pourrez pas dire qu'on se démène pas
j'ai essayé de trouver une réponse outre-atlantique
à cette histoire de prise 2 broches qui doit rester en l'air ou être mise à la masse
c'est finalement encore un sujet de Sa Gracieuse Majesté (Michael : Reg in Bristol if you know)
voilà le texte intégral
en dessous le résumé, pas de miracle :
The blue and white on that plug connect to a small
AC generator/alternator
This (pre Ignitech) was the power source for the CDI box
and therefore, ignition system.
As the Ignitech is DC powered this generator is
no longer needed and the connector was often just tucked away
We did this on TrevH's bike back in 2009 and no problems ensued, it was still
running well when he sold the bike.
I'm no longer a member of the Uk club but friends there tell me of some problems
people have had with Ignitechs.
The snag is, what I gathered was a jumble of cross messages, guesswork and no
serious or systematic investigation.
Not being a member or having a CDI bike, I had little interest and took no part in it
The principles are these:
the CDI source coils will continue to produce a voltage when the bike's running and this will
be high as it isnt under load.
I'd guess a few hundred volts easily.
the frequency will be something like 6 times the rpm possibly 12
( 2 coils and 6 magnets, you work it out)
and the voltage will rise with speed, it always does.
The theory:
this new mod will short this power to ground to prevent stray signals and
voltage getting transmitted to the DC supply or timing signals of the Ignitech
hmmmm, yeah but.....
y'see? what I'm wondering is, how come this is happening now when other units have
worked just fine?
Not leaving floating outputs is good electrical/electronic practise but a dead short?
I think a controlled/dummy load would have been better practise to damp down stray
signals.
There's no emf sheilding on the Ignitech or bike cabling
Also there's the human element
Some units may well intalled on a bike that has been well maintained electrically.
Some may be in a bike that has other issues that will affect the working of the Ignitech
and ignition system
I think some regard Ignitechs as magic bullets while they're actually only good links in a chain
which is a dubious attitude.
Also what about the Bikes generator and RR?
you have 3 phase AC at high frequency getting rectifed to DC here
14 or 18 bobbins and 6 magnets per revolution
any leaks or failures in the often elderly RRs could transpose spikes on the bikes DC system
which could theoretically affect the electronics in the Ignitech
Its a situation that needs some systematic investigation not guesswork.
You'd need to get a scope on the thing and do some serious tests.
en plus clair, exactement comme Michael, le gars rappelle que les motos ont 30 ans, :
un circuit électrique à l'état variable,
tant en qualité des contacts qu'en tensions et courants débités pas tout à faits comme quand c'était neuf
et surtout les modifs faites plus ou moins proprement
ensuite, il y a la façon dont a été monté le boitier, montage ultra-clean façon AIRBUS ou montage jobi-joba avec dominos
par contre, le gars confirme que l'on peut monter à 100V en sortie CDI du stator s'il n'y a rien de branché
et avec la rotation du moteur, ça fait des successions de pics de tension qui font qu'à 9000 tours, ça envoie dur du parasitage (note : à fréquence de 9000 tours / 60 secondes = 150 Hertz)
il est perplexe sur la mise à la terre (si je ne me trompe pas),
il faudrait une charge-leurre (le dummy ) = tiens, tiens , déjà dit
ça finit par une affirmation pragmatique
y'a pas de truc, pas d'astuce possible pour s'en sortir
le travail doit être repris et achevé sérieusement
faut un oscilloscope ( numérique à mémoire) pour regarder ce qui se passe
ça vous fait une belle jambe à tous ceux et celles qui sont plantés, je sais, mais on a un peu avancé...
