电子萨克森数字点火ZDG 3.23安装手册说明书

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Page 1of 13Function
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Elektronik Sachse MHP GmbH &Co.KG
Installation Manual
Digital Ignition ZDG 3.23(Ducati Beveldrive Bosch)Item:Z53
version:5bbf6cb
Contents
1Function .......................................................................
1
2Scope of Delivery ...............................................................33Mounting .......................................................................34Electrical Connections ..........................................................55Initial Setup .. (86)
Troubleshooting (11)
1Function
T he d i g it a l i gn iti on k it Z DG 3r ep l aces o ri g i na l e l ec tr on i c i gn iti on un it s as we ll as o l d po i n t s including the weights advancer or manual advance wires.
Func ti on :S t a rti ng fr om T D C t he momen t a ry pe ri phe r a l speed i s ca l cu l a t ed o v e r 300°and by this means,the time up to ignition is calculated per crank turn.Because the peripheral speed varies substantially during acceleration,a rather long time frame for measurement was chosen in order to achieve a relatively exact measurement.
T he compu t a ti on o f i gn iti on ti m i ng i s d ivi ded i n t o t h r ee r anges ,see t ab l e 1on t he ne xt page.
T he i gn iti on bo x f ea t u r es an ad j us t ab l e r e v li m it e r.T ha t means t he ma xi mum eng i ne speed depends on t he se tti ng o f t he r e v li m it e r and m i gh t be l owe r t han t he t ab l e i nd i ca t es .For more information see chapter 5on page 8.
Table1RPM ranges of the ignition box.
Range Function
0–400rpm Starting range,ignition always at TDC to prevent engine kickback and ease starting
400–1000rpm Idling range,typically2°to8°advance,depending on the selected
curve
1000–12,000rpm Partial load range–maximum load range,the main advance adjust­
ment takes place here,depending on the curve selection
T he l ow r ange de li be r a t e ly has no i gn iti on ad v ance t o r educe k i ckback and a l so he l p e l ec tri c s t a rt e r s and it s gea r s.A t t h i s l ow eng i ne speed t he eng i ne doesn’t need ad v ance. This is true for all selectable ignition curves.
T he m i d r ange i s somehow a“s t a ti c ad v ance”.S t a ti c because it’s used f o r t he eng i ne s t a rti ng and l ow i d l e and mo r e o r l ess co rr esponds t o t he tr ad iti ona l s t a ti c ad v ance fr om a f unc ti ona l po i n t o f vi ew,a lt hough it i s se t up en tir e ly i n so ft wa r e,i n con tr as t t o a mechan i ca l static advance.The amount of static advance depends on the choice of ignition curve and is usually between2°–8°.
T he l as t r ange i s t he ac t ua l ope r a ti ng r ange and t he ad v ance i s se t d y nam i ca lly acco r d i ng to the selected ignition curve.
Wasted Spark
T he i gn iti on uses t he so ca ll ed was t ed spa r k p ri nc i p l e.T ha t means t ha t e v e ry c r anksha ft r o t a ti on a spa r k i s gene r a t ed.T h i s i s i ndeed a de li be r a t e des i gn dec i s i on and canno t be changed.It m i gh t sound i ne ffi c i en t a t fir s t,bu t ac t ua lly doesn’t ha v e much i mpac t o r drawbacks.
It’s a misconception that a wasted spark system uses twice the energy.A spark plug in a comp r essed c yli nde r r equ ir es app r o xi ma t e ly12k V t o gene r a t e a spa r k.A spa r k p l ug i n a non­comp r essed c yli nde r r equ ir es app r o xi ma t e ly2k V t o gene r a t e a spa r k.T h i s means that the coil doesn’t discharge all it’s energy when the spark is“wasted”,but only a small amount.
Ano t he r m i sconcep ti on i s t ha t was t ed spa r k s y s t ems don’t r e v t ha t h i gh.Ou r s y s t ems ha v e been eng i nee r ed t o be compa ti b l e w it h co il s w it h a p ri ma ry r es i s t ance be t ween2Ω–5Ωwh i ch a ll ows an op ti ma l dwe ll f o r up t o12,500r pm,wh i ch i s su it ab l e e v en f o r mos t t wo­stroke engines.Special built versions go up as high as18,000rpm.
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Page 3of 13Scope of
Delivery
Figure 1Scope of delivery.
2Scope of Delivery
F i gu r e 1shows wha t’s supposed t o be i n t he package .No t e t ha t i n some cases t he i mage ma y no t show t he mos t up -t o -da t e v e r s i on .We a l so m i gh t add ,change o r r emo v e components.If there are any discrepancies or questions,don’t hesitate to reach out to us.
3Mounting
•Remo v e a ll Bosch componen t s ,t he tri gge r whee l on t he c r anksha ft needs t o be r emo v ed as well.
•Mount the new pickup plate with the original 9mm sleeve hub.
•Pu t t he s l ee v e hub on t he c r anksha ft and t hen pu t t he magne t d i sk on t he s l ee v e hub until it reaches the neck.
•The M30nut can now again be mounted (with medium strength thread lock).
•T he sea li ng o f t he cab l e f eed ­t h r ough t akes p l ace b y t he p r o vi ded M 16cab l e g l and .An cable gland adapter to M22is provided.
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If t he o ri g i na l co il s come w it h sepa r a t e r es i s t o r s ,t hose can be r emo v ed .Res i s t o r s a r e not required with this ignition kit.
E x cep t f o r co il s fr om a 2-s tr oke eng i ne and C D I ty pes ,nea rly a ll ty pes o f new o r used i gn iti on co il s can be used .T he on ly t echn i ca l r equ ir emen t o f t he co il i s a p ri ma ry r es i s t ance o f 2Ω–5Ω.T he co il s f o r t he d iff e r en t c yli nde r s shou l d be o f t he same ty pe .No t e t ha t t he r e a r e a f ew co il s ou t t he r e w it h on ly one (+)connec t o r,t he nega tiv e one i s connec t ed t o g r ound .T hose co il s a r e no t su it ab l e w it h t h i s i gn iti on because it’s no t poss i b l e t o r ou t e t he −connection to the ignition box.
T o measu r e t he p ri ma ry r es i s t ance ,d i sconnec t t he con t ac t s o f t he co il and measu r e t he resistance between the plus and minus contacts with a multimeter.
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Page 5of 13Electrical Connections
4Electrical
Connections
Ignition circuit diagram,also connect the test LEDs for the later
setting
Complete diagram
Table2details how the ignition box is wired up.
T he i gn iti on bo x f ea t u r es t wo g r ound connec ti ons:2and9.E it he r o f wh i ch can be used. If poss i b l e bo t h shou l d be connec t ed.O ne as a backup,t o ensu r e a good g r ound connec ti on. But that’s not required,connecting only a single one will work.
T he w ir e c r oss sec ti on o f t he g r ound cab l e shou l d no t be be l ow1.5mm2and shou l d be kep t as sho rt as poss i b l e.T he w ir e c r oss­sec ti on o f t he o t he r cab l es shou l d no t be be l ow 0.5mm2.
Crimping the Ferrules
Use insulated wire end ferrules on the cables.The wire end ferrules might be too small to hold the wires.If that’s the case trim off a few strands of the wire so the wire fits into the ferrules.
For crimping the wire end ferrules it’s best to use professional crimping pliers designed f o r t h i s pu r pose.Howe v e r,it can a l so be done w it h a p i pe w r ench.If unce rt a i n ty e xi s t s abou t t he qua lity o f t he c ri mp it’s poss i b l e t o so l de r t he f e rr u l es,bu t t ha t shou l d be a v o i ded if possible.How crimping is done is detailed in figure2.
Use on ly one f e rr u l e pe r w ir e.D o no t add a second l a r ge r f e rr u l e on t op o f a sma ll e r one.This in turn means,the pickup wires don’t need additional ferrules because they are already equipped with a set of ferrules.
A tt en ti on:P l ease do no t sho rt en t he p i ckup l ead.Co il up e x cess w ir e and fix it w it h cable ties.
Table2Terminal connections on the ignition box.
Connector Function
1Ignition coil cylinder vertical−
2Ground
3Pickup lead,brown
4Pickup lead,green
5Pickup lead,yellow
6Pickup lead,white
7Output for electronic tachometer
8+12V supply voltage,switched
9Ground(same as#2)
10Ignition coil cylinder horizontal−
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Page 7of 13Electrical
Connections
Strip the insulation off the wire end.
Place the ferrule as far as it goes over the wire.
Using a professional crimp tool to crimp the
ferrule.
Using a pipe wrench to crimp the ferrule.
In case the wire doesn’t fit into the ferrule,strip off a few strands.
The finished crimp should look like this and not come off when pulled firmly.
Figure 2Crimping the wire end ferrules.
Spark Plugs /Spark Plug Caps
Make su r e y ou use a r es i s tiv e componen t i n t he cha i n .T h i s usua lly i s done b y us i ng i n t e rf e r ence ­fr ee caps f o r t he spa r k p l ugs .A r es i s tiv e componen t i s on ly needed a t one po i n t i n t he i gn iti on s y s t em .T h i s can be e it he r a sh i e l ded spa r k p l ug ,a sh i e l ded spa r k p l ug cap ,a sh i e l ded H T l ead o r a sepa r a t e r es i s t o r t ha t goes i n be t ween t he H T l ead (a ty p i ca l).Us i ng t he w r ong p l ug caps ma y r esu lt i n an un r e li ab l e i gn iti on as t he y i n t e rf e r e w it h t he electronics.Recommended are NGK caps with 5kΩinternal resistance.
A n y spa r k p l ug can be used w it h ou r i gn iti on s y s t ems .No spec i a l r equ ir emen t s t he r e .Just note that if a resistive spark plug is used,a resistive plug cap is not required.
Minimum Voltage
The ignition requires a minimum voltage of 7.5V to operate.The supply voltage must not f a ll be l ow t h i s v a l ue a t an y ti me .T h i s v a l ue canno t be measu r ed w it h a s t anda r d mu lti me t e r.It w ill r ead much h i ghe r v a l ues if t he i gn iti on a lr ead y s t a rt s t o cu t ou t because o f unde r­v o lt age .T he l oad o f t he b i ke e l ec tri cs ,espec i a lly t he i gn iti on co il(s )cause sho rt v o lt age dips that are hard to measure with a multimeter.An oscilloscope or similar equipment is required to perform proper under­voltage analysis.
T ha t ha vi ng sa i d,it shou l d be no t ed t ha t t he i gn iti on pe rf o r ms we ll unde r l ow v o lt age conditions.And often if the engine cuts out,it’s in fact the coil not producing a spark any longer rather than the ignition stopping to work.
5Initial Setup
T he ad j us t men t o f t he be v e l d riv e i s r a t he r comp li ca t ed i n f ac t o f t ha t t he magne t d i sk and the pickups are mounted on different engine parts(crankshaft and side cover).One must lift aga i n e v e ry ti me t he s i de co v e r f o r co rr ec ti ng t he ti m i ng.Howe v e r,t he co v e r mus t no t be screwed every time.
•The position marking on the magnet wheel should match with the groove of the sleeve.
Tighten one of the set screws only slightly.The magnet wheel should fit on the primary gear.
•Senso r he i gh t ad j us t men t:Moun t t he s i de co v e r t empo r a rily,t u r n on t he i gn iti on sw it ch and t u r n t he eng i ne on.T he L ED i nd i ca t o r s shou l d r espond t o and sw it ch on and o ff a t every turn.In case of no function,the magnet wheel should be moved forward slightly (about1mm).Then repeat the test.
•T ake ca r e t ha t t he magne t s i n t he d i sk a r e app r o xi ma t e ly i n t he same he i gh t as t he sensor,see figure
3.
Figure3Ensure correct alignment of magnet disk and sensor.•I gn iti on ad j us t men t:Mo v e t he ho ri zon t a l p i s­t on abou t t o B D C.Now t u r n on t he i gn iti on sw it ch and con ti nue t u r n i ng un til t he r ed L E D t u r ns on fir s t and t hen t u r ns o ff.T he p i s t on i s now an es ti ma t ed10°be f o r e T D C.Now comes t he s li gh tly anno yi ng pa rt o f t he se tti ng.T he s i de co v e r mus t be r emo v ed and t he a l um i n i um
d i sk mus t b
e t u r ned b y t h i s amoun t coun t e r­
c l ockw i se.T hen aga i n as abo v e.T he a i m i s t ha t
t he L ED goes ou t ri gh t i n t he T DC.If t he co rr ec t pos iti on i s f ound,a ll t h r ee se t sc r ews i n the aluminium disk must be tightened(with medium strength thread lock).
If t he magne t d i sk happens t o ha v e t wo pa ir s o f N and S magne t s,it doesn’t ma tt e r wh i ch pa ir i s used f o r t he i n iti a l se t up.It i s a l so no t r e l e v an t wh i ch T DC(comp r ess i on s tr oke o r exhaust stroke)is used for the initial setup.
F i na lly secu r e t he se t sc r ews w it h med i um s tr eng t h t h r ead l ock compound.T h i s i s bes t done a ft e r t he i n iti a l se t up i s fi n i shed and accu r a t e.T hen r emo v e on ly one o f t he se t sc r ews, so t he pos iti on o f t he magne t d i sk doesn’t change.A pp ly a sma ll amoun t o f t h r ead l ock compound and re-tighten the set screw.Repeat with the other set screw(s).
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Page 9of 13Initial Setup
T he D I P sw it ches a r e on t he l e ft s i de o f t he i gn iti on bo x.D I P sw it ch No .1con tr o l s t he rev limiter.It has two settings:up and down :DIP switch 1Rev limiter setting
up 9,600rpm down 9,100rpm
If none o f t hese t wo r e v li m it e r se tti ngs a r e su it ab l e f o r t he b i ke ,t he bo x can be sen t i n for reprogramming of the rev limiter.T wo new values can then be
programmed.Figure 4DIP switches and rotary switch.
T he r e v li m it e r D I P sw it ch No .2i s ne xt t o D I P switch No.1and adjusts the frequency of the elec­tronic tachometer that can be connected to termi­na l connec ti on 7o f t he i gn iti on bo x.If no e l ec ­tronic tachometer is connected this switch can be ignored.
D I P sw it ch No .2shou l d be i n t he up pos iti on f o r
crankshaft frequency selection and down position for camshaft frequency selection:DIP switch 2Frequency setting
up crankshaft down camshaft
T he i gn iti on cu rv es can be se t us i ng t he r o t a ry d i a l on t he l e ft s i de o f t he bo x,ri gh t o f t he D I P sw it ches .Cu rv e No .0i s a t es t mode (a l so see sec ti on “T es t Mode ”on page 11)i n wh i ch t he bo x con ti nua lly fir es w it hou t t he eng i ne r unn i ng .T h i s t es t s t he i ns t a ll a ti on o f the units and coils.But it doesn’t test the pickup.
Rotary switch settings 1–9are the different ignition curves.
Which Ignition Curve to Choose
T he cho i ce o f cu rv e depends on t he comp l e t e s y s t em ,eng i ne ,ca r bu r e tt o r,e x haus t,eng i ne tuning,mono or dual plugged heads,etc.Furthermore,it depends on your personal prefer­ences .D iff e r en t cu rv es m i gh t be app li cab l e on t he same b i ke f o r d iff e r en t d rivi ng cha r ac ­teristics,e.g.racing or touring.
D ual plugged heads require less advance.A part from that it’s not that easy to find the op ti ma l cu rv e .D iff e r en t cu rv es change t he cha r ac t e ri s ti cs ,so it’s no t eas y t o p i npo i n t a cu rv e be i ng “be tt e r”t han ano t he r one ,r a t he r t han “d iff e r en t”.A d y namome t e r su r e ly he l ps fi nd i ng a good cu rv e f o r t he b i ke and use case .J us t tryi ng d iff e r en t cu rv es on t he r oad wo r ks as we ll.No ti ce t ha t some cu rv es on ly ha v e sub tl e d iff e r ences and y ou m i gh t no t ac t ua lly no ti ce a change .If t he eng i ne s t a rt s t o knock ,r educe t he ad v ance .It’s a c l ea r s i gn o f t oo much ignition advance.
Initial Setup
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0 10 20 30 40 50
400 0 1000
2000 3000 4000 5000 6000 7000 8000 9000A d v a n c e /°
R P M C u r v e 1 0 10 20 30 40 50
400 0 1000 2000 3000 4000 5000 6000 7000 8000 9000A d v a n c e /°
R P M C u r v e 2
10
20
30
40
50400 0 1000 2000
3000
4000 5000 6000 7000 8000 9000
A d v a n c e /°
R P M
C u r v e 3 0
10
20 30
40
50
400 0 1000
2000 3000 4000 5000 6000 7000 8000 9000
A d v a n c e /°
R P M C u r v e 4
0 10 20
30 40 50400 0 1000 2000 3000 4000 5000 6000 7000 8000 9000
A d v a n c e /°
R P M
C u r v e
5 0 10
20
30
40
50400 0 1000 2000 3000
4000 5000 6000 7000 8000 9000
A d v a n c e /°
R P M
C u r v e 6
10
20 30
40
50
400 0 1000
2000 3000 4000 5000 6000 7000 8000 9000A d v a n c e /°
R P M C u r v e 7 0 10 20
30 40 50
400 0 1000 2000 3000 4000 5000 6000 7000 8000 9000A d v a n c e /°
R P M C u r v e 8
0 10
20
30
40
50
400 0 1000 2000 3000
4000 5000 6000 7000 8000 9000
A d v a n c e /°
R P M
C u r v e 9
Figure 5Selectable ignition curves.
We ship the units with a suitable curve for the purchased model as default.If you don’t wan t t o fi dd l e w it h t he s y s t em,j us t l ea v e it t he r e.It i s a conse rv a tiv e cu rv e w it h no t t oo agg r ess iv e ad v ance so it does a good j ob as de f au lt cu rv e f o r a v a ri e ty o f b i ke con fi gu r a ti ons. O t he r w i se if it’s a s t ock b i ke,check t he manua l f o r ad v ance se tti ng t he manu f ac t u r e r recommends and select a suitable ignition curve based on that.
6Troubleshooting
Test Mode
T he i gn iti on bo x f ea t u r es a t es t mode.T h i s mode make t he spa r k p l ug(s)fir e con ti nuous ly without the engine running.This tests the power supply,wiring,coils and the ignition box. However,it does not test the pickup.For a working ignition test mode has to succeed.
T o use t es t mode,unsc r ew t he spa r k p l ug(s)and p l ace t hem back i n t o t he p l ug caps, so t he spa r k can be obse rv ed.T hen sw it ch t he10-wa y he x sw it ch on t he s i de o f t he bo x i n t o pos iti on’0’.T hen t u r n on t he i gn iti on.Y ou shou l d ge t a con ti nuous spa r k.If t ha t’s no t wha t’s happen i ng,check t he v o lt age be t ween g r ound(p i n2)and p i n8if it r eads12V. Sometimes it is required to turn the ignition off and on again to engage test mode.
Check Pickup
If t es t mode succeeds one can check t he p i ckup.Se l ec t an i gn iti on cu rv e(an y w ill do,e x cep t t es t mode).Unsc r ew t he spa r k p l ug(s)and p l ace t hem back i n t o t he p l ug caps,so t he spa r k can be obse rv ed and t u r n on t he i gn iti on.S l ow ly c r ank t he eng i ne b y hand and obse rv e t he LEDs on the pickup.They should turn ON and OFF if the magnets pass the sensors.
If t he L E D s do no t li gh t up,check t he v o lt age be t ween t e r m i na l connec ti on p i n3and pin6while the ignition is turned on.It should read approximately5V.
If t he L E D s cons t an tly s t a y e it he r on o r o ff,r ega r d l ess if t he magne t s pass t he senso r, then it’s likely that the pickup is damaged or the disk is misaligned to the sensors.
T o check f o r m i sa li gnmen t y ou can unmoun t t he p i ckup and magne t d i sk and r econnec t t he p i ckup t o t he i gn iti on bo x.T hen ho l d bo t h i n y ou r hands and mo v e t he magne t ri ng t owa r ds t he senso r s.W it h t he S magne t pass i ng,t he L EDs shou l d go on,w it h t he N magne t passing,the LE D s should go off.If that works,then the magnet disk is probably misaligned and doesn’t pass the sensor while mounted in the bike.
T he d i s t ance be t ween magne t and senso r,depend i ng on t he e x ac t mode l,shou l d be a r ound0.5mm–2mm.Mo r e i mpo rt an t t han t he d i s t ance i s t he a xi a l a li gnmen t(as j us t described).
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Engine doesn’t start or kicks back
If t he eng i ne wou l d no t s t a rt,o r t he eng i ne k i cks back,t hen t he i gn iti on ti m i ng i s w r ong.A s a gene r a l r u l e:Each ti me when a p i s t on r eaches T D C t he co rr espond i ng p l ug mus t gene r a t e a spark(at low rpms).
It m i gh t be t ha t t he co il s a r e m ix ed up and t he r e f o r e t he ti m i ng f o r one o r mo r e c yli nde r s is off.Unscrew the spark plugs and turn on the ignition.Slowly crank the engine by hand and when a spa r k occu r s,check if t he co rr espond i ng p i s t on i s on T D C.It shou l d be f o r each cylinder.If it’s not,swap out the ignition cables with the cylinder that is(or reconnect the ignition coils).
No t e t ha t a spa r k i s gene r a t ed a ft e r t he eng i ne s t ops f o r5s.T h i s spa r k can be i gno r ed during this test.
Irregular Engine Cutouts
If some ti mes t he eng i ne suspends wh il e d rivi ng f o r2–3seconds and t hen keeps r unn i ng no r ma lly,t ha t means t ha t t he i gn iti on has been r ese t.T he cause f o r it can be a de f ec tiv e p l ug cap o r a l oose i gn iti on cab l e i n t he co il o r cap o r a bad g r ound connec ti on.Bu t i n mos t cases a bad con t ac t i n t he ope r a ti ng v o lt age supp ly(k ill sw it ch,s t a rt e r l ock,f use ho l de r, t e r m i na l s e t c.)causes t h i s e ff ec t.Some ti mes one c yli nde r o r t he en tir e i gn iti on ceases t o work and a power cycle of the ignition is required to restore operation.
Fo r a t es t y ou can connec t a cab l e d ir ec tly fr om t he i gn iti on co il s and t he i gn iti on bo x to the positive terminal of the battery.Also put a second cable from the negative terminal of the battery to the ignition box(secure ground connection).If the engine is running well now y ou can assume an e rr o r i n t he w iri ng l oom.W it h con t ac t b r eake r s such a bad con t ac t i s no t no ti ceab l e,because a sho rt b r eak f o r a f ew m illi seconds o f t he supp ly v o lt age doesn’t matter,electronics in contrast are more sensitive to short power outages or surges.
O ne cause o f irr egu l a r cu t ou t s i s a m i ss i ng r es i s tiv e componen t i n t he cha i n,see sec ti on “Spark Plugs/Spark Plug Caps”on page7.
One or more Cylinders cut out when the Engine gets warm
This is likely an issue with the pickup.The pickup mounted by the engine gets warm and de v e l ops a bad con t ac t r esu lti ng i n a m i ss i ng s i gna l.If t he p r ob l em i s r ep r oduc i b l e and cu r es it se lf when t he eng i ne i s coo l ed down aga i n,t hen t he p i ckup shou l d be changed.It i s available as spare part(in case the warranty has expired).
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Random Spark occurs
If some ti mes a spa r k i s gene r a t ed when t he p i s t on i s no t a t T D C,it m i gh t be t ha t ou r energy saving mode kicks in.If the ignition detects no engine movement for five seconds, it s t ops t he cu rr en t t o t he co il s t o p r e v en t it fr om o v e r hea ti ng as we ll as sa vi ng ene r g y.T h i s generates a spark.It’s a feature of the system to improve reliability and not a fault.
LED on the Pickup does not completely turn off
It is not a fault if the LE D on the pickup does not completely turn off.Sometimes it is still s li gh tly g l ow i ng.T he i mpo rt an t pa rt i s t ha t it has t wo c l ea rly d i s ti ngu i shab l e s t a t es:O n and off or on and“almost off”.This doesn’t affect operation in any way.
Tachometer shows half/twice the actual Speed
A n e l ec tr on i c t achome t e r connec t ed t o t he H T l ead o r co il m i gh t d i sp l a y t w i ce t he speed due to the wasted spark operation of the Z DG3.Therefore,this ignition features an output f o r an e l ec tr on i c t achome t e r.If t he t achome t e r s till shows a w r ong v a l ue fli p t he2nd D I P sw it ch(t he ri gh t one).T h i s a lt e r s t he fr equenc y o f t he t achome t e r ou t pu t.If it goes i n t o t he w r ong d ir ec ti on(speed i s qua rt e r ed o r quad r up l ed)t hen con t ac t us and we’ll p r o vi de a fix.
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SACHSE Page13of13Troubleshooting。