distributor

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Distributor cap. At the center is a spring loaded carbon button that bears upon the rotor. The number of distribution points (in this case 4) is determined by the number of cylinders in the engine

Rotor. This rotates at the same speed as the camshaft, one half the speed of the crankshaft

Breaker arm with contact points at the left. The pivot is on the right and the cam follower is in the middle of the breaker arm.

A distributor is a device in the ignition system of an internal combustion engine that routes high voltage from the ignition coil to the spark plugs in the correct firing order. The first reliable battery operated ignition was developed by Dayton Engineering Laboratories Co. (Delco) and introduced in the 1910 Cadillac. This ignition was developed by Charles Kettering and was considered a wonder in its day.

It consists of a rotating arm or rotor inside the distributor cap, on top of the distributor shaft, but insulated from it and the body of the vehicle (ground). The distributor shaft is driven by a gear on the camshaft. (Usually the distributor shaft extends to also drive the oil pump.) The metal part of the rotor contacts the central high voltage cable from the coil via a spring loaded carbon brush. The metal part of the rotor arm passes close to (but does not touch) the output contacts which connect via high tension cables to the spark plug of each cylinder. As the rotor spins within the distributor, electrical current is able to jump the small gaps created between the rotor arm and the contacts due to the high voltage created by the ignition coil.

The distributor shaft has a cam that operates the contact breaker. Opening the points causes a high induction voltage in the system's ignition coil.

The distributor also houses the centrifugal advance unit: a set of hinged weights attached to the distributor shaft, that cause the breaker points mounting plate to slightly rotate and advance the spark timing with higher engine rpm. In addition, the distributor has a vacuum advance unit that advances the timing even further as a function of the vacuum in the inlet manifold. Usually there is also a capacitor attached to the distributor. The capacitor is connected parallel to the breaker points, to suppress sparking and prevent wear of the points.

Around the 1970s^{[citation needed]} the primary breaker points were largely replaced with Hall effect sensors. As this is a non-contacting device and the primary circuit is controlled by solid state electronics, a great amount of maintenance in point adjustment and replacement was eliminated. This also eliminates any problem with breaker follower or cam wear, and by eliminating a side load extends distributor shaft bearing life. The remaining secondary (high voltage) circuit was as described above, using a single coil and a rotary distributor.

Distributor cap

A distributor cap is used in an automobile's engine to cover the distributor and its internal rotor.

The distributor cap is a prime example of a component that eventually succumbs to heat and vibration. It is a relatively easy and inexpensive part to replace if its bakelite housing does not break or crack first. Carbon deposit accumulation or erosion of its metal terminals may also cause distributor-cap failure.

The distributor cap has one post for each cylinder, and in points ignition systems there is a central post for the coil voltage coming into the distributor. In High Energy Ignition (HEI) systems there is no central post and the ignition coil sits on top of the distributor. On the inside of the cap there is a terminal that corresponds to each post, and the plug terminals are arranged around the circumference of the cap according to the firing order in order to send the secondary voltage to the proper spark plug at the right time.

The rotor is attached to the top of the distributor shaft which is driven by a gear on the engine's camshaft and thus synchronized to it. This rotor is pressed against a carbon brush on the center terminal of the distributor cap which connects to the ignition coil either through the top and wired directly to the coil in HEI systems, or via the center terminal in points ignition systems and remotely connected to the coil. The rotor is constructed such that the center tab is electrically connected to its outer edge so that voltage coming in to the center post travels through the carbon point to the outer edge of the rotor. As the camshaft rotates, the rotor spins and its outer edge passes each of the internal plug terminals to fire each spark plug.

Cars that use a mechanical distributor often fail if they run into deep puddles because the water that leaks into the distributor shorts the electric current that should go through the spark plug, rerouting it directly to the body of the vehicle. This, in turn, causes the engine to stop as the fuel is not ignited in the cylinders. This problem can be fixed by opening the distributor's cap and wiping the cam and the contacts dry with tissue paper or by blowing hot air on them.

Direct ignition

Modern engine designs have done away with the distributor and coil, instead performing the distribution function in the primary circuit electronically and applying the primary (low-voltage) pulse to individual coils for each spark plug. In some cars, the coils are mounted together in a 'coil pack'; others utilize a coil located very near to or directly on top of each spark plug (Direct Ignition or coil-on-plug). This avoids the need to switch very high voltages, which is very often a source of trouble, especially in damp conditions. These systems also allow finer levels of ignition control by the engine computer, which assists in increasing power output, decreasing fuel consumption and emissions, and implementing features such as Active Fuel Management. 2-cylinder engines can be built without a distributor, as in Citroen 2CV of about 1975. Both spark plugs of the boxer are fired simply simultanously.

See also

• Engine Control Unit (ECU)
• Ignition system
• Saab Direct Ignition
• Timing mark

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References