current is supplied through the high voltage wires to the spark plugs.
6	Spark plugs ignite the fuel-air mixture.

As for the adjustment of the POP, for this, in contactless system the answer is ROS. In the course of changing the load on the motor, the regulation of the UOZ is already carried out by the VK-regulator.

Thus, knowing the contents of the distributor, the principle of its operation, purpose and advantages, you can understand a lot for yourself.