131.3734 connection diagram. Ignition system. Ignition systems: from simple to better

Comparison of 13.3734 and 131.3734 switches

Judging by the conference materials, many UAZ owners replaced the standard switch 13.3734 with Volgovsky 131.3734 or similar. At the same time, a lot of stories are told about how the dynamics, efficiency, stability of idle speed, etc. have improved.

I also “decided to try it, took the bottle and opened it” (c). A miracle, as one might expect, did not happen, since the engine was already working quite well, so it was decided to dig deeper and replace the sensations and impressions with more accurate data.

So, starting positions. There are two switches: native - 13.3734 and 94.3734, manufactured by ELARA. There are diagrams of both, one from the manual, the other from an article on UAZBUK. Datasheet for L497 chip. Pointer ammeter and oscilloscope S1-94.

A decent amount of “food for thought” (c) can be obtained by looking at the voltage oscillogram at the output of the switch. Therefore, the main efforts were aimed at obtaining it for competing devices. Please see drawings that show the output voltage of both switches. The timing parameters correspond to approximately 1000 rpm. Let's start with the native one:

A spark is like a spark. Everything is in order - a surge of high voltage, a breakdown of the gaps, an arc burning, its extinction after the energy in the coil is exhausted, after a while the switch turns on again and remains in this state until the next spark. The output transistor switch has two states - on and off. Moreover, the duration of the off state decreases with increasing engine speed (sparking frequency).
Those. Almost all the time, current flows through the coil, and if it is not further limited, it and the transistor switch will have a bad time (based on the parameters of the coil, the current can reach 20-odd amperes). Well, yes, the authors of the ignition system took care of this, and provided us with a limiting resistor - a variator, limiting D.C. through the coil at about 7.5A. (It is a variator, apparently, because it has a tap for closing part of it during startup.)

Be curious about the dependence of the current through the coil on engine speed. It turns out that the heaviest mode in terms of heat is idle. So, if your machine runs for a long time at low speeds or at idle, the reel will not remain cold! Moreover, the variator is located below the reel, additionally heating it.
With the engine off but the ignition on, the switch periodically spontaneously generates a spark, somewhat reducing the current consumption and making it easier to start the engine at very low speeds (in cold weather or with the handle). Let's count it for dignity.

And here is the same voltage generated by the Volgov switch. It's more cunning.
The cycle (phase 1) begins with the key opening. The current in the coil increases exponentially, tending to the above 20A. But it does NOT reach them! Because the output transistor is switched by the L497 control chip to active mode (phase 2) and limits the current. Takes on the function of a variator. NO CVT NEEDED! The transistor limits the current to 6A, ensuring constant energy is stored in the bobbin, and therefore given to the spark. The variator with this switch is HARMFUL! It does not allow the current, especially with reduced voltage in the on-board network during startup, to reach the limit value and disrupts the stabilization of the pulse current through the coil.

A small nuisance - when the output transistor operates in current stabilization mode, it dissipates about 50 W of power! Not for long, of course, but still...
Finally, the transistor closes according to a signal from the distributor sensor - a high voltage pulse and a spark are formed. The voltage pulse is higher than that of the 13th switch, but shorter. Most likely, this is due to the fact that they have capacitors of different capacities parallel to the transistor. The 13th has 1 µF, and the 131st has 0.1 µF. But the areas under the half-wave are close, i.e. the energy is approximately the same. And the duration of the spark is almost the same as the 13th. After the spark ends, the key does not even think about opening (phase 4). The switch waits for phase 1, calculated by the control chip based on the previous half-turn of the motor. Those. Most of the time, the output transistor of the switch is closed, at least at low speeds.
Look at the dependence of the average current through the bobbin on revolutions. Here everything is “exactly the opposite” compared to the 13th switch. XX is the easiest mode for the reel. Moreover, if the engine stalls, after about 1 second the output transistor will be closed by the control chip. The consumption of the ignition system will be equal to the consumption of the control circuit - 50 milliamps... But there will be no sparking without a signal from the distributor. If the engine rotates slowly and the amplitude of the signal from the sensor is not sufficient to trigger the driver, you will be left without a spark!

A little about the L497 chip, invented by the glorious company SGS Thomson. This is a specialized analog-pulse computing device, where the timing parameters are set by capacitors. These are not the most accurate and stable radioelements.
The microcircuit has following functions, partially mentioned earlier:

• Controlling the opening angle of the output transistor.
• Output current limitation.
• High voltage output limitation.
• Turns off the output transistor if there is no signal from the sensor.
• Generating a signal for the tachometer.
• Protecting yourself from electrical overloads.

1. The dialectic is obvious. Each device has its own advantages and disadvantages. And both are not masterpieces of construction.
2. The spark energy generated by both ignition systems is approximately the same. So, with good spark plugs, wires and distributor, you should not expect a noticeable improvement in engine performance. The “Volgov” switch has a higher breakdown voltage and a steeper front of the high-voltage pulse, which is said to have a positive effect on the starting characteristics and reduces the requirements for the quality of the spark plugs.
3. The higher voltage generated by the 131st increases the risk of breakdown of the distributor cap and reduces the reverse voltage margin for the output transistor.
4. The 13th switch is simpler and therefore more reliable. It uses an ordinary high-voltage transistor as an output, which itself is more reliable than the Darlington transistor used with the L497 chip. Especially with 50 watts dissipated on the collector when the current is stabilized.
5. 131st switch enables more efficient use of energy on-board network. The average current through the coil in the most used speed range is less than that of the 13th. So, if your “gene” is dead, with the 131st you will go almost twice as far. And the coil will be colder.
6. It is easier to start the engine manually with 13th. A spark is formed regardless of the speed of rotation of the HF!
7. Well, one last thing. If your original ignition system works quite well, there is no reason to replace the switch with a Volgov one. And if you are already “sick” of it, try something more modern.

In the electronic ignition system, which is one of the most important components modern car, high voltage current is created and distributed thanks to electronic devices. Electronic system has many clear advantages, and also makes it easier to start the engine in winter.

Ignition systems: from simple to better!

The ignition system is an integral attribute of any gasoline or gas engine. With all the variety of technical nuances in this matter, all ignition systems with dynamic distribution of the supplied voltage can be divided into contact and non-contact. The following article is devoted to their main features, as well as the reasons for the emergence of systems with static voltage distribution (electronic ignition).

CARS CLUB

Picky selection

VOLGA arsonists

Hello, editor? Please advise me: I’ve already changed the third switch on the Volga in six months!

Mikhail KOLODOCHKIN

When similar calls began to be heard almost every day, the need for a “showdown” became obvious. Indeed, why on earth did the ignition system of such familiar 402 engines suddenly begin to act up on brand new Volzhankas?

Before you grab your oscilloscope and soldering iron, let’s do a brief but absolutely necessary

HISTORICAL EXCURSION

Volga has always been distinguished by its originality. Having mastered contactless ignition back in the mid-eighties, she preferred a rotating magnet and a stationary stator winding to a Hall sensor. This solution required a switch that was completely different from the “eight” one. As a result, the diagram shown in Fig. 1 materialized under the “Volga” hoods.

The system met the principle “it couldn’t be simpler.” When a magnet rotates in a winding, a signal similar to a sine wave is formed - remember school physics lessons. When the signal level is low, the switch connects the primary winding of the ignition coil to the on-board network, and when it is high, it turns it off. The amount of current in the coil does not bother him at all - he stubbornly works on the principle of a switch: “opened - closed”. And since the resistance of the primary winding of the B116 coil is only 0.43 Ohm, when it is directly connected to the on-board network, the current strength will reach 30 A - neither the coil nor the switch will last even a minute in this mode. To prevent trouble from happening, an additional resistor with a nominal value of approximately 1.2 Ohms is connected between the switch and the coil.

With the advent VAZ 2101 it became clear that a modern motor does not need such indulgences - the resistor was denied registration in Tolyatti. But driving him out of Nizhny Novgorod turned out to be more difficult... Moreover, the Volga has not a simple resistor, but a two-section one! The first section shorts out during startup - this is understandable, the “402nd” engine needs help. The second section is constantly on - frankly speaking, not the best engineering solution.

The expulsion of the resistor from the contactless ignition of the Volga dragged on for a good ten years. Finally, instead of a 13.3734 type switch under the hood GAZ 3102 9/">GAZ 31029 appeared almost identical in appearance 131.3734, and the yellow box with three terminals disappeared. It is not surprising that even electrical specialists initially shrugged their shoulders, and rumors began to spread around the new product, each more mysterious than the other. I had heard that the resistor " hid" inside the switch, that it was "removed" as part of a rationalization proposal to save money, and also that the harmful parts were simply not delivered to the assembly line... It is not surprising that many would-be craftsmen began to correct the factory's "mistake" on their own, returning the resistor "to its place ".

Meanwhile, the new switch is an order of magnitude smarter than the old one. It automatically maintains the current level in the primary winding. To do this, a small but very important indicator resistance is installed in the transistor circuit, the voltage drop across which is monitored by a special microcircuit. If the current is small, the microcircuit “opens” the transistor; if it is high, it “closes” it. The same microcircuit saves energy by connecting the coil to the on-board network back to back in time, so that by the time of sparking it has time to accumulate the necessary energy. Finally, with the engine stopped, the new switch will turn off the coil completely. As a result, despite the fact that instead of a variator resistor the transistor itself is now blown, the power dissipated on semiconductors has decreased.

Interesting fact: when you try to connect the mentioned resistor 1402.3729 in series with the coil, the power dissipated by the switch will not decrease, but will increase! The reason is simple - the resistor increases the “time constant” of the system, and therefore, to achieve the required breaking current, the switch will have to work longer (Fig. 2). Why do the machine a disservice?

OPTIONS ARE POSSIBLE

So, why do the owners of new GAZ 3110, who chose the good old “402” engine instead of the unpredictable “406”, found not peace of mind, but a headache. Is it really possible to get lost in three pines - a switch, a coil, a resistor?

Reference literature suggested that three types of switches can be used in the Volga ignition system: 131.3734, 90.3734 and 94.3734. The market has made an amendment - our collection has been replenished with a product with a long name 468 332 008 ANALOGUE 131.3734. In addition, helpful sellers, as if by chance, offered outdated 13.3734, 13.3734–01, as well as another strange product - 468 332 007 ANALOGUE 13.3734. There were fewer ignition coils - the modern 31.3705 was added to the old B116. Resistor 1402.3729 has not undergone any special changes.

It remains to solve a simple problem - from seven switches, two coils and one resistor, create a team capable of controlling the ignition of the Volga and not experiencing mutual allergies.

First, let's deal with the coils. The electrical parameters of B116 and 31.3705 are practically the same, so either of them can drive the Volga. At the same time, the oil-filled “old lady” B116 has higher survivability in case of overheating and other troubles, and therefore it is not worth sending it into retirement.

We will divide the switches into two groups - “old” and “new”. The “old” ones (photos 1–3) do not know how to regulate the rise time of the current in the coil, the “new” ones (photos 4–7) should be able to do everything.

Of the “oldies,” the Stary Oskol one turned out to be the most “solid Iskra” (photo 1) - a well-thought-out and tested design. The Ulyanovsk product (photo 2) looks almost the same, but worse. As for the other “Ulyanovsk resident” (photo 3), this is a complete failure. Those who made the switch case from plastic doomed the power transistor (by the way, it is not marked) to martyrdom in a slow fire: the heat sink area was reduced by three times...

Let's move on to the "contemporaries". Stary Oskol traditions are inherited - there are no complaints about the switch 131.3734 (photo 4). Heredity can also be traced in Ulyanovsk (photo 5), but there is nothing to be happy about here. To the disgusting heat sink was added a parody of an indicator resistance in the form of a printed conductor on the board. The Kaluga switch (photo 6) was made in good faith. The indicator resistance is purchased, with a stable characteristic. I frankly didn’t like the ancient “Cheboksary” (photo 7). The indicator resistance is in the form of a sloppy spiral of thin copper wire. Maintainability is poor - the screws are soldered to the board. And vertically installed elements can easily fall off when shaking.

Thus, out of four “contemporaries”, two can ride on the “Volga” - “Stary Oskolets” (photo 4) and “Kaluzhanin” (photo 6). Resistor 1402.3729 is contraindicated for them, and the coil can be anything - either B116 or 31.3705. Unfortunately, outright hack work periodically seeps under the hoods of today's Volzhanka cars, mercilessly killing the memories of a once trouble-free car.

Rice. 1. Classic Volga contactless ignition scheme: 1 - sensor-distributor; 2 - switch; 3 - additional resistor; 4 - ignition coil.

Rice. 2. Graph of the current increase in the coil with and without an additional resistor. The shaded area is the switch overheating.

Photo 1. Switch 13.3734–01 (Stary Oskol). The founder of contactless ignition systems for Volga. A kind of standard - the arrangement of components is carefully thought out, heat dissipation from power transistor good. Can only be used with an additional resistor. Burst current - 6.5 A.

Photo 2. Switch 13.3734 (Ulyanovsk). “Double” of the Stary Oskol “grandfather”. The arrangement of components from the point of view of vibration and shock resistance is somewhat worse, but in general it is acceptable. The choice of power transistor is unsuccessful. Can only be used with an additional resistor. Burst current - 6.5 A.

Photo 3. Switch 468 332 007 ANALOGUE 13.3734 (Ulyanovsk). Illustration for the saying “The best is the enemy of the good.” For some reason there was not enough space on one side of the board for the elements - I had to use the “wrong side”. The thermal regime of the transistor is catastrophic. Can only be used with an additional resistor. Burst current - 6.5 A.

Photo 4. Switch 131.3734 (Stary Oskol). A good product with a thoughtful arrangement of elements and good heat dissipation from the transistor. The indicator resistor is a nichrome spiral of two or three turns. Used without additional resistor. Burst current - 7.3 A.

Photo 5. Switch 468 332 008 ANALOGUE 131.3734 (Ulyanovsk). Very severe thermal regime of the transistor. An indicator resistor in the form of a printed conductor on the board does not provide precise adjustment of the interruption current. The elements are very poorly placed, the wiring is poorly done. Used without additional resistor. Break current - 6.6 A.

Photo 6. Switch 90.3734 (Kaluga). Best in class. The indicator resistor is purchased, with a stable characteristic. Excellent heat dissipation from a foreign-made power transistor. High vibration and impact resistance of the structure. Used without additional resistor. The only puncture is too high current gap: 9.8 A the coil may not withstand...

Photo 7. Switch 94.3734 (Cheboksary). A degraded copy of Stary Oskol 131.3734. An indicator resistor is a spiral of copper wire, the resistance of which strongly depends on temperature. Low maintainability. Poor vibration and shock resistance. Used without additional resistor. Burst current - 6.8 A.

Ignition coils - “old” B116 and “new” 31.3705.

Contactless transistor ignition system GAZ-3307.

First of all, let's get acquainted with the ignition system of the GAZ-3307 truck. The ignition system of the GAZ-3307 is battery-based, contactless-transistor with a voltage in the primary circuit of 12V, consists of sources electric current, ignition coils, additional resistor (if I’m not mistaken, where since 2000 they have been produced without an additional resistor), switch, ignition distributor, spark plugs, spark plug tips, ignition switch and low and high voltage wires.

Technical characteristics of the ignition system of GAZ-3307 (GAZ 53) cars

Ignition order of GAZ-3307 1 - 5 - 4 - 2-6 - 3 -7 - 8 Type of ignition distributor (distributor) - 24.3706 Distributor shaft rotation speed per 1 min with uninterrupted spark formation when working with a B116 ignition coil on a three-electrode spark gap at spark gap 7 mm, min-1 - 20 - 2300 Direction of rotation of the ignition distributor roller (distributor) GAZ-3307 - clockwise Ignition coil GAZ-3307 - B116 Spark plugs - A11 Spark gap size in spark plugs, mm - 0.8 - 0.95 Additional resistor - 14.3729 Switch - 131.3734 or 13.3734 Spark plug tip - 35.3707200

Diagram of the GAZ-3307 ignition system

So. as I already said in our time, the ignition system of the GAZ-3307 truck has undergone minor changes.

As I already wrote, this happened after 2000, this is approximately what I am saying. I can’t say for sure, I’m afraid I’ll be wrong. but I didn’t have time to google and search for it; I just don’t have time for it and it’s not particularly interesting. If you are interested, look for it and then share it with me. You can leave a comment.

This applies to transistor switch brands 13.3734 and 131.3734

You can see the difference in just one number, that is, it was 13.3734 before 2000. and they began to produce the GAZ-3307 after 2000 with the switch 131.3734. And so just one number and this is one number. that is. as you noticed. number 1 removes from the ignition system of GAZ-3307 additional resistor - 14.3729.

That is, simply put, the function additional resistor - 14.3729. built into transistor switch 131.3734.

I want to warn you, someone may say “yes, I put brand 13.3734 instead of brand 131.3734 and why doesn’t the machine work?” I agree with him.

GAZ-3307 will of course work and go normally, but not far. And why. Of course you ask. and you’ll be right, we need to find out why. Yes, because your ignition coil (bobbin) will simply burn out.

Why will this happen. Ignition coil. GAZ-3307 (B 116) is a transformer, on an iron core of which a secondary winding is wound, and on top of it is a primary winding. The core with windings is installed in a sealed steel case filled with oil and closed with a high-voltage plastic cover.

Operating temperature from -50° C to +80° C. Resistance value at a temperature of 25° C: primary winding (0.65+0.07) Ohm, secondary winding (18+1.8) kOhm.

Developed secondary voltage 18 kV max. Supply voltage 12 V. Weight 0.95 kg. When working ignition coil B-116 additional resistor-14.3729. The resistor heats up during operation, this is normal. Resistor. when the starter is turned on (when starting the engine), it is bypassed and the coil is supplied with full voltage (more precisely, the on-board voltage supplied by the starter), this makes starting easier.

After turning off the starter, it starts “working” again additional resistor-14.3729. And now give yourself this picture of a GAZ-3307, let’s say, after the year 2000, there is, of course, no ignition additional resistor-14.3729 And ignition coil B-116 And transistor switch 131.3734, and you took it and put it transistor switch 13.3734, and then the GAZ-3307 will, of course, start; moreover, it will drive normally (as I already stated above), and the coil will not burn out far away. That is, reduce the on-board voltage. for the ignition coil, there is no one else.

And as we already know ignition coil B-116 powered by reduced voltage through additional resistor-14.3729 or with an added voltage reduction function transistor switch brand 131.3734.

And in the consequences ignition coil B-116 it will just burn out.

I still can’t help but note this moment. There is also a B-114 ignition coil
As you noticed, it looks no different from the B-116 (some people use it), it also fits the GAZ 3307. But I personally don’t advise you to use it. GAZ-3307 will of course work (I tested it myself. I had to drive home with a B-114 ignition coil when the B-116 burned out) If you put it on and drive it, you may not feel the difference. but in the end this will affect fuel consumption (increase) and, of course, the car’s traction (decreased), the engine will operate unstably. Just ignition coil B-114 designed for GAZ-53 with contact-transistor ignition system

Connection diagram for the new ignition system. Switch 131.3734.

1. Candles; 2. Anti-interference resistance; 3. Distributor; 4. Switch; 5. Ignition coil; 6. Generator; 7. Fuse; 8. Battery; 9. Ignition switch.

Connection diagram for switch 131.3734 as part of the ignition system:

Wiring diagram for the old-style ignition system. Switch 13.3734.

1. Distributor; 2. Switch; 3. Additional resistor (variator); 4. Ignition coil.

You can familiarize yourself with the contact-transistor ignition system in this article:

And so we are friends. as I think. We finished familiarizing ourselves with the ignition system of the GAZ-3307 (GAZ-53) truck. If you suddenly have any questions, you can leave comments.

Now let's figure out what the reasons are lack of spark.

If suddenly you haven’t found something, or you simply don’t have time to search, then I recommend reading the articles in the “GAS Repair” categories. I am sure you will find the answer to your question, and if not, write in the comments the question you are interested in, I will definitely answer.

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