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Ignition magneto
Ignition magneto
Ignition magneto
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Magneto components
Impulse coupling components

An ignition magneto (also called a high-tension magneto) is an older type of ignition system used in spark-ignition engines (such as petrol engines). It uses a magneto and a transformer to make pulses of high voltage for the spark plugs. The older term "high-tension" means "high-voltage".[1]

Design

[edit]

A simple magneto (an electrical generator using permanent magnets) is able to produce relatively low voltage electricity, however it is unable to produce the high voltages required by a spark plug as used in most modern engines (aside from diesel engines).[2] An ignition magneto also includes an electrical transformer,[2] which converts the electricity to a higher voltage (with the trade-off being a corresponding reduction in the output current).[2]

As the points begin to open, point spacing is initially such that the voltage across the primary coil would arc across the points. A capacitor is placed across the points which absorbs the energy stored in the leakage inductance of the primary coil, and slows the rise time of the primary winding voltage to allow the points to open fully.[3]

A second coil, with many more turns than the primary, is wound on the same iron core to form an electrical transformer. The ratio of turns in the secondary winding to the number of turns in the primary winding, is called the turns ratio. Voltage across the primary coil results in a proportional voltage being induced across the secondary winding of the coil. The turns ratio between the primary and secondary coil is selected so that the voltage across the secondary reaches a very high value, enough to arc across the gap of the spark plug. As the voltage of the primary winding rises to several hundred volts,[3][4] the voltage on the secondary winding rises to several tens of thousands of volts, since the secondary winding typically has 100 times as many turns as the primary winding.[3]

Impulse coupling, induction vibrator, and booster coil

[edit]
(Left) In a vibrator coil, points open and close rapidly, creating pulsating DC, or interrupted battery current. Electrical current flows from the battery through R1, vibrator points V1, and coil L2. The energized coil L2 opens vibrator points V1, interrupting the current flow through L2. The magnetic field about L2 collapses, and vibrator points V1 close again. Once more, current flows through L2, and again V1 vibrator points open. This process is repeated continuously, creating a "shower of sparks." (Right) Booster coil components. The booster coil is separate from the magneto and can generate a series of sparks on its own. Current flow through the primary coil sets up a magnetic field about the coil that attracts the movable contact point, breaking circuit is broken. The movable contact point then moves back to the stationary contact point via a spring. This sets up the current flow once again in a repetitive process.

Because the magneto has low voltage output at low speed, starting an engine is more difficult.[5] Therefore, some magnetos have an impulse coupling, a spring-like mechanical linkage between the engine and magneto drive shaft which "winds up" and "lets go" at the proper moment for spinning the magneto shaft. The impulse coupling uses a spring, a hub cam with flyweights, and a shell.[5] The hub of the magneto rotates while the drive shaft is held stationary, and the spring tension builds up. When the magneto is supposed to fire, the flyweights are released by the action of the body contacting the trigger ramp. This allows the spring to unwind giving the rotating magnet a rapid rotation and letting the magneto spin at such a speed to produce a spark.[5]

History

[edit]

In the late 1890s, English engineer Frederick Richard Simms collaborated with the German engineer Robert Bosch, and his staff of Arnold Zähringer, Young Rall, and Gottlob Honold, in developing the first practical high-tension magneto. In 1900, the Bosch magneto ignition was used in the Gottlieb Daimler engines on the Zeppelin.[6][7]

The first car to use magneto ignition was the 1901 German Mercedes 35 hp racing car, followed by various cars produced by Benz, Mors, Turcat-Mery, and Nesseldorf.[8] Ignition magnetos were soon used on most cars, for both low voltage systems (which used secondary coils to fire the spark plugs) and high voltage magnetos (which fired the spark plug directly, similar to induction coil ignition).[8] Ignition magnetos were largely replaced by ignition coils once batteries became common in cars, since a battery-operated coil can provide a high-voltage spark even at low speeds, making starting easier.[9]

(Left) Aircraft dual ignition system with two individual magnetos, separate sets of wires, and spark plugs, increases reliability. (Right) Bosch magneto circuit diagram from 1911.

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ignition magneto

View on Grokipedia
from Grokipedia
An ignition magneto is a self-contained electrical generator that employs permanent magnets to produce high-voltage pulses, which are used to ignite spark plugs in internal combustion engines, ensuring reliable operation without reliance on an external battery or electrical system. Developed in the early and refined for automotive and use by the late 1800s, the magneto traces its origins to Hippolyte Pixii's 1832 hand-crank generator, which demonstrated for producing electrical bursts. By 1897, Arnold Zähringer patented an early magneto ignition design, followed by Gottlob Honold's 1901 high-voltage system at Bosch, which eliminated unreliable break-spark mechanisms and enabled exceeding one million units by 1912. Charles Kettering further advanced reliability in 1906, standardizing it for vehicles before battery ignition systems began supplanting it in automobiles around 1910. In operation, a rotating permanent within the magneto induces a changing in a primary coil, building up current until contact points open, collapsing the field and inducing a high-voltage surge—typically over 20,000 volts—in a secondary coil wound around the primary. This surge travels via a to spark plugs, creating the arc needed to ignite the fuel-air mixture in engine cylinders. Key components include the rotating (often flywheel-mounted), primary and secondary coils, contact breaker points, for timing, and a for directing pulses to multiple cylinders. Primarily applied in aircraft engines, where regulations require dual magnetos for redundancy—firing separate spark plugs per to maintain operation if one fails—ignition magnetos remain essential in for their independence from aircraft batteries. They also power small engines in lawnmowers, chainsaws, and early tractors, valued for simplicity, low maintenance, and performance at high RPMs, though modern vehicles favor electronic ignition for greater efficiency. Despite advantages like vibration resistance and no need for external power, limitations include fixed timing and challenges in starting at low speeds, often addressed by impulse starters.

Principles of Operation

Electromagnetic Induction Process

The electromagnetic induction process in an ignition magneto relies on Faraday's law, which states that a changing through a coil induces an (EMF) proportional to the rate of change of that flux./22%3A_Induction_AC_Circuits_and_Electrical_Technologies/22.1%3A_Magnetic_Flux_Induction_and_Faradays_Law) In the magneto, this is achieved by a rotating permanent magnet that generates a varying , passing through stationary primary coil windings wrapped around a soft iron core. As the magnet rotates, the magnetic flux linked with the coil alternates in direction and magnitude, inducing a low-voltage in the primary coil without requiring an external power source. The process begins with the mechanical rotation of the magneto's rotor, driven by the , which spins the permanent at speeds typically synchronized with engine RPM. This motion causes the lines to cut across the stationary primary coil, creating a time-varying according to Faraday's law: the induced EMF is given by ε = -N dΦ/dt, where N is the number of turns in the coil and dΦ/dt is the rate of change of ./22%3A_Induction_AC_Circuits_and_Electrical_Technologies/22.1%3A_Magnetic_Flux_Induction_and_Faradays_Law) For a typical primary coil with a few hundred turns of heavy wire, this induces a bipolar AC voltage, generally in the range of ±15 to ±40 volts, peaking when the flux change is maximum. The current flows through the closed primary circuit until interrupted, but the induction itself produces this initial low-voltage output continuously as the magnet rotates. A key advantage of this design is its self-contained power generation, where the permanent magnets provide the independently of batteries or external electrical systems, ensuring reliable operation in isolated environments like or small engines. In a basic configuration, the features north-south (N-S) poles that align and misalign with the coil core twice per full , inducing voltage peaks at those alignment points when the variation is greatest. This can be visualized in a showing a cylindrical with alternating N and S poles passing adjacent to the U-shaped stationary coil core, with arrows reversing direction to illustrate the alternating induction.

Voltage Transformation and Spark Production

In the ignition magneto, the low-voltage current generated through in the primary coil undergoes transformation to produce the required for spark generation. The primary coil, consisting of a few hundred turns of relatively thick wire, is connected to breaker points that open at the peak of to abruptly interrupt the current flow. This interruption causes the to collapse rapidly, inducing a in the closely coupled secondary coil, which has thousands of turns of fine wire—typically around 13,000 turns—resulting in a turns of approximately 100:1. The induced voltage in the secondary coil reaches 20,000 volts or more, sufficient to arc across the gap and ignite the air-fuel mixture. A , connected in parallel with the breaker points, plays a crucial role in this process by storing during current buildup and discharging it upon interruption. This action suppresses arcing across the points, which could otherwise erode the contacts, and accelerates the collapse of the , ensuring a sharper rate of flux change for optimal voltage induction in the secondary coil. Without the capacitor, the interruption would be less abrupt, leading to reduced spark energy. The induced voltage in the secondary coil follows Faraday's law of , expressed as V=−NdΦdtV = -N \frac{d\Phi}{dt} where VV is the induced voltage, NN is the number of turns in the secondary coil, and dΦdt\frac{d\Phi}{dt} is the rate of change of . This highlights how the rapid variation upon breaker point opening maximizes the output voltage for effective spark production. Spark timing is achieved through cam-operated breaker points synchronized with the engine , ensuring the points open precisely when the is near top dead center. The cam lobe, driven by the , opens the points at an efficiency angle—typically 10 degrees past the neutral flux position—to align the spark with the cycle, optimizing ignition efficiency across varying engine speeds.

Design and Components

Magneto Rotor and Stator

The rotor of an ignition magneto consists of a permanent assembly mounted on a shaft that is mechanically driven by the , typically through a gear that synchronizes its with the speed. The is commonly constructed from , an alloy of aluminum, nickel, and cobalt, valued for its high residual induction and temperature stability up to approximately 1000°F, though modern variants may use materials for enhanced durability in certain applications. Pole pieces, often referred to as pole shoes, are integrated into the rotor design to concentrate and direct the efficiently toward the , ensuring optimal induction with a typical configuration of four poles that produce four flux maxima per revolution. The assembly forms the stationary component of the magneto, featuring soft iron cores shaped with pole shoes to capture and channel the varying from the rotating rotor. These cores support primary and secondary windings: the primary coil comprises a few turns (approximately 180) of heavy-gauge wire to generate initial low-voltage current, while the secondary coil has thousands of turns (around 13,000 to 18,000) of fine insulated wire to amplify the voltage through induction. The entire stator is housed in a fixed aluminum or composite enclosure that maintains alignment and protects against environmental factors. Key specifications for magneto and include operational rotation speeds tied to velocity, reaching up to 3000 RPM in typical four-cylinder configurations (or 1.5 times that in six-cylinder setups during cruise), which induces primary voltages in the range of 10-30 before collapse in the interruptor circuit. High-tension leads connecting the secondary winding to the require robust insulation, such as with metal shielding, rated for up to 30 kV to prevent arcing and ensure reliable spark delivery under vibration and temperature extremes. Magnetos are available in single or dual configurations for enhanced redundancy, particularly in ; a single magneto integrates one , , and in a compact housing, while dual setups use a shared to drive two independent and , each with its own set of windings and typically featuring 2 or 4 poles for balanced distribution. This dual arrangement mitigates single-point failure risks by providing isolated ignition paths.

Impulse Coupling and Other Enhancements

The impulse coupling is a mechanical device attached to the magneto , consisting of a spring-loaded flyweight mechanism with a cam, flyweights, spring, and body that temporarily holds the magneto during low-speed cranking before releasing it for a rapid twist. This action stores energy in the spring as the flyweights engage stop pins at low RPM, then disengages near top dead center to accelerate the magneto rotation, producing a high-energy spark while retarding timing to prevent kickback. The retarded spark, typically lagging 5° to 45° depending on the and magneto model, ensures safer starting by firing after the passes top dead center, and the sudden "snap" boosts spark intensity for reliable ignition at cranking speeds as low as 50-100 RPM. An induction vibrator, also known as a shower-of-sparks system, is an electromagnetic enhancement that uses a vibrator, condenser, and to convert battery DC into pulsating DC fed into the magneto primary circuit. This causes the magneto breaker points to buzz rapidly, interrupting the current multiple times per cycle and inducing a series of high-voltage surges in the secondary coil for intensified low-speed sparking during starting. Often paired with retard breakers—additional points that open the circuit at a retarded position—the vibrator delivers a "shower" of sparks, improving startability in cold weather or with weak batteries by providing more frequent ignition events. The booster coil serves as an auxiliary starting aid, functioning as a separate with two coils, contact points, and a condenser that generates high-voltage pulses from battery power. Connected temporarily to the magneto output or during ground starting, it produces a series of sparks by vibrating the contacts to create pulsating DC, which induces voltage in the secondary winding without relying on magneto rotation. This external boost is particularly useful for hand-propping or in systems lacking impulse couplings, ensuring spark delivery when the engine is stationary. Other enhancements include retard breakers, which independently adjust spark timing for starting by incorporating extra breaker points set to a delayed position, allowing the magneto to fire later in the cycle for reduced kickback risk. Shielding, typically metal mesh braiding around ignition leads and components, reduces (EMI) by grounding stray magnetic fields, which is essential in with radios or to prevent signal disruption. These add-ons collectively enhance magneto reliability and starting performance, with impulse couplings and vibrators addressing low-RPM limitations while shielding maintains operational integrity in EMI-sensitive environments.

Applications

Aircraft Ignition Systems

In aircraft ignition systems, redundancy is critical for flight safety, particularly in single-engine configurations where failure of a single ignition source could lead to engine shutdown. (FAA) regulations under 14 CFR § 33.37 mandate that each incorporate a dual ignition system, featuring at least two spark plugs per and two independent electrical circuits to maintain operation if one circuit fails. This typically involves left and right independent magnetos, ensuring continued engine power and enabling safe return to base. Similarly, the (EASA) Certification Specifications for Engines (CS-E 720) require a dual ignition system with entirely independent magnetic and electrical circuits, including spark plugs, to achieve equivalent reliability. For high-altitude operations, magnetos are engineered as pressurized or sealed units to counter the effects of low , extreme temperatures, and mechanical vibrations encountered during flight. These designs prevent internal arcing and voltage breakdown in thinner air, with certified models maintaining full performance without power loss up to 25,000 feet. Vibration-resistant features, such as reinforced housings and damped components, ensure durability in turbocharged environments where manifold pressures remain elevated. Such adaptations are essential for pressurized cabin operating above 10,000 feet, where unpressurized magnetos might experience misfires due to reduced . Integration of magnetos with distributors is vital for multi-cylinder engines to deliver timed sparks in . Rotary distributors, the most common type, employ a rotating or carbon-brush finger that sequentially contacts a segmented , routing high-voltage pulses to the correct spark plug leads. Segmental distributors, alternatively, use fixed electrode blocks aligned with rotating segments on the distributor gear for precise distribution at half speed. This synchronization prevents cross-firing and optimizes efficiency across cylinders. Contemporary aircraft engines from Lycoming and Continental Motors routinely employ dual-magneto systems for certified piston aircraft, providing reliable self-contained ignition without external power. P-lead wiring in these setups connects each magneto to the ignition via shielded cables, grounding the primary circuit to interrupt spark generation and enable controlled shutdown. This configuration supports preflight magneto checks and complies with maintenance intervals, such as 500-hour inspections, to verify system integrity.

Ground-Based Engines

Ignition magnetos are widely employed in small ground-based engines, such as those powering lawnmowers, chainsaws, and outboard motors, where a single-magneto setup provides reliable spark generation through the rotation of a flywheel's permanent magnets past an armature coil. This design emphasizes simplicity by eliminating the need for external power sources, making it cost-effective for low-power, portable applications with outputs typically suited to single-cylinder configurations. In automotive history, magnetos served as the primary ignition source in early vehicles, including the and various tractors from the early 1900s, where they delivered consistent high-voltage sparks to multiple cylinders without relying on batteries. Today, these systems persist in remnants within vintage restorations and some off-road vehicles, valued for their durability in rugged, non-electrified environments. For marine applications in outboard motors, magnetos incorporate waterproof casings and corrosion-resistant materials, such as sealed housings and marine-grade components, to withstand exposure to saltwater and humidity while maintaining spark integrity in one- or two-cylinder engines. In current niche uses, magnetos power portable generators and motorcycles, particularly in developing regions where affordable, battery-independent systems are essential; these setups are tailored for 2- to 8-cylinder arrangements, producing sparks up to 20,000 volts for efficient operation in resource-limited settings.

Advantages and Disadvantages

Operational Benefits

One primary operational benefit of the ignition magneto is its complete independence from external electrical power sources, such as batteries or generators. By generating high-voltage sparks through mechanical rotation of a within the engine's , the magneto ensures reliable ignition even during electrical system failures, making it particularly suitable for remote or extended-duration operations where battery depletion could otherwise pose a . This self-contained design also eliminates vulnerabilities associated with or degradation, which can compromise performance in demanding conditions. Magnetos exhibit exceptional reliability in harsh environments, including extreme temperatures, high vibrations, altitudes, and common in and industrial settings. Without reliance on batteries, which are prone to leakage and , magnetos maintain consistent spark production through features like moisture-venting mechanisms that prevent internal and ensure stable operation across a wide range of conditions. Dual-magneto configurations further enhance this reliability by providing , allowing the engine to continue functioning if one unit fails, thereby minimizing the risk of in-flight shutdowns. The of magneto contributes to its and ease of integration in systems. Comprising fewer components—primarily a rotor, coil, and breaker points—compared to electronic ignition alternatives, magnetos reduce potential failure points and require minimal wiring, promoting straightforward installation and operation. In applications, this durability supports a typical of up to 500 hours between inspections or overhauls, after which routine checks ensure continued performance without frequent replacements. For small engines in ground-based or use, magnetos offer cost-effectiveness through lower initial acquisition costs and reduced maintenance expenses relative to full electronic systems like . Their robust, low-complexity construction avoids the need for sophisticated diagnostics or frequent electronic component replacements, making them an economical choice for applications where high reliability is essential but budgets are constrained.

Limitations and Comparisons

One significant limitation of ignition magnetos is their fixed , which lacks automatic variable advance mechanisms to optimize spark across different RPM ranges, often necessitating manual adjustments for peak performance. This rigidity can lead to suboptimal combustion efficiency at varying speeds, as the timing is preset for operational conditions rather than dynamically adjusted like in modern systems. Starting an engine with a magneto presents challenges due to its weaker spark output at low RPMs, typically around 80 RPM during cranking, which may fail to ignite the mixture without auxiliary aids such as impulse couplings or starting vibrators in older configurations. This low-RPM deficiency historically contributed to reliance on hand-cranking or booster systems in early setups, increasing operational complexity. Compared to battery-coil ignition systems, magnetos offer independence from external power sources but suffer from less reliable starting, as battery systems provide consistent voltage for easier cranking with electric starters, though they require battery maintenance and can fail if the battery depletes. Versus electronic ignitions, magnetos deliver less precise timing control without electronic sensors for RPM-based adjustments, yet they avoid risks of electronic component failure in harsh environments. Maintenance for ignition magnetos involves periodic checks, including setting the breaker point gap to approximately 0.018 inches (±0.006 inches) to ensure proper operation, along with inspections for magnet strength degradation over time. These requirements contributed to their in most passenger vehicles after the 1930s, as battery-ignition systems became standard with the widespread adoption of electric starters.

History

Early Development

The development of the ignition magneto began in the late amid efforts to create reliable self-contained ignition systems for internal combustion engines. In 1898, British engineer Frederick Richard Simms patented a low-tension magneto design (GB 24859/1898), which generated a low-voltage spark through suitable for early stationary engines. Simms, who served as a director of from 1892 to 1902, collaborated closely with the German firm to adapt these devices for automotive use, licensing Bosch to produce them under the Simms-Bosch name. By 1901, Robert Bosch's engineer Gottlob Honold advanced the technology with a high-tension magneto, incorporating an internal to produce a stronger spark without external batteries. Initial applications demonstrated the magneto's potential in demanding environments. In 1900, low-tension Bosch magnetos ignited the Daimler engines powering the first airship, LZ 1, enabling consistent operation during its historic flight over . The following year, the Mercedes 35 hp, designed by and Paul Daimler, became the world's first production automobile equipped with magneto ignition, featuring a high-tension system that contributed to its victory in the 1901 Nice-Salon-Nice race. A pivotal innovation occurred in 1902 when Bosch integrated a () and contact points directly into the high-tension magneto housing, allowing synchronized sparking for multi-cylinder engines and eliminating cumbersome external wiring. This , patented as DE 156117, facilitated reliable and was paired with Bosch's first spark plugs for arc-based sparking. Bosch initiated of these units that same year at its facility, supplying over 50,000 magnetos annually by 1905 and establishing the device as a standard for early 20th-century engines.

20th Century Advancements and Replacement

The impulse coupling, patented in 1909 by G.A. Unterberg, became a key advancement for magnetos in the early , enabling easier engine starting by retarding and intensifying the spark during low-speed cranking. This mechanical device, which used a spring-loaded pawl to briefly accelerate the magneto , addressed the weak spark generation at starter speeds in engines. By the 1930s, magneto designs incorporated shielding to mitigate interference, crucial for emerging communication systems. Engineers developed conductive enclosures around magnetos, distributor blocks, and high-tension leads to contain electromagnetic fields, significantly reducing static in radio receivers during flight. These measures, tested on radial engines like those using Scintilla magnetos, ensured reliable radio operation without compromising ignition performance. Dual-magneto systems became standardized in military and engines during and the post-war era, providing redundancy against single-point failures for enhanced safety. This configuration, with independent left and right magnetos firing separate spark plugs per cylinder, persisted in certified aircraft due to established type certification requirements and regulatory inertia. , such as 14 CFR § 33.37, mandated dual ignition for spark-ignition engines, reinforcing magneto use in piston aircraft designs. The decline of magnetos in automotive applications accelerated in the 1950s with the widespread adoption of 12-volt battery systems, which simplified starting and integrated accessories like radios and lights more effectively than low-voltage magneto setups. led the transition in 1955, followed by other manufacturers, as 12-volt systems delivered higher cranking power and reduced the need for self-contained ignition generators. By the 1970s, electronic ignition systems further supplanted magnetos in cars, offering variable spark timing controlled by sensors for vacuum and centrifugal advance, along with built-in diagnostics for fault detection. ' (HEI), introduced in 1974, used a pickup coil and module for precise timing adjustments, improving efficiency and emissions compliance. Chrysler's system, rolled out in 1976, employed a computer to vary advance based on engine load and temperature, enabling leaner fuel mixtures. Despite these shifts, magnetos remain mandated in certified piston aircraft as of 2025 under FAA type certification rules, ensuring independence from the aircraft's electrical system, though they are increasingly supplemented by Full Authority Digital Engine Control () or electronic ignition alternatives via Supplemental Type Certificates (STCs). The FAA's 2023 approval of dual electronic ignitions, such as SureFly's system, allows magneto replacement while maintaining redundancy, reducing maintenance intervals from 500 hours. FADEC systems, common in modern turbine engines and increasingly in piston engines, provide automated fuel and ignition management, often replacing traditional magnetos with electronic ignition for reliability.

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