Sources of electric current on motorcycles models "IZH" are DC generators (Fig. 62) with a parallel excitation and a rated power of 45 volts at 1,700 rpm.
The generator stator contains 6 excitation coils connected in series. On the stator are mounted: terminal block 9, brush holders 8, breakers 1 and capacitors 7. Anchor 3 has a winding consisting of 31 sections, and a collector 10. On motorcycles IZH-Yu a generator G-36M2 is used, on IZH-P - G-36M1. The G-36M8 generator is installed on the IZh-Yu2 and IZh-YuZ motorcycles, the I-P2 and IZh-PZ - G-36M7. Generators G-36M1, G-36M2 differ from G-36M7 and G-36M8 with additional resistances on the excitation coil. Therefore, to use the generator G-36M7 and G-36M8 on motorcycles IZH-Yu, IZH-P and IZH-56, you must install the relay-regulator РР-1, instead of the relay-regulator sat. 32. When installing a new IZH-YuZ or IZh-PZ engine on IZH-Yu, IZH-P or IZH-56 motorcycles, the relay-regulator is sat. 32 can not be changed, and only rearrange the generator stator from the old engine to the new one, if it is in good condition. Caring for the generator during operation comes down mainly to checking the fastening of the contact connections of the wires, the condition of the collector and the brushes. Cleaning the collector with glass sand is allowed. It is not recommended to use emery cloth - when cleaning emery grains cut into the plates (lamella) of the collector and lead to rapid wear of brushes.
GENERATOR REPAIR
Possible malfunctions of the generator: brush sticking in the brush holders; interlame grooves or collector wear; the closure of the generator windings on the case or their short circuit; snagging the armature on the stator due to incorrect installation of the stator, armature or wear of the right crankshaft main bearing; generator polarity reversal due to improper wiring. To determine the causes and troubleshoot the generator should:
1. Remove the right crankcase cover.
2. Disconnect the wires from the terminal block.
3. To unscrew screws of fastening of the stator and to remove it.
4. To unscrew a bolt of fastening of an anchor.
5. Screw the anchor puller from the tool kit into the hole and remove the anchor.
6. Remove the key from the groove of the half shaft.
After disassembly, wipe the parts with a napkin dipped in gasoline and inspect. Fill the working surfaces of the lamellae with a fine-grained glass pelt. If the collector is very worn, it can be machined on a tapered mandrel (taper 1: 5), deepen interlaminal grooves to a depth of 0.5 mm and remove burrs. Damaged insulation of the excitation coils and bare spots of their conclusions paint over enamel. Inspect the right half of the crankshaft and the tapered hole of the armature. If there are nicks, clean them with fine-grained emery cloth. With a large radial play, replace the right crankshaft main bearing.
To install the generator in place should:
1. Insert a key into the groove of the half-line and install the anchor.
2. Put a spring washer and an interrupter cam on the anchor bolt.
3. Screw in and tighten the bolt, making sure that the antenna of the armature shaft fits into the cam groove.
4. Lift the brush wires in the brush holder and put the stator in place, with the pin on the right half of the housing should go into the groove on the end of the stator.
5. Secure the stator with screws and connect the wires to the terminal block.
After disassembling and assembling the generator, it is necessary to check the ignition advance and, if necessary, adjust it. Ignition adjustment is described in the “Ignition System” section.
Reverse current relay. In the motorcycle electrical system, the battery and the alternator are interconnected in parallel. With the increase in the number of revolutions of the crankshaft of the engine increases the number of revolutions of the armature of the generator, and hence its voltage. Therefore, if there is no regulating device in the generator-battery circuit, the battery will be systematically recharged when the generator voltage is increased, which will lead to its failure. If the generator voltage is lower than the battery voltage, the latter will be discharged through the generator, which in this case may also become unusable.
The functions of such a regulating device are performed by a reverse current relay (ROT) (fig. 63). To ensure the normal operation of consumers installed on a motorcycle, as well as the rational charge mode of the battery within the specified limits, a special device, a voltage regulator (PH), is turned on in a single unit with a reverse current relay.
Reverse current relay consists of electromagnet core 4, anchor 3 with spring 12, two contacts 1, 2 and yoke 13. Two windings are wound on the core: thin shunt (SHO) and thick seria (SO). In the free state and at idle (low) engine speed, the contacts are in the open state and all consumers receive power from the batteries. As the number of revolutions of the armature of the generator increases, the voltage in the network rises. Accordingly, the current through the thin winding (SHO) increases, the force of gravity of the core overcomes the spring force, anchored to the core, the contacts close, and the electric current from the generator goes to charge the battery and other consumers. As soon as the generator voltage becomes less e. d. battery, the relay contacts under the action of the spring open.
VOLTAGE REGULATOR consists of electromagnet core 7, armature 6, fixed and movable contacts 5, return spring 8 and resistances 9, 10. Three windings are wound on the voltage regulator core: shunt - SHO, compensatory - CO and serial - CO. When the armature of the generator does not rotate or rotates at low speed, the two-way moving contact of the voltage regulator by the spring force of the armature is pressed against the upper fixed contact connected to ground. In this case, the excitation winding 11 of the generator is connected to ground through the compensation winding TO and the controller contacts b.
With an increase in the number of revolutions of the armature of the generator, the electric current going through the seria winding magnetizes the core of the electromagnet and attracts the regulator anchor 6 and its two-way contact 5 moves to the middle position, i.e. it opens. In this case, in the circuit of the excitation winding of the generator and the compensation winding, connected in series are the resistances 10 and 9 by 4.4 and 1.2 ohms. With a further increase in the number of revolutions of the armature, the additional resistance is not enough to prevent the generator from increasing its voltage over a given limit. Anchor 6 is strongly attracted to the electromagnet and double-sided contact 5 is pressed against the lower fixed contact, short-circuiting the excitation winding of the generator. The voltage of the generator decreases, the anchor of the voltage regulator returns to the middle position or closes with the upper fixed contact. Vibrating, the anchor 6 with two-sided contact maintains the generator voltage in the range of 6.5 - 7 volts.
When the generator is overloaded, the serial winding of the regulator, additionally magnetizing the electromagnet, limits the maximum current of the generator.
POSSIBLE PROBLEMS OF THE VOLTAGE REGULATOR AND CARE FOR IT. The voltage regulator is factory adjusted and should not be disturbed unnecessarily. Care is reduced to monitoring the state of attachment of wires to the relay terminals and keeping it clean.
A malfunction of the voltage regulator disrupts the operation of the entire electrical system. The main signs of a malfunction are: bright burning of the lamps or their burning out. The electrolyte boils out and the battery discharges quickly, especially when using a motorcycle at night. During the operation of the motorcycle, the control of the regulator is monitored by a red indicator light located in the headlight.
The inclusion of a warning lamp at the speed of (1100 - 1200 rpm) indicates a malfunction of the regulator or generator.
Operating the motorcycle while the warning lamp is on leads to the discharge of the battery. The relay-regulator is a very sensitive device and it can be entrusted to a specialist with a high qualification.
INSPECTION AND ADJUSTMENT OF VOLTAGE REGULATOR produced at idle generator, that is, without any load. Therefore, between pins 1 and 2 of the reverse current relay, it is necessary to lay an insulating gasket made of paper. In this case, the ignition coil will be powered by the battery. Connect a voltmeter to the terminals “I” and “m”. Start the engine. At medium engine speed, the voltage should be between 7.3 and 7.8 volts. If the voltage exceeds these limits, then you should first clean the contacts 5 with a steel plate (razor blade) with a thickness of 0.05-0.1 mm, but in no way emery cloth. Cleaning should be done only when the engine is not running. If the stripping did not give positive results, you should check the gap between the armature and the core of the electromagnet 7 (0.9 - 1.1 mm), as well as between the contacts 5.
The size of the gap between the contacts 5 is checked as follows: between the anchor b and the core of the electromagnet 7, insert a probe 1 mm thick and press the anchor to the core. At this point, the gap between the contacts b should be 0.25 - 0.30 mm (checked by the second probe). If the gap is not maintained, it is necessary to bend the top contact holder. Check the clearances and tension again. If necessary, the voltage can be adjusted by changing the tension of the spring 8 anchor by bending the lower spring holder. As the spring tension increases, the voltage in the chain will increase, and with weakening it will decrease. It is necessary to bend the spring holder when the engine is not running, and when checking the voltage with a voltmeter, the engine should operate at elevated speeds.
After the adjustment of the voltage regulator is completed, remove the insulation gasket from the gap between the contacts of the reverse current relay.
INSPECTION AND ADJUSTMENT OF REVERSE RELAY. To check and adjust the reverse current relay (POT), you need an ammeter with a zero arrow position in the middle of the scale (scale 5-0-5А). The voltmeter is connected in the same way as when adjusting the voltage regulator, and the ammeter is connected in series to the battery.
Before proceeding with the adjustment, it is necessary to check the conformity of the gaps, the size of which should be: between pins 1 and 2 - 0.25 - 0.35 mm and between the armature 3 and the core of the electromagnet - 0.6 - 0.8 mm. If it is necessary to adjust the gap between the armature and the core, the contact holder should be moved with the screws loosened.
The gap between the relay contacts is adjusted by bending the contact rack. To check the voltage, it is necessary to start the engine and, smoothly adding momentum, notice the voltage at which contacts 1 and 2 close. At the moment of contact closure, the arrow of the voltmeter slightly shudders. Contacts must close at a voltage of 6.0 - 6.4 v. The reverse current of switching on the relay with properly set clearances and the switching voltage must be within 0.5 - 4 a. If the contact closure occurs at a higher voltage, the lower spring holder 12 must be bent up, weakening the spring force. If with less, then the spring holder bend down. Adjustment is made at low speeds.
INSTALLATION OF RR-1 REGULATOR ON MOTORCYCLES IZH-56, IZH-P, IZH-Yu. Relay-regulator PP-1 can be used instead of the regulator Sat. 32, which is mounted on motorcycles IL-56, IL-P, IL-Yu. In this case, it is necessary to disconnect the additional resistance of the stator of the generator from the ground and isolate the end of the wire. To install a relay regulator on these models of motorcycles, it is necessary to make a special bracket (Fig. 64), which is mounted on the bolts of the tool boxes (the size is determined by the place of attachment of the bracket). The bracket for the old relay must be removed. To ensure the normal operation of the new relay regulator, the connecting terminals must be lowered down (fig. 65).
Those who own a motorcycle with six-volt electrical equipment know that the weakest point is charging. That battery suddenly sits down and start the whole problem, then charging disappears somewhere and magically returns, sometimes you have to go at night without a headlight so as not to completely land the battery ... The electronic relay controller is analogous to PP-1 (voltage regulator and reverse current relay) and will save you forever from these problems. Additional alterations in the wiring diagram of the motorcycle is not required. The scheme contains a minimum of parts that have many analogues.
This relay is applicable for Izh-56, Izh P-1,2,3, Izh Yu-1,2,3 motorcycles, Java "Old Woman", Java-634, Ural and Dnieper with six-volt equipment.
The relay circuit is shown in the figure. In the initial state, the Zener diode VD1 and the transistor VT1 are closed, and VT2 is open, because the voltage is applied to its base through the resistor R3. Thus, a current flows through the field winding (W) and the generator produces a voltage.
As soon as the voltage in the on-board network exceeds the set threshold (7.2 V), the zener diode opens and a control voltage is applied to the VT1 base, which causes it to open and shunt R3. Transistor VT2 closes, de-energizing the excitation winding. The voltage in the on-board network will decrease and the cycle will repeat. Diode VD2 is necessary to absorb emissions of self-induced EMF of the generator excitation winding.
The adjustment of the device consists in adjusting the opening threshold of the transistor VT1 by the resistor R1. To do this, connect the assembled device to the laboratory power supply to the terminals I "+" and M "-". In parallel with the diode VD2, we connect a low-power light bulb or monitor the presence of voltage with a tester. Smoothly adjust the voltage of the power supply from 5 to 8 volts. With a properly tuned resistor R1, the bulb should light up at a voltage of 7.2 volts. It should be noted that the voltage in the network will be less by 0.6 volts than the threshold of our relay, because the voltage drop will occur on the diode VD3.
The diagram presented in the figure below explains the operation of the relay with the G36 generator.
Resistor any R1 trimmer small-sized resistance of 2000 ... 470 Ohms, preferably multi-turn for a more precise adjustment. R2 R3 with a power of 0.5 ... 0.125 W, can differ from the indicated ratings by up to 50%. The Zener diode can be replaced by anyone with a breakdown voltage of 4.7 ... 6.2 V. In the extreme case, you can use a chain of 7-8 silicon diodes in direct connection. Any silicon diode VD2 with a reverse voltage of at least 100V and maximum forward current of at least 1A, and VD3 at least 10 A. VT1 is any silicon NPN medium power transistor. KT606 is convenient with a housing that is easy to fasten when mounted mounting. VT2 can be replaced with any NPN transistor structure with a collector current of at least 5 A, although in this case it may be necessary to replace R3 with a 200..300 Ohm resistor with a power of 0.5W.
In 1970, the IL Planet 3 model appeared in the production program of the Izhevsk Motor Plant.
Unlike its predecessor, with the index "2", the motorcycle received a new form of gas tank, a more powerful engine and turn indicators.
Motorcycle Features
Among the features include:
- G36M7 generator, which was later modified;
- Relay-voltage regulator РР-1;
- IZH 56 ignition coil;
- Relay direction indicators PC419.
Reference: Installation of dimensions and turn signals was used for the first time on domestic motorcycles.
In general, the Planet 3 IL model for state-of-the-art construction and high quality has received the state quality mark, which can be seen in the video of past years.
Alteration of the electrical circuit to work without battery
Unlike cars that have a closed engine and wiring arrangement, parts of the motorcycle IL Planet 3 are more exposed to external factors:
- Rain and snow;
- Direct sunlight;
- Mechanical damage from shrubs.
The factory instruction provides:
- The need to constantly check the level of electrolyte in banks, because when tilting a motorcycle, it inevitably flows out;
- The need for constant verification of the density of the electrolyte. This forces motorcycle owners to have a hydrometer, distilled water, and hydrochloric acid on hand to restore density to their own hands.
Stages of completion of electrical equipment
The whole procedure of switching to a non-battery circuit comes down to:
- Replacement of components for 12 volt equipment;
- Alteration of the generator, and sometimes its borrowing from another model;
- Replacing lamps from 6V to 12 V.
For reference: the wiring scheme on the Planet 3 IZH does not change significantly - only the generator, coil and voltage regulator circuits are replaced.
Generator
The main difficulty of altering the generator is to manufacture a special intermediate ring. This requires the help of a turner - the ring is machined on a lathe.
Also in the ring:
- Two 6 mm holes are drilled for the possibility of fixing the ring on the right half of the crankcase;
- For mounting the generator to the ring, three M5 are drilled;
- A segment is cut into the ring to facilitate installation under the partition of the right half of the crankcase;
- Cutouts for tides crankcase are made on the right and bottom.
In the diagram, the numbers denote:
- Carter is the right half;
- Crankshaft powertrain;
- Screws fastening the intermediate flange;
- The intermediate flange itself;
- Taper sleeve made of tin (S 0.8 mm);
- Generator stator;
- M5 screws fastening the generator;
- Generator rotor;
- Rotation sensor;
- Rotor mounting bolt.
Wiring diagram
When reworking to work without a battery, the IZH Planet 3 motorcycle wiring diagram remains standard:
- Wires to consumers of electricity (dimensions, brake lights, head light and appliances) remain unchanged;
- Native ignition coil is replaced by another - type B300B;
- the electronic switch KET-1 can be placed in the tool box, which contributes to its protection from external factors.
Tip: motorcyclists who have made this alteration, note the undoubted advantages of the transition to contactless ignition.
Wiring IL Planet 3 remains almost unchanged, but there is a complete rejection of the use of the battery. And the price of reconstruction is small.
Conclusions: the proposed reworking method was tested on thousands of motorcycles of domestic owners (see also). And he proved his viability with trouble-free work, improved sparking and confident engine start in harsh winter conditions.