Motorcycle ignition block. Scheme, description

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ENCYCLOPEDIA OF RADIO ELECTRONICS AND ELECTRICAL ENGINEERING
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Motorcycle ignition block. Encyclopedia of radio electronics and electrical engineering

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Encyclopedia of radio electronics and electrical engineering / Automobile. Ignition

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Due to a number of circumstances, the choice of circuit solutions for ignition units for motorcycle engines is very narrow today. This, of course, creates great difficulties for experimental motorcycle owners in the field of introducing electronics to two- and three-wheeled vehicles with a two-stroke engine. This article describes a simple thyristor ignition unit for two-cylinder motorcycle engines with two ignition coils. According to the scheme, it does not claim to be a fundamental novelty, but captivates with the sophistication of the design, does not require scarce parts, and is unpretentious in operation. On his motorcycle with this block, the author traveled for more than a dozen seasons.

Schematic diagram of the ignition unit for a two-cylinder motorcycle engine equipped with two ignition coils (an example is the IZH-Jupiter motorcycle). shown in fig. 1. The structure of the block is traditional. On two transistors VT1, VT2 and transformer T1, a converter of the on-board supply voltage to an increased one (310 ... 320 V) is assembled, which feeds the two-channel ignition pulse shaper. The channels according to the scheme are exactly the same and each is loaded with its own ignition coil (12,13).

The generation frequency of the converter is -3000...3500 Hz. With an on-board supply voltage of 6 V, the unit consumes 0,4 ... 0.5 A at idle (ignition on, engine not running), at maximum crankshaft speed - no more than 3 A.

Further, we will talk about the operation of only the upper channel according to the scheme. In the lower one, the same processes take place, but they are shifted in phase by. 180 deg.

The increased DC voltage from the output of the rectifier bridge VD1-VD4 charges the storage capacitor C5 through the diode VD12 and the primary winding of the ignition coil 3. When the contacts SF1 of the breaker are closed, the starting capacitor C3 is charged from the on-board network through the resistor R5. At the moment they open, this capacitor is discharged through resistors R9. R10. diode VD7 and the control transition of the trinistor VS1.

Motorcycle ignition block

The trinistor that opens at the same time discharges the storage capacitor C3 to the primary winding of the ignition coil. The discharge current pulse generates a high voltage pulse in the secondary winding of coil T2.

Circuit VD9R5 reduces the discharge time of the storage capacitor C3. which improves node performance. Resistor R7 creates a delay in the charging time of the starting capacitor C5. which protects the node from false operation when the contacts of the SF1 breaker contacts bounce at the moment they are closed.

Decoupling diodes VD5 and VD6 at the time of sparking. closing in turn, they ensure the discharge of only one of the two storage capacitors. So. when the trinistor VS1 is open, the diode VD6 is closed and vice versa.

At the moment of sparking, the output of the voltage converter is closed by a low resistance of the open trinistor VS1 and diode VD5. therefore, its oscillations are disrupted, it ceases to consume current from the on-board network, and at the output of the VD1-VD4 bridge, the voltage decreases to zero. At the end of the discharge of the storage capacitor C3, the trinistor VS1 closes, the converter generator starts again and a new cycle of charging the storage capacitor begins.

To install the unit on motorcycles with a 12-volt on-board network, it is only necessary to adjust the ratings of some parts and the number of turns of the transformer, the circuit remains unchanged. So. resistor R1 should have a resistance of 30 ohms. R2 - 360 Ohm. R3 and R4 - 1.2 kOhm, R5 and R6 - 1.2 kOhm. R9-R12 -200 Ohm. Diodes D9E must be replaced with D223 capacitor C1 - with another one, with a capacity of 5 microfarads for a voltage of 25 V. and C2 -20 microfarads - for a voltage of 25 V.

The current consumed by the unit with a 12-volt supply is approximately half that with a 6-volt supply, the rest of the characteristics remain almost the same.

The transformer is wound on three K31x18x7 annular magnetic cores made of M2000NM1-2 ferrite stacked together. The number of turns of the windings and the brand of wire are indicated in the table. Winding 111 is wound first, then II and I. The turns of each winding are evenly spaced around the ring. Inter-row and inter-winding insulation is made of varnished fabric tape. in one layer and in two or three, respectively. In this case, it should be borne in mind that the space in the clearance of the magnetic circuit is limited.

The unit is connected to the rest of the ignition system circuits through a six-pin connector X1. Any connector that is convenient to use and can withstand the operating current through the contacts is suitable.

The design of the block is arbitrary. For transistors, a common heat sink with an area of 40 ... 50 cm2 is sufficient, they are fixed without gaskets. SCRs are installed through mica gaskets on a heat sink with an area of 8 ... 12 cm2. The metal casing of the unit can serve as a heat sink.

The unit, unmistakably assembled from serviceable parts, starts working immediately and does not require adjustment. The capacitance of the capacitor C2 is not critical, and the frequency of the voltage converter depends on the capacitance of the capacitor C1.

Together with the ignition unit, any motorcycle ignition coils for 6 and 12 V can work, as well as automobile ones designed for the classic ignition option.

The presence of the X1 connector makes it possible to quickly switch from electronic ignition to classic. To do this, it is enough to insert a "capacitor" plug into the female part of the connector, the diagram of which is shown in fig. 2.

Motorcycle ignition block

In conclusion - a few tips and warnings. First, don't forget to remove the capacitors shunting the breaker contacts. Pay attention to the fastening of the transformer - it must be done like this. so that the mounting elements do not form a closed loop around the magnetic circuit.

Do not increase the output voltage of the converter above 320 V. This will only increase the leakage current through the trinistors and adversely affect the reliability of the unit.

On the IZH-Jupiter motorcycle engine, with classic ignition, the breaker contacts open when the corresponding piston is 2.2 mm from the "top dead center". To work with the electronic unit, this value must be reduced to 1,8 mm.

Over the years of operating a motorcycle with an electronic ignition unit, I have more than once had to ride with a battery, and with a battery of galvanic cells, and without a current source at all, starting the engine with acceleration - I don’t remember a case when the unit caused complaints.

Author: V. Gusev, Golitsyno, Moscow region

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Comments on the article:

Anatoly
Hello. Where is the transformer winding data?

Alexander
I made such an ignition about 10 years ago, I traveled about 5 years. The transistors were more powerful, and then they flew out periodically. Then I refused. Now I did it on the switch 76.3774. coil 406.3705-10 and the hall sensor. .25mm. with a radial groove - 1mm wide and 3-4mm deep. made of non-magnetic stainless steel. then I inserted the plates into the groove. and welded them with argon. Now the plates are not magnetized from the generator armature !!!!

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