Today's Message Index:
----------------------
1. 05:31 AM - Re: New role for the E-Bus? (wsimpso1)
2. 05:32 AM - Re: New role for the E-Bus? (wsimpso1)
3. 08:13 AM - Re: New role for the E-Bus? (Dan Fritz)
4. 08:18 AM - Re: Dan's architecture question (Dan Fritz)
5. 09:14 AM - Re: Z11 "Generic Electrical system" with Dual Electron (johnbright)
Message 1
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| Subject: | Re: New role for the E-Bus? |
nuckolls.bob(at)aeroelect wrote:
>
>
> If the List is willing, I'd like to continue
> to refine this configuration with an eye
> to retiring Z12 and probably Z14 as well.
>
> Bob . . .
Bob,
I would rather you not "retire" Z14. I like it and am planning on using it in my
bird - wiring has commenced. My bird is single engine with EFII, glass panel,
IFR, night, whole continent capability. Two batteries, two masters, cross-feed,
and very low probability of finding myself dark. I am rather attached to that
scheme.
Even if it progresses no more because you have a single battery scheme that looks
more reliable, I would like to see it remain on-line, perhaps with the caution
that another scheme now scores better on FMEA.
Bill Simpson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=495601#495601
Message 2
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| Subject: | Re: New role for the E-Bus? |
nuckolls.bob(at)aeroelect wrote:
>
>
> If the List is willing, I'd like to continue
> to refine this configuration with an eye
> to retiring Z12 and probably Z14 as well.
>
> Bob . . .
Bob,
I would rather you not "retire" Z14. I like it and am planning on using it in my
bird - wiring has commenced. My bird is single engine with EFII, glass panel,
IFR, night, whole continent capability. Two batteries, two masters, cross-feed,
and very low probability of finding myself dark. I am rather attached to that
scheme.
Even if it progresses no more because you have a single battery scheme that looks
more reliable, I would like to see it remain on-line, perhaps with the caution
that another scheme now scores better on FMEA.
Bill Simpson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=495600#495600
Message 3
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| Subject: | Re: New role for the E-Bus? |
Bob,
I've resumed my build after a 10-year layoff and had installed the 13/8 architecture.
Turns our the engine I bought to hand on the firewall already had a B&C
20 Amp alternator hanging on the accessory case. So I've opted to leave it
there but keep the 13/8 architecture. I like the Z99 architecture because I can
adopt it with very little change to what I've already installed.
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=495603#495603
Message 4
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| Subject: | Re: Dan's architecture question |
My build is a Velocity which planned for night and IFR flights. Load analysis
shows Z13/8 would work fine, just happened to have a 20 Amp alternator already
hanging on the engine...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=495604#495604
Message 5
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| Subject: | Re: Z11 "Generic Electrical system" with Dual Electron |
ceengland7(at)gmail.com wrote:
> ...I've already set up an ATC fuse block with individual fuses for each injector
and ignition coil, but I'm tempted to replace those fuses with fusible
links. I might be wrong, but it's easy to see the links as even more
reliable than ATC fuses, especially on that type of appliance that has a repetitive
very sharp current spike, rather than a relatively continuous load.
>
> Charlie
It seems to me that fuses are OK. My thoughts:
========================
Injectors:
For example, a popular OBAM EFI/I system uses 14.5 ohm "saturation" (as opposed
to peak-hold which are to my knowledge used in single-point systems) injectors.
Steady-state current is 1 amp per injector at 14.5 V. The system manufacturer
recommends 5 A fuses, one per injector.
Repetitive: Yes, once per crank revolution I guess.
Current spike above continuous on level: No.
Current rise very sharp: Not compared to a resistive load. Inductor back EMF causes
current to rise more slowly than a that of a resistive load.
Google found a typical plot at picoauto.com, attached, of saturation injector voltage
and current. The plot even seems to be for 14.5 ohm injectors given the
voltage and current levels shown. Note it takes a little over 2 mS for the current
to reach saturation level. BTW the dip in current rise at 1.3 mS is when
the solenoid valve armature moves creating back EMF in addition to what comes
from the increasing magnetic field of the stator. Another BTW, the voltage plot
shows the flyback voltage created when the inductor is de-energized; this is
diode clamped, at 82 V in this case, to prevent damaging the drive transistor;
the higher the flyback is allowed to go, the faster the injector will close.
========================================
Coilpacks:
picoauto.com also has voltage and current waveforms, attached, for a typical distributorless
dual driver wasted spark coilpack. Such a coilpack would be used
on a four cylinder Lycoming.
This plot shows the same phenomenon of current rise slower than that of a resistive
load.
A Lycoming four cylinder at 2,700 RPM has 11 mS between ignition events so if this
example coilpack represents the ones used on Lycomings, there would be no
overlap of currents requested of the two coils. The same popular OBAM EFI/I system
supplier says each of their coilpacks draw "just over 1 amp in cruise at
2,400 rpm". and they recommend a 10 A fuse for each coilpack.
=======================================
--------
John Bright, RV-6A, at FWF, O-360
Single batt dual alt SDS EM-5-F.
john_s_bright@yahoo.com, Newport News, Va
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http://forums.matronics.com/viewtopic.php?p=495605#495605
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