Electronic ignition switch cat 1a. Repair of motorcycle ignition switches. Caring for a sunrise motorcycle generator - how to remove, what to check and install correctly

The difference between Kat and Bks. Generator device.

Kat is an electronic device intended only for switching and generation at a certain moment, according to a signal from a high-voltage pulse sensor to produce a spark. used (used) in batteryless motorcycles with a 6 volt (mostly) lighting system. Bks is a two-in-one device. The BCS consists of a Kat and a 12-volt voltage stabilizer (for lighting). It restrains excess voltage so that the light bulbs do not burn out, but sometimes it acts up and at high speeds it holds back too much and this makes the light worse at speed. The generator consists of 2 (in older models, out of 3, the third was used for turn signals) separate electrical systems independent of each other. 1. ignition system. two coils of approximately 600 ohms (produce about 150 volts for charging the capacitor in the BCS or KET). The same on all batteryless motorcycles (mopeds) 2. lighting system. 3 reels and 3 reels. connected in parallel to increase the current. with a different number of turns depending on whether the system is 6 or 12 volts. The power in watts is determined by the thickness of the wire wound around these coils.

7 comments were left on this post.

Have you decided to tell everyone? This is right, otherwise it’s a sore subject for many

Gennady Aniskin, thanks for the explanations! Excuse me, but is that Aniskin who caught Fantômas your relative?

No pinning of course. namesake

Gennady, Can I add this text to our group?

I was told that there is not much difference between cat and bks, so can I put cat on 12v gen?

Danil, you can. (uses for ignition)

Just wondering what needs to be done with the BKS so that the light glows well at speed, otherwise the light dims

Will we love “octams”? We choose motorcycles up to 125 cm³

Subcategory of rights A1, which includes motorcycles with a displacement of up to 125 cm³ and a power of up to 11 kW (14.9 hp), is a resolved issue for Russia. So, we have reached the level of civilized countries, but should we be happy or sad about this? Previously, the “one hundred and twenty-five” niche was not particularly popular in our country and there was little technology. What awaits the market in 2012?

000_moto_0312_036

All motorcycles imported into Russia can be roughly divided into two categories: . However, this division is very arbitrary: even well-known models are “yellowish,” if not entirely made in China, Taiwan, or even Turkey, Indonesia and Vietnam. It is significant that famous brands usually have one or two “125” class models in their lineup. After all, this equipment is, as a rule, a training desk, which cannot be bypassed by law. And there will always be a demand for it, until the craving for motorcycling fades or the last drop of gasoline is burned. Only companies with image bikes (such as Harley, Victory or Ducati) do not condescend to unpretentious “sufferers”. But there are progress here too, an example of this is KTM (we’ll talk about it separately).

IT'S NOW CHEAPER

The “under 50” group (we are talking about thousands of rubles) is opened by two twins: Lifan LF125–5 and Patron Simpler 125, clones of the Honda CG125 model of 1976. Their appearance is archaic. A very common engine in China with a characteristic lower camshaft (OHV design) is installed in an open steel frame. This shaft has only one cam, which, through two pairs of rocker arms and a rod, controls two valves in the head. The engine turned out to be compact, lightweight, reliable, there are no problems with spare parts or repairs. And the devices themselves are extremely simple: drum brakes, primitive spring suspensions, passenger footrests are attached to a pendulum made of a thin round pipe, which does not pretend to be rigid. Fans of the style of the late 1970s, and indeed old hardware in general, will appreciate the shape of the tank, stylish markings, 18-inch spoked wheels, fenders and seat base made of natural steel. There is a lot of chrome, a strong trunk, a tachometer and an electric starter. On the training “figure”, the motorcycles are simply super: light as a bicycle, the angle of rotation allows you to pass the figures with a margin, and neutral is easily caught. Brakes on the training ground are not particularly needed, it is even valuable when they are weak, so as not to accidentally block the wheel and trip. But on the road you feel uncomfortable with these, especially in the city.

A little further from the border of primitivism is the Patron Aero 125F. It is equipped with the same “tsegesh” four-stroke “air vent”, but with glimpses of modern design. There are cast five-spoke wheels, more advanced suspensions and a sporty-looking muffler a la Akrapovich. The view is no worse than that of its Yamaha classmate (we’ll get to that later), but the price of the Aero is almost half as much.

Not far from this technology are the Minskis, of which there is a whole range on our market. Actually, the “125” cubic capacity has become the crowning glory for Belarusian cars since 1951, when they began producing a copy of the German DKW RT125. The descendant with a two-stroke engine is today called Minsk M125. The motorcycle does not have a separate lubrication system and an electric starter (there is no battery either), with a four-speed gearbox. Spoke 18-inch wheels - with drum brakes (there may be a disc at the front, but you need to look for such equipment), a durable closed-type frame is used, a sealed chain casing, suspension - with “hydraulics”. Minsk M125X with the self-explanatory name “Forester” is equipped with a durable three-sided trunk, headlight protection combined with a small trunk and an “upper” plastic wing.

But the Minsk C4 125 with a 4T engine is priced out of our group, but it is logical to consider it along with the others. After all, in fact, it eliminates all the shortcomings of simple Minsks: it has an electric starter, a front disc drive and a five-speed transmission. True, I had to sacrifice the chain casing. Although Minsk is cast on the cover of the unit, it is produced by the famous Chinese company Zongshen. This is not a clone of a Honda engine, but a Yamaha one, in which the camshaft is located in the head (ONS diagram). This classic-looking device is very good for both beginners and rural residents, many of whom still have Soviet two-stroke bikes from Minsk in service.

PRETEND TO BE A MOPED?

Although devices in the guise of a classic scooter are popular in Europe and are even updated by such giants as Honda, Yamaha, Suzuki, they are not brought to us - they are not prestigious and expensive. And most importantly, the small demand is fully satisfied by the Chinese motorcycle industry: cheap and cheerful. Although you rarely see the “125” cubic capacity, these are usually engines of 90–110 cm³. Examples on our market are Irbis Irokez 125, Patron Ringer 110. Like all scooters, they are attracted by improved protection from wind and water, plus a semi-automatic transmission. That is, you still need to change gears, but you don’t have to think about the clutch and the possibility of stalling. What is especially valuable is that you can pass the traffic police exam on a scooter. In addition, these devices are extremely light, and large 17-inch wheels and a sufficient turning angle facilitate the passage of the “figurine”. And in city traffic you feel like a fish in water (the author knows this firsthand - he himself has covered 20 thousand km, mostly in the metropolis).

What is a cat on a motorcycle?

Switches KET-1A, BKS 251.3734, BKS 261.3734, BKS 1MK211, BKS 70.3734, BKS 94.3434 are designed to work with generators 26.3701 (6V 45W), G-427 (6V 65W), 43.3701 (12V 65W), 80. 3701 (12V 90W), GM-02.02, GM-03.02, R71, 92.3702M-02.02, GM-03.02, R71, 92.3702.

Switch circuit KET-1A.

The scheme works as follows.
The alternating voltage of the generator from the ignition winding L1 is supplied to the rectifier diode V1. The rectified voltage through the R6 V5 chain and the ignition coil charges the battery of capacitors C2 C3. Some time after charging the capacitor, is received from the generator sensor L2 to the control electrode of thyristor V6. Thyristor V6 will close the battery of capacitors C2 C3, which will cause a sharp change in induction in the ignition coil and sparking at the electrodes of the spark plug (the voltage on the secondary ignition winding reaches several tens of kilovolts ). Current limiting resistor R6 and smoothing capacitor C1 are used to limit the current of the ignition winding L1 and smoother charging of the bank of capacitors C2 C3. Zener diodes V3 V4 provide voltage stabilization at a level of 150 V. Voltage stabilization is necessary so that the battery of capacitors C2 C3 and thyristor V6 do not fail due to overvoltage. Chain V2 R2 is necessary for rectifying and matching the signal from sensor L2 with the control electrode of thyristor V6. This switch has a number of disadvantages and weaknesses :

• The maximum operating voltage of capacitors C2 C3 is 160 V, and since the voltage is stabilized by zener diodes V2 V4 at 150 V, the capacitors operate at the limit of their capabilities. Zener diodes of the D817 series have an error of 10%, so the risk of failure of capacitors C2 C3 is quite high.
• When the switch operates for a long time, resistance R6 becomes very hot. As a result, the soldering may melt or the resistor itself may burn out.
• The circuit between the generator sensor and the control electrode of thyristor V6 does not contain a filter against interference and interference, as well as overvoltage protection (stabilizer). The result is unstable operation and the possibility of failure of the V6 thyristor at high speeds.
• At high engine speeds, capacitor C2 C3 will not have time to charge - resistor R6 will limit the charging current of the capacitors .

The diagram of switches BKS 251.3734, BKS 261.3734 is shown in the figure.

All BKS switches contain two circuits: ignition and lighting. ignition circuit is similar to the KET-1A switch, and therefore has the same disadvantages . True, in switches of later releases (starting from the late 80s), the capacitance C1 is 2.2 μF 250 V (as in 2MK211). Let's consider the principle of operation of the lighting stabilizer . From the lighting winding of the generator L3, alternating voltage is directly supplied to contact 02 of the switch output (according to the diagram on the right). Thyristor V5 is closed. At the moment when the voltage of winding L3 exceeds the specified value ( 14 V or 7 V ), thyristor V5 opens and closes winding L3 to ground. This will happen only with a positive half-cycle (relative to ground) at terminal 02. The thyristor control circuit works as follows: the alternating voltage is rectified by the diode bridge V9 and supplied to the voltage divider R2 R3 R4. The ratio of R2 and R3+R4 determines the division coefficient. Smoothing capacitor C3 ensures stable operation of the circuit. When the voltage in section R2 R3 exceeds a certain value, the zener diode will open, supplying voltage to the control electrode of the thyristor . For a 12 V lighting circuit, zener diode V7 D814A (opening threshold 7.7 V), and for 6 V, respectively KS147A (opening threshold 4.7 V). The zener diodes are selected in such a way that the voltage at the control electrode does not exceed 3 volts , otherwise the thyristor will quickly fail. Therefore, when converting the switch to a different voltage, it is necessary to replace the zener diode. By selecting resistor R3, the voltage at the output of the switch adjusted The advantage of the circuit is that the voltage from winding L3 does not decrease when thyristor V5 is closed, since it is connected in parallel with the lighting winding. This is important when the engine is idling .

The BKS94.3734 switch is designed to work with generators GM-02.02, GM-03.02, R71, 92.3702 . The main feature of the switch is the absence of sparking when the generator is reversed . Chain V2 R5 VT1 shunts the signal from sensor L2 when the rotor rotates in the opposite direction and in the presence of a false signal ( the sensors are located inside the generator ).

Block BKS 70.3734 is the predecessor of the Kovrov 2MK211. The blocks are designed for generators with an internal sensor and are practically the same. Below are diagrams of the BKS 1MK211 and BKS 70.3734 switches.

The design of BKS 70.3734 block as well as the topology of the printed circuit board .
The ignition circuit is slightly different from KET-1A. The above shortcomings have been eliminated . The sensor circuit contains a rectifier V6, a filter R1 C4 C5, and a voltage stabilizer R1 V3. Such a switch is more resistant to interference and interference in the sensor circuit. However, it is not suitable for forced engines . The lighting circuit of the switch is similar to BKS 261.3734.

Types of CDI scheme

A Hall sensor, coil or optocoupler can be used as thyristor ignition sensors. For example, Suzuki scooters use a CDI circuit with a minimum number of elements: the opening of the thyristor in it is carried out by the second half-wave of voltage removed from the charging coil, while the first half-wave charges the capacitor through the diode.

The engine-mounted chopper ignition does not come with a coil that can be used as a charging coil. In most cases, step-up transformers are installed on such motors, which raise the voltage of the low-voltage coil to the required level.

Model aircraft engines are not equipped with a magnet-rotor, since maximum savings in both dimensions and weight of the unit are required. Often a small magnet is attached to the motor shaft, and a Hall sensor is placed next to it. A voltage converter that increases the 3-9V battery to 250V charges the capacitor.

Removing both half-waves from the coil is only possible when using a diode bridge instead of a diode. Accordingly, this will increase the capacitance of the capacitor, which will lead to an increase in the spark.

Electronic ignition switch KET - 1A

Recently, a switch on my motorcycle, such as KET-1A, stopped working. This switch is used in old Minsk and Voskhod motorcycles. It relates only to the ignition and has nothing to do with the rest of the motorcycle electronics.

In general, switches of this type are not highly reliable, for this reason I have already accumulated about a dozen of these devices. Among the breakdowns in the switch there are different ones, diodes, zener diodes, thyristors, and capacitors can burn out. These are the very first places to search. Resistors rarely burn out. Contacts can often be unsoldered. I had different breakdowns in each of the switches, but most often, due to a non-sealed case, the board tracks or leads of some components were oxidized. When the next switch failed, I decided not to buy a new one, but to assemble it from the parts I had from old similar devices.

After searching the Internet a little, I found a diagram and redrew it in Splan.

I also drew the board in Sprint Layout 5.0:

Explanations for the markings: K – cathode of thyristor KU201 U – controlled electrode of thyristor KU201 A – anode of thyristor KU202 K2 – cathode of diode D4

The finished printed circuit board must be coated with a protective varnish to prevent oxidation of the tracks.

Necessary components: - 2 zener diodes D817V - thyristor KU201V - 3 diodes KD105V - 2 capacitors 1uF 160V - 1 capacitor 1uF 250V - resistor 1K - resistor 100

The device is assembled in a standard aluminum switch case. When installing the switch cover, it is necessary to coat all joint seams with sealants to prevent moisture from getting inside.

Generator Voskhod G-427

Generator G-427 alternating current with excitation from a permanent magnet with an inductive sensor of the electronic ignition system. In the grooves of the stator, made of stamped electrical steel plates, eight coils are placed, which form four independent circuits: - power supply to the ignition storage capacitor; — lighting and sound signal; — direction indicators; — braking signal.

Voltage regulation in the circuits of lighting loads is carried out according to the principle of parametric regulation, i.e. The winding data of the generator are selected in such a way that as the rotor speed increases, the voltage at the generator terminals changes within certain limits for a certain load. Attaching the generator stator to the engine crankcase provides adjustment of the ignition timing.

On the generator stator cover there are terminals: - charging coils of the power supply circuit of the Voskhod ignition storage capacitor; — direction indicators; — brake signal; — lighting; — sensor.

Which are marked accordingly: >, >, >, > and >.

The sensor is mounted on the generator stator cover using screws.

Generator rotor

The generator rotor with the sensor rotor located on it is mounted on the right axle axis of the engine crankshaft with a bolt and is secured against rotation by a key.

Operating principle of electronic ignition

Diagnostics of the CDI ignition system is very simple, as is the principle of its operation. It consists of several main parts:

• Rectifier diode.
• Chargeable capacitor.
• Ignition coil.
• Switching thyristor.

System layout may vary. The operating principle is based on charging a capacitor through a rectifying diode and then discharging it to a step-up transformer using a thyristor. A voltage of several kilovolts is generated at the output of the transformer, which leads to air space between the spark plug electrodes.

The entire mechanism installed on the engine is somewhat more difficult to make work in practice. The dual-coil CDI ignition design is a classic design that was first used on Babette mopeds. One of the coils - low voltage - is responsible for controlling the thyristor, the second, high voltage, is charging. Using one wire, both coils are connected to ground. The output of the charging coil is supplied to input 1, and the output of the thyristor sensor is supplied to input 2. The spark plugs are connected to output 3.

A spark is supplied by modern systems when it reaches about 80 volts at input 1, while the optimal voltage is considered to be 250 volts.

Caring for a sunrise motorcycle generator - how to remove, what to check and install correctly

Generator maintenance mainly comes down to tightening the threaded fasteners of the generator stator and rotor, as well as the wire terminals.

In order to remove the generator, you must:

• disconnect the wires of the ignition circuit, sensor, brake light and direction indicators from the generator terminals;
• unscrew the three screws securing the stator to the crankcase and remove the stator;
• Unscrew the bolt securing the generator rotor and, with light, careful blows of a wooden hammer on opposite sides of the rotor, remove it from the trunnion and remove the key.

Checking the removed parts

After removing the generator stator and rotor, wash the parts with clean gasoline and carefully inspect them. Disassemble the wire fastening terminals on the stator. Wipe dry all insulating parts of the terminals.

Generator installation

Installation is carried out in the reverse order, in this case it is necessary:

• check the runout of the generator rotor, which should be no more than 0.1 mm with the bolt secured;
• tighten the generator stator without distortions, ensuring a tight fit to all three supports;
• install the ignition correctly;
• The generator wires must be securely fastened and well insulated from each other.

Ignition adjustment Voskhod

The ignition timing is set by turning the generator stator after first loosening the three screws securing the stator to the crankcase. For normal engine operation, it is necessary that the moment of spark formation (on the generator, this moment is determined by the coincidence of the sensor rotor groove with the protrusion on the sensor coil frame. Fig.) coincides with the moment when the piston does not reach the top dead center of 2.5-3.0 mm (at running the engine on gasoline with an octane rating of 92).

The gap between the rotor and the core of the sensor coil should be within 0.3±0.05mm.

The gap should be set as follows:

• loosen the screws securing the sensor stator to the generator stator cover;
• By moving the sensor stator in the grooves of the generator stator cover, set the required gap, and then tighten the fastening screws.

Switch Voskhod - electronic KET-1

The electronic switch KET-1 is designed to work in the ignition system complete with the G-427 generator and the B-300B high-voltage transformer. Allows you to obtain a secondary voltage of up to 18 kV, at a generator rotor speed of 250 to 7500 rpm. The switch is installed in the right toolbox. The base of the commutator is connected to the ground of the motorcycle. If the switch fails, it can be disassembled and repaired

The electronic switch has three output terminals with letter markings on the body >, > and >. The ground terminal is the base of the switch.

Maintaining the switch during operation comes down mainly to tightening the threaded connections, while avoiding stripping the threads. It is necessary to protect the switch from moisture getting inside it and onto the terminals from sudden shocks and exposure to high temperatures. You should also systematically check the reliability of the electrical connection of the switch base with >, because If this condition is violated, sparking on the spark plug stops.

Review of the Suzuki DR 125 (S, SE) motorcycle

Model of the budget enduro motorcycle Suzuki DR 125

its history begins in 1982 - it was at that time that the motorcycle was first introduced to the market under the name
Suzuki DR125S
.
The model positions itself as a simple, cheap off-road motorcycle for beginners, with a simple air engine, suspension and chassis. In Russia, the old generations of Suzuki DR 125 S are practically not represented, and only models of the 90s Suzuki DR125SE
, so in this review we will consider them. By the way, the older versions of the motorcycle differ only in appearance, but technically they are practically the same motorcycle.

Main modifications of Suzuki DR 125:

• Suzuki DR 125 S
  – version produced before 1994, is distinguished by the presence of a kick starter.
• Suzuki DR 125 SE
  - version produced since 1994, is distinguished by the presence of an electric starter. More popular in Russia.

A special feature of the Suzuki DR 125 is a 1-cylinder, 4-stroke, air-cooled engine with a capacity of 124 cc and producing 12 hp. power and almost 10 Nm of torque. The engine has 2 valves and 1 camshaft.

Other features of the motorcycle include simple suspension (conventional telescopic forks at the front and a monoshock at the rear), a 6-speed gearbox, a rear drum brake and a dry weight of 114 kg.

The Suzuki DR 125 SE model was produced until 2002, after which it was discontinued. In 2008, Suzuki decided to resurrect the model by releasing a budget motard to the market - Suzuki DR 125 SM, which has the same engine, but with an injection power system instead of a carburetor.

The main competitors of the Suzuki DR 125 in the class:

Content

Brief history of the model

• 1982 – start of production and sale of the Suzuki DR 125 S series of motorcycles.
• 1994 - the appearance of the Suzuki DR 125 SE modification, the main difference is the electric starter.

Model:

Suzuki DR125SE.
Factory designation:
DR125SER.

• 1995 – Model:
  Suzuki DR125SE.
  Factory designation:
  DR125SES.
• 1996 – Model:
  Suzuki DR125SE.
  Factory designation:
  DR125SET.
• 1997 – Model:
  Suzuki DR125SE.
  Factory designation:
  DR125SEV, DR125SEUV.
• 1998 – Model:
  Suzuki DR125SE.
  Factory designation:
  DR125SEW, DR125SEUW.
• 1999 – Model:
  Suzuki DR125SE.
  Factory designation:
  DR125SEX, DR125SEUX.
• 2000 – Model:
  Suzuki DR125SE.
  Factory designation:
  DR125SEY, DR125SEUY.
• 2001 – Model:
  Suzuki DR125SE.
  Factory designation:
  DR125SEK1, DR125SEUK1.
• 2002 – Model:
  Suzuki DR125SE.
  Factory designation:
  DR125SEK2, DR125SEUK2.

Photos

Specifications

Technical characteristics of Suzuki DR 125:

Spark plug Voskhod - spark ignition type A-23

During operation, the spark plug must be periodically cleaned of carbon deposits and the gap between the electrodes must be adjusted, which should be within 0.6-0.7 mm, which is ensured by bending the outer electrode. To seal, a copper-asbestos gasket is placed between the spark plug and the cylinder head. To eliminate radio interference created by the ignition system, a shielded tip of type A-4 is placed on the spark plug.

Advantages of the CDI system

Capacitor ignition also has its advantages, including a steep front of high-voltage pulses. This characteristic is especially important in cases where CDI ignition is installed on IZH and other brands of domestic motorcycles. The spark plugs of such vehicles are often filled with large amounts of fuel due to incorrectly configured carburetors.

For the operation of thyristor ignition, the use of additional sources generating current is not required. Such sources, such as a battery, are only required to start the motorcycle using a kick starter or electric starter.

The CDI ignition system is quite popular and is often installed on scooters, chainsaws and motorcycles of foreign brands. It was almost never used in the domestic motorcycle industry. Despite this, you can find CDI ignition on Java, GAZ and ZIL cars.

Ignition switch Voskhod - central switch

Switch 124005490201 is used as a central software switch that provides the necessary switching of lighting equipment on a motorcycle. The switch has three operating positions >, >, > in accordance with the following operating modes:

• in position > - the generator sensor circuit is shorted to ground, which ensures the engine stops.
• in the > position (driving during the day) - the ignition circuit is turned on, the direction indicator circuit operates (when the direction indicator switch is on) and the brake signal circuit (when the brake pedal is pressed);
• in position > (driving at night), two circuits are switched on:
• a) a circuit of speedometer backlight lamps, license plate lighting and city driving (through a throttle, which serves as a device that complements the parametric control of the generator);
• b) headlight lamp circuit A6-32+32 (via the light switch on the steering wheel).

Caring for the central switch comes down to periodically checking the reliability of the switch in the headlight and cleaning the moving and fixed contacts from dust and dirt by washing them in gasoline.

Switch P-200

Light switch with horn button (located on the left side of the steering wheel). To switch the low and high beam circuit, a P-200 type switch is used with a built-in push-button horn switch for three operating positions: neutral - the headlight lamp is off; far right - low beam is on; far left - high beam is on.

The horn button has a movable contact connected to ground and a fixed contact connected to one of the wires coming from the horn terminal. When you press the button, the contacts close and the signal circuit is completed.

Electrical circuit of the Voskhod motorcycle

Central switch. 2. speedometer. 3. Speedometer light. 4. Headlight. 5. Headlight lamp. 6. City driving lamp. 7. Sound signal. 8. Direction indicator lamp. 9. Direction indicators. 10. Direction indicator switch. 11. Electronic switch. (D - sensor terminal, K - ignition coil terminal, G - generator terminal.) 12. Throttle. 13. Relay breaker. 14. Generator. 15. License plate lamp. 16. Brake signal lamp. 17. Rear light. 18. Wire connection block. 19. Brake light switch. 20. Shielded spark plug cap. 21. Spark plug. 22. High voltage wire. 23. Ignition coil. 24. Light switch.

Wire colors: sn. - blue, cf. - gray, g. - blue, g. - yellow, h. - green, k. - red, kor. - brown, op. - orange, f. - violet, h. - black.

Alfa moped switch

In this part of the article, we will look at the pinout feature of the switch for the Alpha moped (and, to boot, the Delta), and also find out the purpose of each wire. All information is presented in the diagram below.

It is noteworthy that the same switches can be installed on mopeds of various brands of Chinese production, since there are a lot of Alpha clones.

As we can see, the pinout of this switch is very simple.

Pinout

1. Black and yellow wire 1 goes to the ignition coil.
2. Black-red wire 2 is responsible for power.
3. Contact 3 is missing in principle.
4. Black and white wire 4 is responsible for turning off the engine and goes to the ignition switch.
5. Blue-white pin 5 goes to the Hall sensor.
6. The last, green pin 6 is ground.