Master Ignition

Other products Universal Ignition Jawa-CZ-
Trabant
Ignition Direct
Ignition CDI Jawa 500 OHC
Ignition

The product MASTER ignition is a brand new series of ECU units without any direct succession to the previous models. It is the experience in development of industrial and transport safety systems, ignition units and particularly our customers’ needs which provided a foundation for the idea and realisation of the new model.

The unit MASTER ignition has been functionally designed in order to advance or injection control of ignition engines ranging from one to sixteen cylinders (depending on type), with whatever configuration of scanned teeth, types of sensors and features like 5D maps of advance and injection control, integrated pressure sensor, temperature, tachometer output, strobe lamp, charging control, engine speed and turbo preassure PID regulation, control switching on of fuel pump. MASTER unit contain CDI, TCI or combined outputs.

The list of features mentioned above determines MASTER ignition to be used either for a service or tunning replacement of all conventional motorcycle or automobile ECU units, usable for ignition or injection coil control. The integrated redundancy of sensing, together with other key features makes Master ignition very suitable for marine and aviation applications, moreover, thanks to the wide range of operating revolutions can be also used for turbines.

The function of MASTER ignition relies on FPGA technology, which provides digital-analog conversion of sensor signal, as well as its evaluation and calculation of the mathematical model of the real rotation. Simultaneously, it deals with other operations i.e. redundancy sensing, total control of CDI converter, advanced features and signal records. FPGA technology is interesting not only for its high operating performance but particularly for its accuracy, which in principle microprocessor-based systems cannot achieve.

Available units

MASTER ignition 2TCI 2CDI – 12V (2× output TCI, 2× output CDI, 7 – 21V)
MASTER ignition 4CDI – 12V (4× output CDI, 7 - 21V)
MASTER ignition 4TCI (4× output TCI, 7 - 36V)
MASTER ignition 2CDI 2TCI – 24V (2× CDI outputs, 2× TCI outputs, 12 - 36V)
MASTER ignition 4CDI – 24V (4× CDI outputs, 12 - 36V)
MASTER ignition 10TCI (10× TCI outputs, 7 - 36V)
MASTER ignition 10CDI – 12V (10× CDI outputs, 7 - 21V)
MASTER ignition 10CDI – 24V (10× CDI outputs, 12 - 36V)
MASTER ignition 4CDI 6TCI – 12V (4× CDI outputs, 6× TCI outputs, 7 - 21V)
MASTER ignition 4CDI 6TCI – 24V (4× CDI outputs, 6× TCI outputs, 12 - 36)

Main Features

The power supply range of 7 to 36 V (depending on type)
Working speed from 0 to 120 000 rpm
Operating temperature -40 to 85 °C
Based on FPGA technology and microprocessor support
Mathematical model of the real engine rotation, 64bit
Adjustable pick up sensing levels, A/D conversion of signals, ± 25.5 V, 1Msps
Angular maps of teeth, the voltage levels for different speeds, filters capture
Customizing the input type sensor: Induction, Hall, Optical, Hammer
Redundancy of sensing and other integrated elements
Advance and Injection control – optional 5D map of ±360° and 0 to 60ms
Integrated pressure sensor -80 to + 150kPa (depending on type)
Integrated oscilloscope, runtime visualisation of pick up and switching, ± 25.5 V, 1Msps
Outputs – MOSFET and IGBT automotive – TCI, CDI or combined, 4 to 10 outputs
Advanced functions – temperature, vacuum, vibration, tachometer, charge
Integrated and configurable CDI converter 450V with superb performance of 100W
User configuration by PC – while in operation with possibility of status visualization
Galvanic isolated USB – common ground USB protection and EMC disturbation
Measurement of voltage, temperature and load of converters
Records – long-term and common, engine hours
Convenient Firmware Upgrade – regulary and easy updates via the website
Rapid diagnosis function using LED

Technical parameters

Parameters	Range
Supply voltage	TCI … 7 – 36V CDI(12V) … 7 – 21V CDI(24V) … 12 – 36V
Current Consumption	TCI … < 100mA CDI … 0–10A, Dependent on the speed and voltage
Working speed (range management)	0 – 120 000 rpm (0.1 – 65 000 rpm)
Working temperature	-40 – 85°C
Input mode (PA, PB)	±25.5V, ±0.1V – ±50V, sampling 1Msps
Input mode (PA, PB)	±25.5V, ±0.1V – ±50V, sampling 1Msps
Maps advance [1]…[8]	±360°, 8 × 1024 pts, (0.1–65 000 rpm)
Maps injection [1]…[8]	0–30ms, 8 × 1024 pts, (0.1–65 000 rpm)
Switching coil (1OA, 1OB, 1OC … 1OH) 2×, 4× or 8×, TCI, CDI (dependent on type)	TCI … MOSFET automotive 25A/300V CDI … IGBT automotive 16A/600V
Digital inputs (DI1–DI4)	0 – 2V = L, 3 – 16V = H (Pull up 1kΩ)
Analog inputs (AI1–AI4)	AI1, AI2 … 0–5V; AI3, AI4 … 0–5V/0–10kΩ
Digital outputs (DO1, DO2)	MOSFET 5A/100V (Pull up 1kΩ)
Measurement of voltage (power supply)	7 – 50V (tol. ±2%)
Temperature measurement (inside housing)	-40 – 125°C (tol. ±2°C)
CDI converter (voltage, pulse current, efficiency)	100 – 450V, 2 – 24A, efficiency 62 – 75%
Resistance of primary winding coils*	CDI – Capacitance, resistance 0.1–1.5Ω TCI – Induction, resistance 0.2–25Ω (Pull up 1kΩ) TCI – Injection, resistance 0.2–25Ω (Pull up 1kΩ
Memory record	8kB RAM, 8MB FLASH
Status indication by LED	Green, Red
User Configuration - USB	Freeware software MASTER control
Protection cover	IP65
Package size	105×95×37 mm
Weight	350g

* measured between terminals 1 (switching) and G (ground) for capacitive coil or 1 and 15 (supply) induction

Connector plugging – standard

Connector plugging standard

Marking	Meaning	Range, Active Level
+	Voltage suply	7 – 36V
G	Earthing power, sensors	0V
1OA-1OH	Switching coils A-H or user output	CDI – Capacitance, resistance 0.1 – 1.5Ω TCI* – Inductive, resistance 0.5 – 5.0Ω (Pull up 1kΩ) TCI* – Injection, resistance 0.5 – 5.0Ω (Pull up 1kΩ)
+PV	Power sensors output	+5V, 100mA
PA, PB	Rotation sensor A,B	±25.5V, minimum 0.1V, sampling 1Msps
AI1–AI4/DI1–DI4	Analog input AI1…4 Digital input DI1…4	AI1,AI2: 0–5V; AI3,AI4: 0–5V/0–10kΩ DI1,DI2: 0–16V; DI3,DI4: 0–16V (Pull up 10kΩ)
DI1, DI2	Digital input 1,2	0 – 1V = L, 3 – 36V = H
DO1, DO2	Digital output 1,2	MOSFET 5A/100V (Pull up 1kΩ)

* TCI outputs it can be used for injection coils – switching, connection scheme is same as TCI

Connector plugging – extended

Connector plugging extended

Marking	Meaning	Range, Active Level
G	Earthing power, sensors	0V
VI	Mechanical vibration frequency inputs	0–20kHz, 0–1V
1OE-1OS	Switching coils E-S or user output	CDI – Capacitance, resistance 0.1 – 1.5Ω TCI* – Inductive, resistance 0.5 – 5.0Ω (Pull up 1kΩ) TCI* – Injection, resistance 0.5 – 5.0Ω (Pull up 1kΩ)

* TCI outputs it can be used for injection coils – switching, connection scheme is same as TCI

Preview of application

Online visualisation

This is an operational display of function and status of ignition unit MASTER. In order to have functional display it is necessary to have USB connection and switch power supply on.

Visualised data

Speed (rpm) and advance of engine [°]
Sensor voltage PA, PB [V]
Power supply [V] and Temperature [°]
Converter CDI – Voltage [V], pulsed current [A] and load [%]
Signals 1OA - 1OH, DI1, DI2, DO1, DO2, AI1, AI2, PA, PB
Engine hours [s]

Maps of advance

Maps provide a fast tool to display and model individual curves in advance [1] – [8] in full angle range ±360°. The given figure influences the moment of output switch from 1OA to 1OH. By using digital (DI1, DI2) or analogue outputs AI1, AI2, PA, PB) it is possible to operationally switch among the maps.

Modelling tools:

Editor maps in advance – quick draw of maps according to specified points
Mouse modelling – direct editing of maps is possible by mouse movement
Map shifting – whole map shifting or selected parts only
Copying – copies of maps one to another of your choice
Table – direct entry of specific points into table
Filter – in-progress filtration, rounding the edges of maps

Oscilloscopic record

Oscilloscopic record is used in order to graphically visualise measured and calculated data. This helps to quickly evaluate the proper and accurate function of ignition unit MASTER. It can thus evaluate the correctness of voltage sensing, counting teeth of mathematic model of the real rotation and angels of closing of output coils.

An example to be given; curve angle of engine displacement must be regularly and horizontally increased from 0 to 360°. If there is any change of steepness in the curve or the angle is shorten, the problem is to be found either in wrong angle set up, number of teeth, the type of synchronisation or unsuitable voltage for sensing.

Visualised data: