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SURFACE VEHICLE J139™ FEB2020

RECOMMENDED PRACTICE Issued 1970-01

Superseding J139 JUL2014

Ignition System Nomenclature and Terminology

RATIONALE

This document was reviewed, updated, and revised to include standard nomenclature and terminology used to describe
features and components of ignition systems for spark ignited internal combustion engines. The rationale to revise the
document existed because of system modifications and advancements not addressed in the SAE J139 July 2014 revision.

1. SCOPE

To provide standard terminology and definitions with regard to ignition systems for spark-ignited internal combustion
engines.

2. REFERENCES

2.1 Applicable Documents

The following publications form a part of this specification to the extent specified herein. Unless otherwise indicated, the
latest issue of SAE publications shall apply.

2.1.1 SAE Publication

Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA
and Canada) or +1 724-776-4970 (outside USA), www.sae.org.

SAE J973 Ignition System Measurements Procedure

3. TYPES OF IGNITION SYSTEMS

3.1 Electronic

A system in which the coil current is controlled by semiconductors. The semiconductors can be controlled by mechanical
breaker points or other means.

3.2 Breaker-less

A system like 3.1, except the semiconductors are controlled by means other than mechanical breaker points.

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3.3 Distributor-less (Static Distribution System)

A system that omits the rotating mechanical spark voltage distributor.

3.3.1 Coil-on-Plug (Single-Ended Coil)

A distributor-less system that omits ignition cables and utilizes a single-ended coil for each spark plug along with connecting
devices. These device types can include: spring, short wire or cable, terminal, or combinations of these items, totally
contained inside insulator boot.

3.3.2 Coil-on-Plug (Double-Ended Coil)

A distributor-less system that omits ignition cables and utilizes a double-ended coil for a pair of spark plugs (firing in unison
in a single cylinder) along with connecting devices. These device types can include: spring, short wire or cable, terminal, or
combinations of these items, totally contained inside insulator boot.

3.3.3 Coil-Near-Plug (Single-Ended Coil)

A distributor-less system utilizing one single-ended coil and a short ignition cable for each spark plug.

3.3.4 Coil-Near-Plug (Double-Ended Coil)

A distributor-less system that utilizes one double-ended coil for a spark plug pair in opposing cylinders firing 360 crank
degrees apart. This type of ignition system is called a waste spark system (see 3.8).

3.3.5 Magneto

A system that utilizes a permanent magnet on a rotating part of the engine to generate energy. It may be
conventional (3.3.7), electronic (3.1), breaker-less (3.2), or distributor-less (3.3).

3.3.6 Inductive

A system that stores energy in the primary winding (inductor) of the ignition coil. (The primary current flow can be controlled
by mechanical breaker points, semiconductors, or other means.) The high voltage for the spark discharge is generated by
the ignition coil (step-up transformer) when the primary current is terminated and the magnetic field collapses.

3.3.7 Conventional (Kettering)

A system that consists of a coil, rotating mechanical spark voltage distributor, battery, and mechanical breaker points to
control coil current.

3.4 Capacitor Discharge (CD)

A system that stores primary energy in a capacitor. The high voltage for the spark discharge is generated by the ignition
coil (step-up transformer) when the energy stored on the capacitor is discharged through the primary winding of the ignition
coil.

3.4.1 AC Capacitor Discharge

A variant of a CD system that uses a bi-directional primary switch, allowing alternating current flow in the primary and
secondary windings during the discharge.
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3.5 Angle-Based Ignition Timing System (ABITS)

An angle-based ignition timing system uses a high resolution engine position sensing scheme (e.g., 360 pulses per
revolution) for the ECU to use for spark delivery.

NOTE: As an example, an ignition system could be an electronic, breaker-less, distributor-less system; and such a system
is generally either inductive or capacitor discharge although hybrid systems are known to exist. (The energy can be
discharged into a coil by mechanical breaker points, semiconductors, or other means.)

3.6 Multi-Pulse/Multi-Spark Ignition Systems

An ignition system mechanization that discharges coil energy through a spark plug multiple times during one cylinder event.

3.6.1 Open Loop Multi-Pulse Control

A multi-pulse system that controls the charging and discharging of the coil following calibration values without measuring
coil operating parameters. Typical calibrations include:

• Initial coil charge time (dwell)

• Initial coil discharge time (burn time)

• Subsequent coil charge time

• Subsequent coil discharge time

• Number of pulses

3.6.2 Closed Loop Multi-Pulse Control

A multi-pulse system that controls the charging and discharging of the coil using feedback from the coil primary current, coil
secondary current, and/or ionization current or other combustion feedback.

3.7 Continuous Discharge Ignition System

3.7.1 Dual Coil Continuous Discharge

A dual coil per cylinder ignition system that operates in an alternating charge/discharge mode with the two coil outputs
summed together to fire a single spark plug. The first coil fires the spark plug initially and then the coils alternate between
charging and discharging (out of phase with one another) to support a continuous discharge for as long as the ECU
continues to cycle the coils.

3.7.2 Single Coil Continuous Discharge

A single coil ignition system whereby a DC supply is used to “boost” the charge state of the primary coil between secondary
discharge events, thereby supporting a continuous secondary discharge for as long as the ECU continues to cycle the coil.
The DC supply voltage must be sufficiently high for the coil to act as a step-up transformer, as in a capacitive discharge
system.

3.8 Waste-Spark Ignition System

A system in which both ends of a secondary winding of a high voltage transformer are connected to a spark plug each on
opposing cylinders, allowing the use of one coil for every two cylinders on the engine. The coil is energized once per engine
revolution, firing both spark plugs at the subsequent demand voltage for each, one on the compression stroke and one on
the exhaust stroke. The compression stroke firing is intended to ignite the air/fuel mixture, while the opposing exhaust stroke
firing is “wasted” as no ignitable mixture should be present.
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3.9 Non-Thermal Plasma Ignition Systems

An ignition concept whereby high electric fields sufficient to generate non-thermal (cold) filamentary plasma streamers that
initiate combustion of an air/fuel mixture by chemical dissociation mechanism rather than by typical high temperature arc
plasma ignition. Such systems can also be used for radical generation in RCCI type combustion.

3.9.1 Pulsed Plasma Ignition

An ignition concept whereby high voltage pulses (typically nanosecond pulses) are delivered to an electrode gap at high
frequency, short of the required spark voltage, whereby streamers sufficient to ignite an air/fuel mixture by dissociation are
formed in the gap.

3.9.2 Corona Ignition

An ignition system whereby high frequency (typically RF frequency) AC voltage is delivered to a single electrode of an igniter
plug with no specific ground electrode. Installed inside the combustion chamber, the ignition system ground is created by
the combustion chamber wall surfaces. The applied voltage to the igniter plug is lower than required to produce an arc
discharge to the ground, whereby producing high voltage plasma streamer(s) (one or more) sufficient to ignite the air/fuel
mixture, that extend outward from the electrode tip (tips) into the combustion chamber. The resulting ignition event is
characteristically multiple cycles of high voltage AC plasma with very low current (cold plasma).

3.9.3 Barrier Discharge Ignition

A variant of a non-thermal plasma system whereby the high voltage electrode is completely enclosed in an insulating
material. The plasma streamers are thus formed along the surface of the barrier, with the insulating material preventing
unwanted thermally equlibrated arc discharges.

3.9.4 Microwave Ignition

An ignition system whereby microwave radiation is used to directly ignite an air/fuel mixture through a non-thermal process.

3.10 Laser Ignition

An ignition system whereby high-intensity laser pulses of energy sufficient to ignite an air/fuel mixture are focused to a single
or multiple points within a combustion chamber. The focal point(s) are typically some distance away from the source.

3.11 Microwave-Assisted Ignition

An ignition concept whereby microwave radiation is directed towards a spark discharge in order to increase the electron
energy and expand the volume of the spark plasma, thereby enhancing the combustion initiation process.

4. PARAMETERS

4.1 Available Secondary (Spark) Voltage

The minimum voltage at the spark plug terminal with the terminal open-circuited and insulated from ground. Voltage to be
measured under specified conditions.

4.2 Required Secondary Voltage or Spark Voltage or Demand Voltage

The maximum voltage required at the spark plug terminal to break down the spark plug gap. Voltage to be measured under
specified conditions.

Voltage should be measured under full load (wide-open throttle) and a variety of part-load conditions, transients, and cold.
Testing should include both new spark plugs and worn (end of life) spark plugs with maximum gaps.
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4.3 Ignition Voltage Reserve

The difference between the available and required secondary (spark) voltages.

An adequate reserve is necessary for the ignition system to tolerate moisture, corona of the ignition cable, partially fouled
spark plugs, etc.

4.4 Open-Circuit Coil Secondary Voltage

The voltage measured at the coil output terminal with secondary cable disconnected. A specified capacitance may also be
placed from the high voltage terminal to ground to represent the installed system.

4.5 Loaded Secondary Voltage

The voltage measured at the spark plug terminal with the secondary cable or coil assembly disconnected from the spark
plug and a non-inductive (1 MΩ ± 1%, 10 W 0.0005%/V maximum voltage coefficient, dielectric strength that exceeds the
system voltage) load resistor connected to the high voltage terminal of the secondary cable or coil assembly. A specified
capacitance may also be placed from the high voltage terminal to ground to represent the installed system.

4.5.1 Secondary Voltage at Primary Current Switch on

Voltage induced in secondary winding due to rate of change of primary current at switch on.

4.6 Supply Voltage

The direct current (DC) voltage at the input terminals of the ignition system, under specified conditions.

4.7 Peak Coil Primary Voltage

The peak of the first half-cycle of the voltage at the coil primary terminals after discharge of the ignition.

4.8 Arc Voltage

The instantaneous voltage observed across the spark gap during arcing.

4.9 Spark Current

The instantaneous current observed passing through the spark gap electrodes during arcing.

4.10 Spark Energy

The energy dissipated between the spark gap electrodes as determined by the integral of the product of arc voltage and
spark current during current flow.

4.10.1 Spark Energy

Optional method (refer to SAE J973).

4.11 Spark Duration

The length of time a spark is established across a spark gap (in the spark gap) as established by the time of current flow in
the spark gap under specified conditions.

4.12 Rise-Time

The time required (microseconds) for the secondary available voltage to rise through a specified range of the peak
voltage (kV) under specified conditions.
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4.12.1 Rise-Time Gradient

The specified range of peak voltage (kV) divided by the rise-time in microseconds (volts-per-microsecond).

4.13 Minimum Operating Specified Speed (Cut-in)

The minimum engine speed at which the ignition system distributes a specified spark voltage, conditions of test to be
specified.

4.14 Average Supply Current

The DC input current to an ignition system, under specified conditions.

4.15 Peak Coil Current

The peak current flowing through the coil primary winding under specified conditions.

4.16 Coil Interruption Current

The peak current flowing through the coil primary winding at the time of interruption.

4.17 Timing Lag

The interval between the timing event and occurrence of a specified kV under specified conditions. (Usually expressed in
engine degrees per 1000 engine rpm.)

4.18 Dwell Time or Dwell Angle (Energizing Interval)

The interval during which the capacitor of a CD ignition system or the primary winding of an inductive ignition coil is being
charged.

4.19 Ignition Coil

A transformer with an air or magnetic core used to step-up a low primary voltage to a high secondary voltage.

4.19.1 Single-Ended Ignition Coil

An ignition coil with a single output secondary winding.

4.19.2 Double-Ended Ignition Coil

An ignition coil with one secondary winding that has a high-voltage connection at each end of the winding.

4.19.2.1 Coil Polarity

Most ignition coils are wound to generate a negative polarity high voltage output on the coil tower. This puts a negative
voltage on the center electrode of the spark plug. Double-ended coils have two high voltage towers connected to a common
secondary winding, and may have one terminal with a negative output voltage and the other with a positive output voltage.

4.19.3 Waste Spark

A spark that takes place nearly simultaneously at the exhaust stroke of another cylinder when a spark occurs at the
compression stroke of a cylinder.

4.20 Distributor

A device that distributes the spark voltage to the various spark plugs (via mechanical commutation).
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4.21 External Primary (Ballast) Resistor

A resistor, if used, that is connected in series with the coil primary circuit to reduce the system voltage on the primary of the
ignition coil during engine run mode.

4.22 Ignition Cables

A high voltage cable that routes high voltage from the coil to spark plug or coil to distributor and distributor to spark plug. It
may be a cable with the following SAE J2031 conductor types:

Type 1: Copper Conductor - Low resistance metal conductor with no noise suppression capability.

Type 2: Steel Conductor - Low resistance and strong metal conductor with no noise suppression capability.

Type 3: Resistive Conductor - Semi-conductive conductor with passive noise suppression capability.

Type 4: Reactive Conductor - Wire wound conductor with inductive noise suppressor designed to reduce a specific tuned
band of frequencies with low energy losses.

4.23 Ignition Trigger Device

The device used to initiate the discharge of the energy stored in the ignition system.

4.23.1 Non-Engine Control Unit (ECU) Controlled System

Refer to SAE J1930.

The trigger device can be a position sensor or a pulse generator located at a defined angular position.

4.23.2 ECU Controlled System

The ECU controls the discharge of the ignition coil in response to engine position derived from position sensor information.

4.24 Stored Energy

Theoretically, the amount of energy stored in the storage element (capacitor or coil) of the ignition system. This value does
not take into consideration inefficiencies or losses in the system.

4.24.1 Inductive System

See Equation 1.

W = (1/ 2) Li2 (Eq. 1)

where:

W = energy (joules) stored in coil inductive field

L = coil primary inductive (henries)

i = coil primary interruption current (amperes)

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4.24.2 Capacitor Discharge System

See Equation 2.

W = (1 / 2) CV 2 (Eq. 2)

where:

W = energy (joules) stored in the storage capacitor

C = storage capacitance (farads)

V = voltage (volts) across the storage capacitor at the moment discharge begins

5. NOTES

5.1 Revision Indicator

A change bar (l) located in the left margin is for the convenience of the user in locating areas where technical revisions, not
editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title
indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original
publications, nor in documents that contain editorial changes only.

PREPARED BY THE SAE IGNITION STANDARDS COMMITTEE