Ignition System: Description and Operation

IGNITION CONTROL

Ignition System
NOTE: All engines use a fixed ignition timing system. Basic ignition timing is not adjustable. All spark advance is determined by the Powertrain Control Module (PCM).

The distributorless ignition system used on these engines is referred to as the Direct Ignition System (DIS). The system's three main components are the coils, crankshaft position sensor, and camshaft position sensor. The coil on plug ignition system utilizes an ignition coil for every cylinder, it is mounted directly over the each spark plug.

The crankshaft position sensor and camshaft position sensor are hall effect devices. The camshaft position sensor and crankshaft position sensor generate pulses that are inputs to the PCM. The PCM determines engine position from these sensors. The PCM calculates injector sequence and ignition timing from crankshaft & camshaft position. For a description of both sensors, refer to Camshaft Position Sensor and Crankshaft Position Sensor.

AUTO SHUT DOWN RELAY
The relay is located in the Power Distribution Center (PDC). For the location of the relay within the PDC, refer to the PDC cover for location. Check electrical terminals for corrosion and repair as necessary

The ASD sense circuit informs the PCM when the ASD relay energizes. A 12 volt signal at this input indicates to the PCM that the ASD has been activated. This input is used only to sense that the ASD relay is energized.

When energized, the ASD relay supplies battery voltage to the fuel injectors, ignition coils and the heating element in each oxygen sensor. If the PCM does not receive 12 volts from this input after grounding the ASD relay, it sets a Diagnostic Trouble Code (DTC).

When energized, the ASD relay provides power to operate the injectors, ignition coil, generator field, O2 sensor heaters (both upstream and downstream), and also provides a sense circuit to the PCM for diagnostic purposes. The PCM energizes the ASD any time there is a Crankshaft Position sensor signal that exceeds a predetermined value. The ASD relay can also be energized after the engine has been turned OFF to perform an O2 sensor heater test, if vehicle is equipped with OBD II diagnostics.

As mentioned earlier, the PCM energizes the ASD relay during an O2 sensor heater test. This test is performed only after the engine has been shut OFF. The PCM still operates internally to perform several checks, including monitoring the O2 sensor heaters.

CAMSHAFT POSITION SENSOR

Fig.4 EGR/CAM Sensor:

The camshaft position sensor for this engine is mounted on the end of the cylinder head.

Fig.2 Camshaft Position Sensor:

Fig.3 Camshaft Sprocket:

The camshaft position sensor provides cylinder identification to the Powertrain Control Module (PCM). The sensor generates pulses as groups of notches on the camshaft sprocket pass underneath it. The PCM keeps track of crankshaft rotation and identifies each cylinder by the pulses generated by the notches on the camshaft sprocket. Four crankshaft pulses follow each group of camshaft pulses.

When the PCM receives 2 cam pulses followed by the long flat spot on the camshaft sprocket, it knows that the crankshaft timing marks for cylinder 1 are next (on driveplate). When the PCM receives one camshaft pulse after the long flat spot on the sprocket, cylinder number 2 crankshaft timing marks are next. After 3 camshaft pulses, the PCM knows cylinder 4 crankshaft timing marks follow. One camshaft pulse after the 3 pulses indicates cylinder 5.The 2 camshaft pulses after cylinder 5 signals cylinder 6. The PCM can synchronize on cylinders 1 or 4.

When metal aligns with the sensor, voltage goes low (less than 0.3 volts). When a notch aligns with the sensor, voltage switches high (5.0 volts). As a group of notches pass under the sensor, the voltage switches from low (metal) to high (notch) then back to low. The number of notches determine the amount of pulses. If available, an oscilloscope can display the square wave patterns of each timing event.

Top Dead Center (TDC) does not occur when notches on the camshaft sprocket pass below the cylinder. TDC occurs after the camshaft pulse (or pulses) and after the 4 crankshaft pulses associated with the particular cylinder. The arrows and cylinder call outs on Figure 4 represent which cylinder the fiat spot and notches identity, they do not indicate TDC position.

Fig.10 Ignition Coil:

IGNITION COIL
The ignition coil assembly consists of 2 independent coils molded together. The coil assembly for this engine is mounted on the cylinder head cover. Spark plug cables route to each cylinder from the coil.

The coil fires two spark plugs every power stroke. One plug is the cylinder under compression, the other cylinder fires on the exhaust stroke. The Powertrain Control Module (PCM) determines which of the coils to charge and fire at the correct time.

The Auto Shutdown (ASD) relay provides battery voltage to the ignition coil. The PCM provides a ground contact (circuit) for energizing the coil. When the PCM breaks the contact, the magnetic energy in the coil transfers to the secondary causing the spark. The PCM will de-energize the ASD relay if it does not receive the crankshaft position sensor and camshaft position sensor inputs. Refer to Auto Shutdown (ASD) Relay-PCM Output for relay operation.

KNOCK SENSOR
The knock sensor threads into the cylinder block. The knock sensor is designed to detect engine vibration that is caused by detonation.

When the knock sensor detects a knock in one of the cylinders, it sends an input signal to the PCM. In response, the PCM retards ignition timing for all cylinders by a scheduled amount.

Knock sensors contain a piezoelectric material which constantly vibrates and sends an input voltage (signal) to the PCM while the engine operates. As the intensity of the crystal's vibration increases, the knock sensor output voltage also increases.

The voltage signal produced by the knock sensor increases with the amplitude of vibration. The PCM receives as an input the knock sensor voltage signal. If the signal rises above a predetermined level, the PCM will store that value in memory and retard ignition timing to reduce engine knock. If the knock sensor voltage exceeds a preset value, the PCM retards ignition timing for all cylinders. It is not a selective cylinder retard.

The PCM ignores knock sensor input during engine idle conditions. Once the engine speed exceeds a specified value, knock retard is allowed.

Knock retard uses its own short term and long term memory program.

Long term memory stores previous detonation information in its battery-backed RAM. The maximum authority that long term memory has over timing retard can be calibrated.

Short term memory is allowed to retard timing up to a preset amount under all operating conditions (as long as rpm is above the minimum rpm) except WOT. The PCM, using short term memory, can respond quickly to retard timing when engine knock is detected. Short term memory is lost any time the ignition key is turned OFF.

NOTE: Over or under tightening affects knock sensor performance, possibly causing improper spark control.

SPARK PLUG

Standard
The 2.4L engines use resistor spark plugs. They have resistance values ranging from 6,000 to 20,000 ohms when checked with at least a 1000 volt spark plug tester.

Do not use an ohm meter to check the resistance of the spark plugs. This will give an inaccurate reading.

Refer to the Specifications for gap and type of spark plug.

SPARK PLUG CABLE
Spark Plug cables are sometimes referred to as secondary ignition wires. The wires transfer electrical current from the ignition coil pack to individual spark plugs at each cylinder. The resistive spark plug cables are of nonmetallic construction. The cables provide suppression of radio frequency emissions from the ignition system.

Check the spark plug cable connections for good contact at the coil, and spark plugs. Terminals should be fully seated. The insulators should be in good condition and should fit tightly on the coil, and spark plugs. Spark plug cables with insulators that are cracked or torn must be replaced.

Clean Spark Plug cables with a cloth moistened with a non-flammable solvent. Wipe the cables dry. Check for brittle or cracked insulation. The spark plug cables and spark plug boots are made from high temperature silicone materials. All spark plug cable leads are properly identified with cylinder numbers. The inside of most the spark plug boot is coated with a special high temperature silicone grease for greater sealing and to minimize boot bonding to the spark plug insulator.