Download V1.0 CDI PSU Module - Rae

V1.0 CDI PSU Module
Installation Manual
Ray-San
8/4/2013
Ray-San CDI Power Supply Module V1.0
Congratulation on your purchase of a new ignition power supply module for your CDI motorcycle.
Your Kit should be as pictured below.
What is it
This is the original "Raymodule".
Its a small metal box - 112mm x 61mm x 31mm that allows your CDI bike to continue running when
the high voltage stator coils have failed - without replacing the stator.
This module is intended to provide you with a replacement to the CDI charging system that was
fitted from the factory. The factory fitted system uses two high voltage coils on the stator to
generate approximately 100V AC which is rectified to 150 – 200V DC which is used to charge the
capacitors in the CDI unit and which are then fired into the ignition coils. These High voltage
generation coils are the most common source of electrical failure of on many CDI bikes.
This picture shows a CX500 CDI stator as an example – the two troublesome coils are the wider ones
at the top and bottom of the picture, the bottom with a metal cover over it and the top has a bit of
the cap chipped off. These coils contain approximately 4000 turns of very fine wire between them
which is used to generate the high voltage required for the original CDI based ignition.
These coils deteriorate over time and use and eventually fail. In order to replace these two coils –
the engine must be removed from the frame and the back cover removed to replace the whole
stator even though the 12V generating coils are usually fine.
Some bikes - most notably the Honda CX require the complete removal of the engine to replace the
stator.
The CDI Power power module replaces the Stator high voltage coils by generating the necessary high
DC voltage - around 150 to 200V DC from the bikes 12V system. It also does some clever stuff to
sense when the ignition fires and removes the voltage - allowing the ignition SCR in the CDI to turn
off, and then after it detects that the SCR is off, re-applies the power - but at a controlled charge rate
to charge the capacitors back up in the CDI ready for the next ignition event.
It does not provide any different ignition timing as the original CDI and ignition triggers are still used,
it allows the factory ignition modules to continue to be used with a failed or failing CDI stator coils.
The description here refers to CDI – Capacitive Discharge Ignition.
This picture shows a typical CDI box – in this case a CX500
Often motorcycles ignitions are referred to as CDI boxes - when a lot of the time they are NOT. If
your ignition coils or the ignition module runs of the 12V of the bikes electrics then it is a TAI Transistor Assisted Ignition and Not CDI.
CDI ignitions usually have A Blue and/or White wire that supplies power from a separate set of coils
on the stator.
The Ignition Coils look the same as 12V ones but often only have 1 wire going to them from the CDI
as the other connection to the coil is the bike chassis. These CDI coils measure < 1 Ohm in resistance
to the frame whereas 12V coils will normally be in the range of 3-5 ohms between the usually 2
terminals
How does it work
The picture above shows an early internal image of the module before final assembly. The power
transistors used are mounted underneath the boards and can’t be seen here. This has been done to
minimise the size of the module.
There are three stages that can be seen. At the far right is a push pull switch-mode power supply
that drives the transformer in the centre. This runs at approximately 48KHz and generates 150 200V AC.
It has overvoltage shutdown so that if the bikes battery voltage rises above 15V due to a regulator
failure - the unit will shut down and stopping ignition - protecting your bike electrics and battery.
The unit works down to a battery voltage of 9V or so to allow for a tired battery when starting.
The AC voltage is fed from the transformers to a set of ultrafast diodes to rectify the voltage which is
stored and filtered by the two capacitors. A control circuit is used to sense when the output voltage
provided and when the output gets short circuited the voltage drive to the output is removed.
The controller then tests to see when the short circuit has been removed due to the completion of
the spark - and applies the voltage again, but through a controlled constant current source at around
300mA. This prevents false triggering of the SCR in CDI due to fast changing voltages.
Features Provided
The CDI power supply module provides:
• Easier Starting due to increased voltage at cranking compared to the original stator
powered system, as the spark voltage is
not dependant on how fast the engine is
cranking.
•
Higher Spark Energy - > 50mJ - The higher voltage provided compared to the stock
system provides for a stronger spark.
•
The charging is performed by a constant current arrangement that allows the capacitor to
be charged up as quickly as possible without false triggering. Charging occurs at about
350mA up to 200VDC.
•
Easy installation - only 3 wires are required - two for 12V and Ground and one High
voltage wire to the existing CDI module.
•
Rugged diecast metal case, which also acts as a heatsink for the power transistor.
Additional heatsinking can be provided but is generally not required.
•
Simple enough to carry as a spare.
Installation
There are only 3 wires that need to be connected
-
Red – this goes to the switched battery power, ideally via an inline fuse.
-
Green - This goes to the bikes electrical Ground. AS when the ignition fires the coil current
flows to ground through this wire it is important that if be an effective ground – the best
solution is to have a lug and this wire goes straight the the frame of the bike with a short
wire. IT is a good idea to clear the bolt and frame of paint / powdercoat where this
connection is made to ensure a good contact can be achieved.
-
Purple or Blue – This is the High voltage wire – and needs to connect to the High voltage
input to the CDI ignition – typically this is the blue wire. The existing connection from the
stator – usually a 2 wire plug needs to be disconnected and the High voltage wire from the
CDI PSU connected to the blue wire (?) of the connector going to the CDI unit itself.
It can be useful but not essential to mount the CDI PSU module to some aluminium plate to provide
some extra heatsinking if prolonged HIGH RPM operation is anticipated.
Placing the module where it can receive some forced airflow with movement of the motorcycle is
also helpful.
These ideas are helpful but not essential. The module has also been mounted under the seat in
several operations with no adverse effect.
The picture above shows a typical installation on a cx500.
In this case an aluminum plate was added to provide an easier way to mount the unit to the airbox and the plate was just screwed to the plastic airbox using self tapping screws.
This is then hidden under the RHS side cover.
The unit has also been mounted under the seat and tucked in near the snorkel on the airbox.
Anywhere that is sheltered from the weather and close to the igntion module with reasonable wiring
to the coils is suitable.
Original configuration
Photo
New Configuration
Dummy Load
There have been a number of CDI stator High Voltage coil failures observed in the US with another
ignition unit. This is caused by good or still operating CDI charging (High Voltage) coils being left
open circuit or shorted out, and running the bike on the new ignition.
Under these circumstances the High Voltage Generation coils either
a.
Burn out due to trying to supply too much current into the short circuit at high RPM
b.
Break down there insulation due to the opern circuit voltage ogenerated on the coil
reaching 1000V and beyond – this causes the fine wire insulation to fail.
To address this issue there is an optional dummy load circuit that can be fitted to the original high
voltage output to the CDI (blue and white wires) to place a realistic load on the CDI HV coils. This
ensures the generated voltage and current stays within the normal operating range of the Coils and
prevents them from degrading.
This circuit is provided as an option – as if you stator CDI generatnio coils are already failing theres
nothing that can be done.
The circuit is shoen below and is simple enough to make your own.
Operation
In operation there should be nothing to do – the module should behave similarly to the original
ignition.
Diagnostics
There is a red and a green LED visible through two small holes in the case – these operate together.
The Green Led indicates that 12V power is on and the unit is ready
The RED led comes on when the output has no voltage, which is usually when firing occurs.
GREEN LED
RED LED
Condition
OFF
OFF
No POWER
Fault
-
Wiring or
external fuse
-
Blown module
ON
OFF
ENGINE STOPPED
-
ON / FLICKER
SLOW FLASHING
CRANKING
-
ON / FLICKER
ON / FLICKER
RUNNING HIGH RPM
If not Running – shorted
output
ON SOLID
ON/SOLID
Shorted output
Check for Shorted output
or failed voltage output
Checking for a shorted output.
A number of things can cause the output of the module to be shorted to ground and prevent
operation of the ignition.
Step 1 – unplug the high voltage winding – and check the output voltage from the module with a
multimeter set to DC volts – IF the module is OK the Red led will go off and the voltage will be
150 – 200V typically. IF the module is showing a red light with power applied and the high
voltage output not connected to anything then the module has an internal failure and should be
returned for repair.
Step 2 – re-plug the module high voltage in – if the RED light immediately comes on there is a
CDI short – either the kill switch or an SCR inside the CDI has failed
Step 3 – disconnect the black/white wire that goes to the kill switch – if the RED goes out – then
there is a fault in the kill switch circuit or the kill switch is activated
Note that the kill switch needs to be clean internally – typically it faces upward and the ingress
of dirt and moisture can cause it to short out, particularly with the 200V placed across it.
If the RED led stays on with the Kill output disconnected then the short has happened inside the
CDI unit and a replacement should be sought.
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