A distributor is a closed swivel shaft used in a combustion engine in a coal-fired fire that has mechanically-timed ignition. The distributor's primary function is to direct secondary, or high voltage, current from the ignition coil to the spark plug in the correct ignition sequence, and for the right amount of time. Except in the magneto system, the distributor also uses a mechanical or inductive breaker switch to open and close the ignition coil main circuit.
The first dependable battery operated ignition was developed by Dayton Engineering Laboratories Co. (Delco) and introduced in 1910 Cadillac. This ignition was developed by Charles Kettering and considered a miracle of his day. Atwater Kent created its Unisparker ignition system today in competition with the Delco system. At the end of 20th century mechanical ignition disappears from automotive applications that support inductive electronic ignition or fully capacitive controlled engine control unit (ECU), rather than directly timing for engine crankshaft speed.
Video Distributor
Description
The distributor consists of a rotating arm or rotor inside the distributor's cap, above the distributor shaft, but insulated from it and the vehicle body (ground). The distributor shaft is driven by a gear on the camshaft of most upper valve engines, and is attached directly to the camshaft on most overhead cam machines. (The distributor shaft can also drive the oil pump.) The metal part of the rotor connects the high-voltage cable from the ignition coil through the spring carbon brush on the bottom of the distributor lid. The metal part of the rotor arm passes close (but does not touch) the output contacts connected via high voltage leads to the spark plug of each cylinder. When the rotor rotates within the distributor, an electric current can jump over a small gap made between the rotor arm and the contact due to the high voltage created by the ignition coil.
The distributor shaft has a cam that operates a contact breaker (also called points ). Opening the dots causes a high induction voltage on the system's ignition coil.
The distributor also houses the facial centrifugal unit: a set of hinged weights attached to the distributor shaft, causing the spinning plate to slightly spin up and advancing spark timing with higher engine speed per minute (rpm). In addition, the distributor has a vacuum cleaner unit that advances further time as a vacuum function in the inlet manifold. Usually there is also a capacitor attached to the distributor. The capacitor is connected parallel with the breaker point, to suppress the spark to prevent excessive wear from the point.
Around the 1970s the main breaker point was largely replaced by Hall effect sensors or optical sensors. Since this is a device that can not be contacted and ignition coil is controlled by solid state electronics, a large amount of maintenance in adjustment and replacement of dots is removed. It also eliminates problems with breaker followers or cam wear, and by eliminating the side load it extends the life of the distributor bearing shaft. The rest of the secondary circuit (high voltage) is essentially the same, using the ignition coil and the swivel distributor.
Most distributors used in electronic fuel injection machines do not have a vacuum and centrifugal unit. At such distributors, time progress is controlled electronically by machine computers. This allows for more accurate ignition timing, as well as the ability to change time based on factors other than engine speed and vacuum manifold (such as engine temperature). In addition, eliminating the vacuum and centrifugal results result in a simpler and more reliable distributor.
Maps Distributor
Close distributor
The distributor lid is a cover that protects the internal part of the distributor and holds the contact between the internal rotor and the spark plug wires.
The distributor lid has one post for each cylinder, and in the point ignition system there is a central post for the current from the ignition coil coming into the distributor. But there are some exceptions, as some engines (many Alfa Romeo cars, some Nissans 1980s) have two spark plugs per cylinder, so there are two referrals out of the distributor per cylinder. Another implementation is a wasted spark system, where one contact serves two leads, but in that case each lead connects one cylinder. At General Motors high energy ignition system (HEI) there is no central post and the ignition coil is above the distributor. Some Toyota and Honda engines also have their coils inside the distributor hats. On the inside of the lid there is a terminal corresponding to each post, and the plug terminal is arranged around the circumference of the lid according to the ignition command to send the secondary voltage to the correct spark plug at the right time.
The rotor is mounted to the top of the distributor shaft which is driven by the camshaft engine and synchronized with it. Synchronization to the camshaft is required when the rotor must rotate exactly half the speed of the main crankshaft in a 4-step cycle. Often, the rotor and the distributor are mounted directly to the end of one camshaft (or the only one), on the opposite end of the timing drive belt. This rotor is emphasized on the carbon brush at the central terminal of the distributor lid that connects to the ignition coil. The rotor is built so that the center of the tab is electrically connected to the outer edge so that the current entering the center pole moves through the carbon point to the outer edge of the rotor. As the camshaft rotates, the rotor rotates and the outer end passes through each of the internal plug terminals to fire each spark in a sequence.
Machines using mechanical distributors may fail if they experience deep puddles because any water that goes into the distributor can reduce the electrical current that has to go through the spark plug, then move it directly to the vehicle body. This in turn causes the engine to stop because the fuel is not turned on the cylinder. This problem can be fixed by removing the distributor lid and drying the lid, cam, rotor and contact by wiping with tissue paper or clean cloth, by blowing hot air on them, or using a moisture removal spray for example. WD-40 or something similar. Oil, dirt or other contaminants can cause similar problems, so the distributor must keep it clean inside and out to ensure reliable operation. Some machines include rubber o-rings or gaskets between base and distributor lids to help prevent this problem. Gaskets are made from materials such as Viton or butyl to seal tightly in extreme temperatures and chemical environments. This gasket should not be removed when replacing the lid. Most distributor caps have the position of the number 1 terminal cylinder molded into the plastic. By referencing the shooting command diagram and knowing the direction of the rotation of the rotor, (which can be seen by turning the engine with the lid) the spark plug wires can be routed properly. Most distributor hats are designed so they can not be installed in the wrong position. Some older engine designs allow the lid to be installed in the wrong position by 180 degrees, however. The position of cylinder number 1 on the cap should be recorded before the cap is replaced.
The distributor lid is a prime example of a component that eventually succumbs to heat and vibration. This is a relatively easy and inexpensive part to replace if the bakelitenya housing is not broken or cracked first. Deposition of carbon deposits or metal terminal erosion may also lead to distributor-cap failure.
Because it is generally easy to remove and carry off, the distributor lid can be removed as a theft prevention tool. Although not practical for everyday use, as it is very important to start and run the engine, its removal precludes any attempt to install cables on the vehicle.
Pengapian langsung dan tanpa distributor
The modern machine design has ignored the distributor and the high-voltage coil, but performs the distribution function in the primary circuit electronically and applies the primary pulse (low voltage) to the individual coils for each spark plug, or one coil for each pair of inner engine cylinders (two coils for four cylinder, three coils for six cylinders, four coils for eight cylinders, and so on).
In traditional remote long-distance systems, the coils are fitted together in a 'transformer coil' filled with transformer oil, or separate coils for each cylinder, secured in certain places in the engine compartment with cable to spark plug, similar to the preparing distributor. General Motors, Ford, Chrysler, Hyundai, Subaru, Volkswagen and Toyota are one of the car manufacturers known to use coil gasket. Coil packs by Delco for use with General Motors engines allow the removal of individual coils in case one should fail, but in most remote distributor coil pack settings, if the coil fails, a complete replacement of the packet will be required to fix the problem.
Newer layouts use coils located very close ( Coil-Near-Plugs ) or directly above each spark plug ( Direct Ignition , DI , coil-on-plug , or COP ). This design avoids the need to transmit very high voltages, which are often the source of problems, especially in humid conditions.
Both direct and remote distributorless systems also enable better ignition control levels by machine computers, which help to increase power output, reduce fuel consumption and emissions, and implement features such as cylinder deactivation. Spark plug wires, which need to be routinely replaced due to wear and tear, are also removed when individual coils are mounted directly on each plug, since the power transported is very far from the coil to the plug.
The vain spark
Two-stroke 2-cylinder engines can be built without distributors, such as the Citroen 2CV 1948 and BMW twin box cycles, and some Honda motorcycles from the 1960s (eg Scrambler CL160). Both spark plugs from twin boxers are fired simultaneously, producing a wasted spark on the current cylinder on the muffler.
Four-stroke four-cylinder engine can not be built without a distributor, as in Citroen ID19. Two coils are used with one coil that fires two sparks simultaneously, producing splashes on the cylinder currently in the exhaust, and another coil used for the other two cylinders. This system has been upgraded to a machine with an unlimited number of cylinders.
One four-cylinder engine can not be made without a distributor, as with many lawn mowers. Spark plugs are triggered on each stroke, producing sparks that are wasted in the cylinder while in the exhaust.
See also
- Saab Direct Ignition
- Timestamp
References
External links
Source of the article : Wikipedia
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