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Improvement of ignition for gas 2410. A textbook for studying the design and construction of Volga cars. Possible wiring problems

1 . Accumulator battery. 2 . Breaker. 3 . Spark plug. 4 . Suppression resistor 8000-13600 Ohm. 5 . Distributor. 6 . Rotor current carrying plate. 7 . Ignition coil. 8 . Ignition switch. 9 . Additional starter relay. 10 . Ammeter. 11 . Starter traction relay. 12 . Vacuum machine cover. 13 . Distributor cap. 14 . Vacuum machine spring. 15 . Vacuum automatic diaphragm. 16 . High voltage wire terminal. 17 . Rotor. 18 . Central contact with suppression resistor. 19 . Cover holder. 20 . Ignition coil high voltage terminal. 21 . Ignition coil cover. 22 . Low voltage terminal. 23 . Transformer oil. 24 . Bracket. 25 . Frame. 26 . Magnetic core. 27 . Primary winding. 26 . Secondary winding. 29 . Insulator. 30 . Insulating gaskets. 31 . Core. 32 . Resistor. 33 . Resistor insulator. 34 . Contact spring. 35 . Breaker contacts. 36 . Breaker lever. 37 . Lever insulator. 38 . Adjustment screw. 39 . Capacitor. 40 . Felt washer. 41 . Oil can. 42 . Cam. 43 . Small weight. 44 . Ball bearing. 45 . Weight spring. 46 . Cam plate. 47 . Drive roller. 48 . Roller plate. 49 . Weight axis. 50 . Suppression resistor housing. 51 . Suppression resistor terminal. 52 . Spark plug terminal. 53 . Spark plug insulator. 54 . Central electrode. 55 . Talc sealant. 56 . Spark plug housing. 57 . Sealing ring. 58 . Side electrode. 59 . Drive coupling. 60 . Bearing. 61 . Octane corrector. 62 . Movable panel. 63 . Felt brush. 64 . Fixed panel. 65 . Traction of the vacuum machine. 66 . Vacuum machine housing. 67 . Insulator with terminals. 68 . Contact disk. 66 . Fixed contact. 70 . Switch rotor. 71 . Locking ball. 72 . Return spring. 73 . Ignition switch housing. 74 . They scared me. 75 . Locking cylinder.

The ignition system consists of sources of electrical energy: an ignition coil, an ignition distributor, spark plugs, wires and an ignition switch, which is also a starter switch.

The primary circuit of the ignition system is powered by low voltage current from the generator or battery. To reduce radio interference generated by the ignition system, suppressive resistances are included in the circuit of high voltage wires to the spark plugs; The central contact of the distributor also has a suppressive resistance. The gap between the contacts in the breaker is 0.35-0.45 mm. The gap between the spark plug electrodes is 0.8-0.9 mm. On some cars, the ignition switch is installed with an anti-theft device (steering lock).

Ignition coil. The BUS type ignition coil is installed on the body strut and serves to convert low voltage into high voltage necessary to break down the spark gap in the spark plugs and ignite the working mixture in the engine cylinders. The ignition coil is a transformer with an iron core 31 which the secondary winding is wound 28 , having 22500 turns, and on top of it is the primary winding 27 , having 330 turns. The ignition coil windings are made in layers between which insulating gaskets are laid 30 . The core with windings is placed in a sealed steel housing 25 and secured in it with an insulator 29 and lid 21 . The space between the coil, insulator and housing is filled with transformer oil. On the lid 21 There are terminals for connecting wires.

The ignition coil operates on the principle of mutual induction. An intermittent current flows through the primary winding of the coil, which is obtained as a result of the opening of the primary circuit by the contacts of the breaker. A change in the current in the primary winding causes a change in the magnetic field that is obtained around the winding. The power lines of the changing magnetic field cross the turns of the secondary winding and induce a high voltage EMF in them. Due to the fact that there are significantly more turns in the secondary winding than in the primary, the voltage in it reaches approximately 16-20 kV. When the breaker contacts open, the voltage in the secondary winding is higher than when the contacts are closed due to the self-inductive emf of the primary coil.

An additional resistor is located between the legs of the coil mounting bracket 32 connected in series with the primary winding. An additional resistor with a value of 0.7-0.85 Ohm is made in the form of a spiral of nickel wire with a diameter of 0.4 mm and placed in a special insulator. When the starter is turned on, power is supplied to the primary winding of the coil, bypassing the additional resistor using an additional starter relay. Applying power, bypassing the additional resistor, causes an increase in the current passing through the primary winding of the coil, and consequently, an increase in the voltage in the secondary circuit. This ensures reliable ignition of the working mixture when starting the engine with the starter when the battery voltage is greatly reduced due to the high current consumption of the starter.

Distributor. The RIZ-B type ignition distributor is installed on the left side of the engine and is driven by the oil pump shaft. The distributor shaft rotates counterclockwise (when viewed from the side of its cover). The ignition distributor is a combination of a breaker that interrupts the low voltage current in the primary circuit of the ignition coil, and a high voltage current distributor. When rotating, the distributor rotor transmits high-voltage current pulses from the secondary winding of the ignition coil to the spark plug between the electrodes of which there should currently be an electric spark (in accordance with the order of operation of the cylinders). The distributor has centrifugal and vacuum regulators that automatically change the ignition timing. The centrifugal regulator changes the angle depending on the crankshaft speed, and the vacuum regulator changes the angle depending on the engine load.

A capacitor with a capacity of 0.17-0.25 μF is connected in parallel to the breaker contacts, designed to reduce sparking and burning of the breaker contacts, as well as to ensure a sharper change in the current in the primary winding of the ignition coil when the contacts are opened and, therefore, to obtain a higher voltage during secondary winding.

Centrifugal ignition timing regulator. On a roller 47 distributor plate fixed 48 with weight axles 43 , pressed to the roller by springs 45 . At the top end of the roller 47 the bushing with a cam pressed onto it is loosely fitted 42 and plate 46 , into the slots of which the pins of the weights fit. Thus, rotation is transmitted to the breaker cam not directly from the distributor shaft, but through weights 43 . When the weights of the studs diverge, pressing the plate 46 , rotate it and the cam associated with it relative to the roller. At low engine speeds, the centrifugal forces of the weights are insufficient to overcome the tension of the springs. In this case, the breaker cam does not receive angular movement relative to the distributor shaft, and the centrifugal advance regulator does not work. As the engine speed increases, the weights diverge under the action of centrifugal force and, with their pins, through the plate, turn the bushing with the cam in the direction of rotation of the distributor shaft. Therefore, the contacts open earlier and the ignition timing increases (the higher the crankshaft speed, the greater the ignition timing). When the engine speed decreases, the springs that counteract the divergence of the weights return them to their original position, turning the cam against the direction of rotation. Therefore, the breaker contacts open later and the ignition timing decreases.

Vacuum ignition timing regulator. Between the body 66 and lid 12 Vacuum regulator diaphragm is clamped 15 . Cover cavity 12 The vacuum regulator communicates through a tube with the carburetor mixing chamber above the throttle valve. Body cavity 66 The vacuum regulator communicates with the cavity of the distributor housing, so atmospheric pressure is always maintained in it. Thus, the diaphragm is subject to a vacuum that depends on the degree of throttle valve opening and the engine load. A rod is attached to the diaphragm on the distributor side 65 , hingedly connected to the movable panel 62 breakers mounted on ball bearings 44 .

Spring 14 presses the diaphragm, counteracting the vacuum force in the carburetor. When the engine load decreases, there is a vacuum in the carburetor, and therefore in the cavity of the cover 12 vacuum regulator increases. In this case, the diaphragm, overcoming the force of the spring, moves and, with the help of a rod, turns the breaker panel against the direction of rotation of the cam, as a result of which the contacts open earlier and the ignition timing increases. As the engine load increases, the vacuum decreases and the diaphragm spring rotates the chopper panel in the direction of cam rotation, reducing the ignition timing. When the engine is idling, the hole connecting the carburetor to the vacuum regulator is slightly higher than the closed throttle valve. Therefore, in the cavity of the lid 12 The regulator creates a pressure close to atmospheric pressure, and the spring turns the panel completely in the direction of rotation. In this case, the vacuum regulator does not affect the ignition timing and therefore it is minimal, as is required for stable engine operation at low speeds.

Octane corrector. In addition to the two described automatic ignition timing adjustments, the distributor has a device for manual adjustment, the so-called octane corrector. When manually adjusted, the ignition timing is set in accordance with the octane number of the fuel. Every 6000-6500 km, it is necessary to lubricate the distributor according to the lubrication chart. Every 24,000-25,000 km it is necessary to:

Inspect the distributor cap and rotor and wipe if necessary.
Wash the distributor contacts with gasoline, check the gap size (0.35-0.45 mm) and, if necessary, adjust.
Unscrew the spark plugs and inspect, if necessary, adjust the gap and clean with a sandblaster.

In the electronic ignition system, which is one of the most important components of a modern car, high voltage current is created and distributed thanks to electronic devices. The electronic system has many clear advantages and also makes it easier to start the engine in winter.

- spark plug; 9 - ignition switch; 10 - battery; 11 - fuse and relay box Operating principle The electronic control unit responds to sensor signals, calculating the optimal parameters for the operation of the system. First of all, the control unit acts on the igniter, which supplies voltage to the ignition coil, in the primary winding of which current begins to flow. When the voltage is interrupted, a current is induced in the secondary winding of the coil. Directly from the coil or through high-voltage wires, the current is sent to a specific spark plug, in which a spark is formed that ignites the fuel-air mixture. If the speed of rotation of the crankshaft changes, the sensor responsible for its rotation frequency, as well as the sensor that regulates the position of the camshaft, send signals directly to the electronic control unit, which changes the ignition timing. If the load on the engine

Ignition systems: from simple to better!

The ignition system is an integral attribute of any gasoline or gas engine. With all the variety of technical nuances in this matter, all ignition systems with dynamic distribution of the supplied voltage can be divided into contact and non-contact. The following article is devoted to their main features, as well as the reasons for the emergence of systems with static voltage distribution (electronic ignition).

example of a contact ignition system. Centrifugal ignition timing regulator This device is responsible for correlating the moment of spark occurrence with the crankshaft rotation speed. The centrifugal regulator consists of two flat metal weights mounted on the distributor shaft, which in turn is in direct contact with the engine crankshaft. As the number of revolutions of the crankshaft increases, the rotation of the distributor shaft accelerates, as a result of which the weights diverge under the influence of centrifugal force and the oncoming cam moves along the direction of rotation towards the contact hammer. As a result, the contacts open earlier and the ignition timing increases. When the magnitude of the centrifugal force decreases, the weights return back under the action of the springs - the ignition timing decreases. Vacuum octane corrector The vacuum octane corrector changes the ignition timing depending on

Every driver should be able to understand the electrical circuit of his car in order to carry out repairs himself if necessary. The article discusses faults in electrical equipment and wiring, and provides a color wiring diagram of the GAZ 2410.

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Features of electrical equipment

Electrical diagram for connecting devices

The electrical equipment of the machine consists of the following systems:

ignition system, including spark plugs, ignition switch, distributor, etc.;
internal and external lighting;
dashboard;
heating system;
glass cleaning system;
mounting block with fuses.

How to determine the malfunction?

Everything is protected by fuses. Powerful energy consumers have relays in their design. In addition, all devices on the network are connected by wires and connectors.

Thus, when troubleshooting, you need to check the following components:

circuit breakers;
relay;
wiring integrity;
reliability of connections.

When troubleshooting, you need to check the mounting points for ground. If the lights do not light, the light bulbs may have burned out. The search for an open circuit is carried out using a multimeter. The voltage in sections of the circuit can be checked using a test light.

Possible wiring problems

The following problems are possible with Volga:

First of all, you need to measure the battery charge. The problem of a discharged battery often occurs in winter; at sub-zero temperatures it discharges faster. In addition to the charge, you need to monitor the density and level of the electrolyte, as well as the integrity of the case.
No contact. The cause may be damaged wiring, oxidation or burnt contacts. Oxidized terminals and connections must be cleaned of oxidation. Any damage found should be repaired. If burnt contacts are detected, you need to find the cause and eliminate it. Burning could occur when the connector comes out of the socket if it is poorly secured.
Broken wiring. Malfunctions are found by checking the circuit. Found breaks are eliminated by replacing broken wires. After replacement, it is advisable to wrap the wire with electrical tape to create an additional layer of insulation. When laying wires, you must ensure that they do not come into contact with moving parts, which could lead to their breakage or damage to the insulation.
The fuse has blown. Safety elements burn out due to power surges in the network if the voltage drops are too large.

Electrical diagram

You can find electrical diagrams in the vehicle's owner's manual.

Ignition system design

The engine ignition system is battery-based, with a primary circuit voltage of 12 V. It consists of sources of electrical energy, an ignition coil, a distributor-breaker, spark plugs, an ignition switch and low and high voltage wires. Reliable and economical engine operation depends on the uninterrupted operation of the ignition system. To eliminate radio interference caused by the ignition system, the current-carrying core of the high-voltage wires has a resistance of 2000 Ohm/m. The ignition system diagram is shown in Fig. 218.

The ignition coil serves to convert low voltage current into high voltage current.

Inside the coil mounting clamp there is an additional resistance connected in series with the primary winding.

Rice. 218. Ignition system diagram: 1 - spark plug; 2 - distributor; 3 - capacitor; 4 - ignition coil; 5 - primary winding of the ignition coil: 6 - secondary winding of the ignition coil; 7 - breaker; 8 - noise suppression resistance; 9 - additional resistance of the ignition coil; 10 - ignition and starter switch; 11 - additional starter relay; 12 - battery; 13 - ammeter

Rice. 219. Distributor-distributor 1 - weight of the centrifugal regulator; 3 - cam plate; 3- panel bearing; 4 - fixed plate; 5 - felt; 6-movable plate; 7- traction; 8 - diaphragm; 9 - spring; 10 - adjusting washer; 11 - vacuum regulator 12 - housing; 13 - rotor; 14- cover; 15 - wire socket; 16 - central contact - suppressive resistance; 17 - contact spring; 18 - locking screw; 19 - contacts; 20 - cam; 21 - adjusting screw; 22 - terminal; 23- oiler; 24 - capacitor: 25 - octane corrector: 26 - spring; 27 - floating drive clutch; 28 pin

The resistance is automatically short-circuited when the starter is turned on. This makes it easier to start the engine, since the voltage from the battery is supplied to the coil in addition to the additional resistance, and the voltage of the secondary circuit does not decrease, despite the decrease in voltage at the battery terminals when the starter is turned on. When the engine is running, the additional resistance changes the current strength in the primary circuit of the coil depending on the engine crankshaft speed. This improves the performance of the ignition system.

The breaker-distributor (Fig. 219) is used to interrupt the low-voltage circuit current of the ignition coil, distribute high-voltage current pulses across the spark plugs and automatically regulate the ignition timing depending on engine speed and load. Automatic adjustment of the ignition timing depending on the speed and load is carried out by centrifugal and vacuum regulators.

In housing 12, a shaft is mounted on two bushings. A centrifugal regulator with a cam 20 is mounted on the top of the shaft, on which a rotor 13 is mounted. The housing contains a breaker panel consisting of two parts: a fixed plate 4, which is attached to the housing, and a movable plate 6, on which the contacts of the low voltage circuit breaker are located. . A capacitor 24 is connected parallel to the contacts.

The movable plate is connected by a rod 7 to the diaphragm 8 of the vacuum regulator installed on the body of the breaker-distributor. The top of the housing is closed with a cover 14, which contains terminals for high voltage wires from the spark plugs and ignition coil

The distributor shaft is driven by the camshaft gear.

A discrepancy between the ignition timing and the shaft speed is usually due to the centrifugal governor weights sticking or their springs weakening and causes detonation, a decrease in engine power, and an increase in fuel consumption.

Failure of the vacuum regulator or disruption of its normal operation causes an increase in fuel consumption, especially when driving at partial load.

The octane corrector is used to manually adjust the ignition timing (in addition to automatic adjustments: centrifugal and vacuum) depending on the octane number of the fuel used.

Manual adjustment allows you to change the ignition timing within +10° (according to the crankshaft rotation angle). Rotating the breaker-distributor body by one division of the octane-corrector scale corresponds to a change in the advance angle by 2° (according to the angle of rotation of the crankshaft).

Spark plug. The car uses spark plugs A17B (A7.5 - BS) for an engine with a compression ratio of 8.2 and spark plugs A11 (A11-BS) for an engine with a compression ratio of 6.7.

The ignition and starter switch consists of an anti-theft mechanical lock and an electrical switch. The lock key has four positions: O - ignition is off; I - ignition is on; II - ignition and starter are on; III - the ignition is turned off and the steering shaft is locked when the key is removed. The key is also removed in position O, but the steering shaft does not lock.

To avoid accidentally locking the steering shaft, do not touch the key while the vehicle is moving. If, when unlocking the steering shaft, the key turns slowly or does not turn at all, then you need to slightly turn the steering wheel in one direction or the other. 1 If you need to turn on only the ignition and instruments (not including the starter), you should turn the key to a fixed position, and not until the warning lights on the instrument panel turn on. Otherwise, the plastic cam of the ignition switch may melt.

High voltage wires are made of PVVP wire. This wire has a plastic core with ferrite filler. A spiral is wound around the core with a wire with high ohmic resistance (200+200 Ohms per 1 m length). The top of the spiral is covered with plastic insulation. The PVVP wire reduces the level of radio interference created by the ignition system.

The ZMZ0-402 type engine is equipped with an ignition distributor sensor (1908.3706) - non-contact, with a control pulse sensor (generator) and built-in vacuum and centrifugal ignition timing regulators.

The distribution sensor performs two functions: it sets the moment of sparking and distributes high voltage pulses among the cylinders in accordance with the order of their operation.

For this purpose, a slider mounted on the shaft of the sensor-distributor is used. An interference suppression resistor* is installed in the slider.

The switch (1313734) opens the power supply circuit of the primary winding of the ignition coil, converting the sensor control pulses into current pulses in the ignition coil.

Adjusting the ignition timing

We install the crankshaft in a position corresponding to the ignition timing angle of 5°.

1. To do this, on the ZMZ-402 engine, we combine the middle mark on its pulley with the tide on the block cover (the end of the compression stroke of the first cylinder).

2. For the UMZ-4215 engine, place the first mark on the pulley against the pin on the timing gear cover.

3. If the distributor sensor is not removed from the engine, then the compression stroke of the first cylinder is determined by removing the distributor cap; the slider should be against the internal contact of the cover, connected by a wire to the spark plug of the first cylinder.

Otherwise, turn out the spark plug of the first cylinder.

Closing the hole with a paper stopper, rotate the crankshaft. The air pushing out the plug will indicate the beginning of the compression stroke.

4. Using a “10” wrench, loosen the octane corrector screw

5. Set its scale to zero division (middle of the scale).

6. Using a “10” wrench, loosen the screw securing the octane corrector plate

7. Rotating the housing of the sensor-distributor, we align the “marks” (red mark on the rotor and arrow on the stator).

Holding the sensor in this position, tighten the screw.

Make sure that the slider is located against the contact of the cover of the first cylinder and check that the high-voltage wires of the remaining cylinders are connected correctly - counting counterclockwise from the first cylinder in the order 1-2-4-3.

After you have done everything, check that the ignition timing is set correctly while the car is moving.

We start the engine, warm it up, and when we have already switched to fourth gear at a speed of 50 - 60 km/h, sharply press the gas. If in this case detonation (the sound is similar to the knocking of valves) appears briefly - for 1-3 s - the ignition timing is chosen correctly.

Prolonged detonation indicates an excessive ignition timing; use an octane corrector to reduce it by one notch.

The absence of detonation requires an increase in the ignition timing, after which the test must be repeated.

Technical characteristics of the ignition system
Cylinder operating order
Direction of rotation of the distributor rotor	counterclock-wise
Ignition timing max, degrees:
centrifugal regulator
vacuum regulator
Spark plug gap, mm
Slider resistor resistance*, kOhm
Spark plug tip resistance, kOhm
Resistance of the central contact of the cover*, kOhm
Stator winding resistance, kOhm
* On some of the sensors, instead of a resistor, a cover with a central carbon contact is installed.