CDI

[cika_vanja]

Ovako, pre nekog vremena jedan kolega sa foruma je trazio programibilno paljenje za yamahu xt600. Napravio sam to paljenje (zovu ga i cipovano) ali kolege nema vec mesec dana i ako ima neko sa tim motorom i hrabrosti da probamo kako to radi. Ako uopste i radi . Ako ima neki dobrovoljac neka se javi.

[DrMracni]

Kako to funkcionise?

[sparco]

ukratko sa wikia


Most ignition systems used in cars are inductive discharge ignition (IDI) systems, which are solely relying on the electric inductance at the coil to produce high-voltage electricity to the spark plugs as the magnetic field collapses when the current to the primary coil winding is disconnected (disruptive discharge). In a CDI system, a charging circuit charges a high voltage capacitor, and at the instant of ignition the system stops charging the capacitor, allowing the capacitor to discharge its output to the ignition coil before reaching the spark plug.

A typical CDI module consists of a small transformer, a charging circuit, a triggering circuit and a main capacitor. First, the system voltage is raised up to 400-600 volts by a transformer inside the CDI module. Then, the electric current flows to the charging circuit and charges the capacitor. The rectifier inside the charging circuit prevents capacitor discharge before the moment of ignition. When the triggering circuit receives triggering signals, the triggering circuit stops the operation of the charging circuit, allowing the capacitor to discharge its output rapidly to the low inductance ignition coil, which increases the 400-600 V capacitor discharge to up to 40 kV at the secondary winding at the spark plug. When there's no triggering signal, the charging circuit is re-connected to charge the capacitor.

The amount of energy the CDI system can store for the generation of a spark is dependent on the voltage and capacitance of the capacitors used, but usually it's around 50 mJ, or more. The standard points/coil/distributor ignition, more properly called the inductive discharge ignition system or Kettering ignition system, produces 25mJ at low speed and drops off quickly as speed increases.

Most CDI modules are generally of two types:
•AC-CDI - The AC-CDI module obtains its electricity source solely from the alternating current produced by the alternator. The AC-CDI system is the most basic CDI system which is widely used in small engines.

Note that not all small engine ignition systems are CDI. Some older engines, and engines like older Briggs and Stratton use magneto ignition. The entire ignition system, coil and points, are under the magnetized flywheel.

Another sort of ignition system commonly used on small off-road motorcycles in the 1960s and 1970s was called Energy Transfer. A coil under the flywheel generated a strong DC current pulse as the flywheel magnet moved over it. This DC current flowed through a wire to an ignition coil mounted outside of the engine. The points sometimes were under the flywheel for two-stroke engines, and commonly on the camshaft for four-stroke engines. This system worked like all Kettering (points/coil) ignition systems... the opening points trigger the collapse of the magnetic field in the ignition coil, producing a high voltage pulse which flows through the spark plug wire to the spark plug.

If the engine was rotated while examining the wave-form output of the coil with an oscilloscope, it would appear to be AC. Since the charge-time of the coil corresponds to much less than a full revolution of the crank, the coil really 'sees' only DC current for charging the external ignition coil.

Some electronic ignition systems exist that are not CDI. These systems use a transistor to switch the charging current to the coil off and on at the appropriate times. This eliminated the problem of burned and worn points, and provided a hotter spark because of the faster voltage rise and collapse time in the ignition coil.
•DC-CDI - The DC-CDI module is powered by the battery, and therefore an additional DC/AC inverter circuit is included in the CDI module to raise the 12 V DC to 400-600 V DC, making the CDI module slightly larger. However, vehicles that use DC-CDI systems have more precise ignition timing and the engine can be started more easily when cold.

[edit] Advantages and Disadvantages of CDI

A CDI system has a short charging time, a fast voltage rise (between 3 ~ 10 kV/μs) compared to typical inductive systems (300 ~ 500 V/μs) and a short spark duration limited to about 50-80 µs. The fast voltage rise makes CDI systems insensitive to shunt resistance, but the limited spark duration can for some applications be too short to provide reliable ignition. The insensitivity to shunt resistance and the ability to fire multiple sparks can provide improved cold starting ability.

Since the CDI system only provides a short spark, it's also possible to combine this ignition system with ionization measurement. This is done by connecting a low voltage (about 80 V) to the spark plug, except when fired. The current flow over the spark plug can then be used to calculate the temperature and pressure inside the cylinder.

[cika_vanja]

Uradjeno mu je drugacija mapa paljenja, na motoru imas paljenje na 12 i 36 stepeni a na ovom paljenju uradjena je kriva paljenja gde se ugao pomera ravnomernije sa promenom obrtaja. Po ovom je radjeno http://transmic.net/en/1684-v54.htm" onclick="window.open(this.href);return false;

[Roki]

Uradjeno mu je drugacija mapa paljenja, na motoru imas paljenje na 12 i 36 stepeni a na ovom paljenju uradjena je kriva paljenja gde se ugao pomera ravnomernije sa promenom obrtaja. Po ovom je radjeno http://transmic.net/en/1684-v54.htm" onclick="window.open(this.href);return false;

Znaci li to da kad upece u PG ova munja nebeska nista od voznje motorom .... treda si za Podgoricane napravit da pali makar do 48 stepeni

[DrMracni]

hm... zanimljivo...

[cika_vanja]

Moze xt400 i xt550.

[wulfy]

ukratko sa wikia


Most ignition systems used in cars are inductive discharge ignition (IDI) systems, which are solely relying on the electric inductance at the coil to produce high-voltage electricity to the spark plugs as the magnetic field collapses when the current to the primary coil winding is disconnected (disruptive discharge). In a CDI system, a charging circuit charges a high voltage capacitor, and at the instant of ignition the system stops charging the capacitor, allowing the capacitor to discharge its output to the ignition coil before reaching the spark plug.

A typical CDI module consists of a small transformer, a charging circuit, a triggering circuit and a main capacitor. First, the system voltage is raised up to 400-600 volts by a transformer inside the CDI module. Then, the electric current flows to the charging circuit and charges the capacitor. The rectifier inside the charging circuit prevents capacitor discharge before the moment of ignition. When the triggering circuit receives triggering signals, the triggering circuit stops the operation of the charging circuit, allowing the capacitor to discharge its output rapidly to the low inductance ignition coil, which increases the 400-600 V capacitor discharge to up to 40 kV at the secondary winding at the spark plug. When there's no triggering signal, the charging circuit is re-connected to charge the capacitor.

The amount of energy the CDI system can store for the generation of a spark is dependent on the voltage and capacitance of the capacitors used, but usually it's around 50 mJ, or more. The standard points/coil/distributor ignition, more properly called the inductive discharge ignition system or Kettering ignition system, produces 25mJ at low speed and drops off quickly as speed increases.

Most CDI modules are generally of two types:
•AC-CDI - The AC-CDI module obtains its electricity source solely from the alternating current produced by the alternator. The AC-CDI system is the most basic CDI system which is widely used in small engines.

Note that not all small engine ignition systems are CDI. Some older engines, and engines like older Briggs and Stratton use magneto ignition. The entire ignition system, coil and points, are under the magnetized flywheel.

Another sort of ignition system commonly used on small off-road motorcycles in the 1960s and 1970s was called Energy Transfer. A coil under the flywheel generated a strong DC current pulse as the flywheel magnet moved over it. This DC current flowed through a wire to an ignition coil mounted outside of the engine. The points sometimes were under the flywheel for two-stroke engines, and commonly on the camshaft for four-stroke engines. This system worked like all Kettering (points/coil) ignition systems... the opening points trigger the collapse of the magnetic field in the ignition coil, producing a high voltage pulse which flows through the spark plug wire to the spark plug.

If the engine was rotated while examining the wave-form output of the coil with an oscilloscope, it would appear to be AC. Since the charge-time of the coil corresponds to much less than a full revolution of the crank, the coil really 'sees' only DC current for charging the external ignition coil.

Some electronic ignition systems exist that are not CDI. These systems use a transistor to switch the charging current to the coil off and on at the appropriate times. This eliminated the problem of burned and worn points, and provided a hotter spark because of the faster voltage rise and collapse time in the ignition coil.
•DC-CDI - The DC-CDI module is powered by the battery, and therefore an additional DC/AC inverter circuit is included in the CDI module to raise the 12 V DC to 400-600 V DC, making the CDI module slightly larger. However, vehicles that use DC-CDI systems have more precise ignition timing and the engine can be started more easily when cold.

[edit] Advantages and Disadvantages of CDI

A CDI system has a short charging time, a fast voltage rise (between 3 ~ 10 kV/μs) compared to typical inductive systems (300 ~ 500 V/μs) and a short spark duration limited to about 50-80 µs. The fast voltage rise makes CDI systems insensitive to shunt resistance, but the limited spark duration can for some applications be too short to provide reliable ignition. The insensitivity to shunt resistance and the ability to fire multiple sparks can provide improved cold starting ability.

Since the CDI system only provides a short spark, it's also possible to combine this ignition system with ionization measurement. This is done by connecting a low voltage (about 80 V) to the spark plug, except when fired. The current flow over the spark plug can then be used to calculate the temperature and pressure inside the cylinder.

Kondezatorsko paljenje

To je ono sto zovemo po americki CDI (Capacitive Discharge Ignition) sto bi otprilike znacilo visokonaponsko kondezatorsko paljenje. Okretanjem polnog rotora kondezator se puni naponom od 100 do 400 V. Ovdje opet imamo senzore kao za ECU koji obavjestava centralnu jedinicu CDI uredjaja kada treba da se napravi kratak spoj na kondezatoru. U tom momentu kondezator se prazni preko indukcijskog navoja bombine i ponavlja se ona situacija iz predhodnog dijela. Svjecica ima napon onoliko koliko traje praznjenje kondezatora. To traje vrlo kratko, tek toliko da svjecica proizvede varnicu.

Ovo i sve ostalo vezano za sisteme na motociklu imaš ovdje