2007-05-15
    Trouble Shooting Guide:

English
(Deutsch, hier klicken):

1st tests are given by the DIY-CDI article itself, for example see the end of chapter "Winding the transformer":
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You can test that the inverter operates by connecting the circuit to a 12V 3A power supply. The voltage between the tab of Q6 and the case should be about 300V. Take care, however, since this voltage can cause a severe electric shock.

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Looks like a PC power supply would work, or a car battery with fuse.

Another reason for failing could be if you have forgot to link the inverter transformer T1, see the middle of chapter "Construction":
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Note that there are two links that run beneath the inverter transformer (T1).

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If  you use a VR sensor. Is it connected as it should?
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Note that the reluctor coil requires the correct polarity connection in order to give the correct spark timing. This is best determined by testing the engine. If it does not fire, reverse the reluctor leads and try again.

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Further trouble shooting hints provided by SILICON CHIP are listed at the end of this site: click:


Notes and Erratas, lists all 'official' notes and erratas published by SC or any (known) of the (former) DIY-CDI kit distributors. click




If you're a lucky owner of a oscilloscope check Fig.3, Fig.4 and Fig.6. Pay attention that 300V could destroy your scope (check range) if you use no or a wrong probe..
I guess you could also use your PC soundcard as scope - but of course you need a voltage divider (as shown at Streetdyno website)!! Maybe protected with anti parallel diodes. Never feed your soundcard with voltages higher than 5V. Keep voltage under ~1V to get nice pictures. You can record with a sound editor (Goldwave Demo, Audacity...) or use WinOsci or any other soundcard software scope.

If you have any test ideas please send a message to DIY-CDI Yahoo-Group .

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Deutsch:

    Trouble Shooting Guide:

Erste Tests werden schon vom DIY-CDI-Artikel bereitgestellt, siehe z.B. das Ende von Kapitel "Winding the transformer":
[...]

You can test that the inverter operates by connecting the circuit to a 12V 3A power supply. The voltage between the tab of Q6 and the case should be about 300V. Take care, however, since this voltage can cause a severe electric shock.

[...]

Schaut so aus, als ob ein PC-Netzteil ausreichen würde - oder eine Autobatterie mit Sicherung

Eine andere Möglichkeit für Nichtfunktionieren könnte die fehlende Verbindung auf der Unterseite des Transformators T1 sein, siehe etwa die Mitte des Kapitels "Construction":
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Note that there are two links that run beneath the inverter transformer (T1).

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Falls du einen Unduktionsgeber zum Triggern verwendest. Vielleicht ist er falsch herum angeschlossen?
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Note that the reluctor coil requires the correct polarity connection in order to give the correct spark timing. This is best determined by testing the engine. If it does not fire, reverse the reluctor leads and try again.
[...]


Weitere Hilfestellungen beim Fehlersuchen, veröffentlicht von direkt von SILICON CHIP befindet sich gleich unten: klick:


Anmerkungen und Irrtümer, 'offiziell' von SC veröffentlicht, sowie diverser (bekannter) DIY-CDI-Vertreiber. klick



Falls du in der glücklichen Lage bist ein Oszilloskop zu besitzen, versuche Fig.3, Fig.4 und Fig.6. Achte drauf dass 300V dein Osilloskop zerstören können (Bereich überprüfen) wenn kein oder ein falscher Messkopf verwendet wird.
Ich glaube du kannst mit der PC-Soundkarte auch brauchbare Ergebnisse bekommen - aber natürlich nur mit einem vorgeschaltetetn Spannungsteiler (wie auf der StreetDyno Webseite)!! Vielleicht sogar noch geschützt mit antiparallelen Dioden. Speise nie mehr als 5V in deine Soundkarte. Halte das Eingangssignal unter ~1V um ein gute Bilder zu bekommen. Du kannst das Signal mit einem Soundeditor (Goldwave Demo, Audacity...) aufzeichnen und danach jedesmal anschauen oder WinOsci oder eine andere Soundkarten-Scope-Software verwenden.


Wenn du irgendeinen Test-Vorschlag hast, sende bitte ein Posting an die DIY-CDI Yahoo-Group .

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SC:
http://www.siliconchip.com.au/cms/A_101717/article.html
Bypass capacitors for Multi-Spark CDI

Q: I have a problem with the Multi-Spark CDI system featured in "Electronic Projects for Cars, Volume 2". Here in Thailand I cannot get the 10µF 63V MKT capacitors for decoupling the DC supply to the transformer (see page 82, Fig.2). Is it OK to change these to 1µF 63V MKT? (P. A., Amper Muang, Thailand)
.
A: 10µF capacitors must be used rather than 1µF. These are MKT types and are necessary for correct bypassing of the high frequency switching artefacts on the DC supply. Alternatively, low-ESR 10µF 25V electrolytics could be used.

Farnell Electronics sell these MKT capacitors, Cat. 814-155. Refer to: http://www.premierfarnell.com


http://www.siliconchip.com.au/cms/A_102847/article.html
Reluctor problem with Multi-spark CDI
Q: I have just put together the Multis-park Capacitor Discharge Ignition as published in the September 1997 issue of SILICON CHIP and I have come across some problems. There is no output from the coil (standard type) and the transformer I wound makes a buzzing sound.
Here are the DC voltages I measured (all taken from left to right (Q1 on the left) looking down on the devices bolted to the heatsink):
Q1 - 9.5V, 12.3V, 15.5mV.
Q2 - 1.4V, 12.1V, 17.1mV.
Q6 - 13.8V, 298.3V, 14.1V.
Q7 - 9.4mV, 14.2V, 9.1mV.
IC1 - pin 1 8.3V, pin 2 8.0V, pin 3 0.9V, pin 4 14.7V, pin 5 1.5V, pin 6 15.7mV, pin 7 8.12V, pin 8 8.3V.
IC2 - pin 1 15.3V, pin 2 22.2V, pin 3 12.5V, pin 4 9.1mV, pin 5 9.1mV, pin 6 13.2V, pin 7 13.2V and pin 8 15.1V.
The current draw without the coil is about 3.04A. The ignition pickup is a standard magnet/reluctor from a late-model Chrys-ler 360 engine. (M. K., via email).

A: The 300VDC supply is being correctly produced by your cir-cuit as there is 298V at the drain of Q6. This means that all the circuitry, including IC1 and Mosfets Q1 & Q2, is operating cor-rectly. It is normal for the transformer to buzz as it is switched on and off to maintain regulation. We assume that the 14.7V at pin 4 of IC1 is actually 14.7mV as it should be close to zero.
It would seem likely that your problem is in the reluctor pickup circuit. Check that ZD5 has 5.1V across it and that you have the correct value resistors inserted. You can simulate firing the coil by connecting a momentary short between collector and emitter of Q8. Alternatively, connect a momentary short between chassis and the anode of diode D12.
The coil should give a spark provided that there is a path-way from the high tension output to ground. To provide that, insert a paper clip into the coil's high tension output and bend it so that there is about a 2mm gap to the coil's negative terminal. We do not recommend having an open circuit high tension output (no spark pathway) as the coil may break down internally.


Reluctor problem with multi-spark CDI
Q: Having completed the Multi-Spark Capacitor Discharge Ignition (SILICON CHIP, September 1997), it appears the triggering from my reluctor distributor is not happening. What could be wrong? The distributor is fine and swapping the reluctor wires over to it does not help.
When power is first applied there is a discharge into the coil, as I can hear it and see it with my timing light. On testing the inverter circuit to your
recommendations, I can measure 300V between the case and the tab of Mosfet Q6. (W. M., via email).

A: The reluctor signal sensitivity can be altered by changing the 47kO resistor which connects from the cathode of ZD5 to the other 47kO resistor which connects to the base of transistor Q8. Use a 200kO trimpot first and adjust it until the ignition fires. Then replace the trimpot with a fixed value resistor of the same value.
You can buy products mentioned in this article here :
RN3470 : RXE250 112W POLYSWITCH


http://www.siliconchip.com.au/cms/A_102419/article.html
Insufficient signal from reluctor
Q: I have one problem with the Multi-Spark CDI system described in the September 1997 issue. I connected it up to a reluctor from a Chrysler and there is no output from the coil. Then I shorted out the wires for the pickup and got a spark from the coil. I then tried it on a Falcon XF with reluctor and it worked perfectly. The resistance on the Chrysler pickup is about 460O and on the XF it is about 1.2kO.
I looked at the trigger input for the ignition system featured in the June 1998 issue and noticed there was a 2.2kO resistor in it but the equivalent resistor in the September 1997 circuit was 10kO. I made the change anyway but still no go. There doesn't seem to be enough pulse from the Chrysler pickup. Can I modify the circuit so that it will work properly? (M. K., via email).

A: The reluctor signal is usually quite substantial at around 30V peak-to-peak and so the circuit should operate. The actual resistance of the reluctor coil does not indicate much since the output is dependent upon the strength of the magnet associated with the reluctor, the number of turns on the coil and the reluctor gap, as well as the rotational speed.
The sensitivity of the reluctor trigger circuit can be increased by reducing the value of the 47kO resistor at the cathode of ZD5. This will reduce the level of current holding Q8 on when there is no signal from the reluctor. You could try using a 220kO trimpot and adjusting it until the circuit works or try various values from 68kO to 220kO.
The 2.2kO resistor you refer to is used in the collector of the transistor and will not affect the sensitivity of the reluctor circuit. Either value could be used here.
By the way, Chryslers are pretty old now; it is possible that the reluctor is faulty or you are using reversed connections to the circuit. Try swapping the reluctor leads.

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