Today's Message Index:
----------------------
1. 07:30 AM - Re: Z101 main alt wiring (David Carter)
2. 08:17 AM - Re: Z101 main alt wiring (Charlie England)
3. 09:32 AM - Re[2]: Z101 main alt wiring (Gerry van Dyk)
4. 10:58 AM - How about Z102? (Robert L. Nuckolls, III)
5. 11:07 AM - Re: Z101 main alt wiring (Robert L. Nuckolls, III)
6. 11:41 AM - Re: Z101 main alt wiring (Robert L. Nuckolls, III)
7. 12:49 PM - Re: How about Z102? (Charlie England)
8. 12:58 PM - Re: Z101 main alt wiring (Charlie England)
9. 01:01 PM - Re: Z101 main alt wiring (Charlie England)
10. 01:01 PM - Brownout Booster? (David Carter)
11. 01:19 PM - Re: How about Z102? (Ken Ryan)
12. 01:52 PM - Re: Brownout Booster? (Charlie England)
13. 04:09 PM - Re: How about Z102? (user9253)
Message 1
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| Subject: | Re: Z101 main alt wiring |
Charlie,
Thanks for the response. What type of silicone tubing do you use for this?
Regards,
David
---
David Carter
david@carter.net
On Mon, Jun 8, 2020 at 3:30 PM Charlie England <ceengland7@gmail.com> wrote:
>
>
> On Mon, Jun 8, 2020 at 1:47 PM David Carter <david@carter.net> wrote:
>
>> Bob,
>>
>> Tracing the main alt field circuit from the main bus, I see the following
>> wire sizes:
>> - 16 AWG fusible link
>> - 12 AWG wire to 5A breaker & then to power master switch
>> - 20 AWG wire to regulator
>> - 20 AWG wire to alternator field
>>
>> I don't understand the need for the 12 AWG wire feeding the master, which
>> has only 20 AWG coming out of it to the load.
>>
>> Thanks,
>> David
>>
>>
>> ---
>> David Carter
>> david@carter.net
>>
>
> Reasonable question; might have been driven by 'off-the-shelf' fusible
> link size availability. 22awg (minimum reasonable size to work with) link
> (sleeved with silicone tubing) to 18awg would get the job done. 20awg after
> the breaker because the breaker protects it.
>
> I've tested the silicone tubing trick on 22awg with a direct short on a
> 12v tractor battery. The wire vaporizes, leaving a smoky interior lining on
> the clear silicone tubing, but the tubing contained the 'event'.
> Charlie
>
Message 2
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| Subject: | Re: Z101 main alt wiring |
On 6/10/2020 9:26 AM, David Carter wrote:
> Charlie,
>
> Thanks for the response. What type of silicone tubing do you use for
> this?
>
> Regards,
> David
>
> ---
> David Carter
> david@carter.net <mailto:david@carter.net>
>
>
> On Mon, Jun 8, 2020 at 3:30 PM Charlie England <ceengland7@gmail.com
> <mailto:ceengland7@gmail.com>> wrote:
>
>
> On Mon, Jun 8, 2020 at 1:47 PM David Carter <david@carter.net
> <mailto:david@carter.net>> wrote:
>
> Bob,
>
> Tracing the main alt field circuit from the main bus, I see
> the following wire sizes:
> - 16 AWG fusiblelink
> - 12 AWG wire to 5A breaker & then to power master switch
> - 20 AWG wire to regulator
> - 20 AWG wire to alternator field
>
> I don't understandthe need for the 12 AWG wire feeding the
> master, which has only 20 AWG coming out of it to the load.
>
> Thanks,
> David
>
>
> ---
> David Carter
> david@carter.net <mailto:david@carter.net>
>
>
> Reasonable question; might have been driven by 'off-the-shelf'
> fusible link size availability. 22awg (minimum reasonable size to
> work with) link (sleeved with silicone tubing) to 18awg would get
> the job done. 20awg after the breaker because the breaker protects it.
>
> I've tested the silicone tubing trick on 22awg with a direct short
> on a 12v tractor battery. The wire vaporizes, leaving a smoky
> interior lining on the clear silicone tubing, but the tubing
> contained the 'event'.
> Charlie
>
Hi David,
I don't even remember the source; probably ebay or Amazon. I just bought
clear 'food grade' silicone tubing in an assortment of diameters.
https://www.ebay.com/sch/i.html?_from=R40&_trksid=p2334524.m570.l1313.TR9.TRC1.A0.H0.Xsilicone+tubing+.TRS2&_nkw=silicone+tubing+&_sacat=0&LH_TitleDesc=0&_osacat=0&_odkw=silicone+tubing+assortment
Charlie
--
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Message 3
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| Subject: | Z101 main alt wiring |
I would think model airplane glow engine fuel tubing would work well
too.
Gerry
------ Original Message ------
From: "Charlie England" <ceengland7@gmail.com>
Sent: 2020-06-10 9:14:00 AM
Subject: Re: AeroElectric-List: Z101 main alt wiring
>On 6/10/2020 9:26 AM, David Carter wrote:
>>Charlie,
>>
>>Thanks for the response. What type of silicone tubing do you use for
>>this?
>>
>>Regards,
>>David
>>
>>---
>>David Carter
>>david@carter.net
>>
>>
>>On Mon, Jun 8, 2020 at 3:30 PM Charlie England <ceengland7@gmail.com>
>>wrote:
>>>
>>>
>>>On Mon, Jun 8, 2020 at 1:47 PM David Carter <david@carter.net> wrote:
>>>>Bob,
>>>>
>>>>Tracing the main alt field circuit from the main bus, I see the
>>>>following wire sizes:
>>>>- 16 AWG fusible link
>>>>- 12 AWG wire to 5A breaker & then to power master switch
>>>>- 20 AWG wire to regulator
>>>>- 20 AWG wire to alternator field
>>>>
>>>>I don't understand the need for the 12 AWG wire feeding the master,
>>>>which has only 20 AWG coming out of it to the load.
>>>>
>>>>Thanks,
>>>>David
>>>>
>>>>
>>>>---
>>>>David Carter
>>>>david@carter.net
>>>
>>>Reasonable question; might have been driven by 'off-the-shelf'
>>>fusible link size availability. 22awg (minimum reasonable size to
>>>work with) link (sleeved with silicone tubing) to 18awg would get the
>>>job done. 20awg after the breaker because the breaker protects it.
>>>
>>>I've tested the silicone tubing trick on 22awg with a direct short on
>>>a 12v tractor battery. The wire vaporizes, leaving a smoky interior
>>>lining on the clear silicone tubing, but the tubing contained the
>>>'event'.
>>>Charlie
>Hi David,
>
>I don't even remember the source; probably ebay or Amazon. I just
>bought clear 'food grade' silicone tubing in an assortment of
>diameters.
>https://www.ebay.com/sch/i.html?_from=R40&_trksid=p2334524.m570.l1313.
TR9.TRC1.A0.H0.Xsilicone+tubing+.TRS2&_nkw=silicone+tubing+&_sacat=0&LH
_TitleDesc=0&_osacat=0&_odkw=silicone+tubing+assortment
>
>Charlie
>
><https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_
campaign=sig-email&utm_content=emailclient&utm_term=icon>
>Virus-free. www.avast.com
><https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_
campaign=sig-email&utm_content=emailclient&utm_term=link>
><#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
Message 4
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At 04:58 PM 6/9/2020, you wrote:
>
>Alec, everything you wrote is true. Keep in mind that I was not necessarily
>recommending two batteries. Someone who has an electrically dependent
>engine with only one alternator might want to have two batteries. If the
>alternator failed a long way from an airport, would that person
>prefer to have
>one 2-year-old battery, or . . one 2-year-old battery plus one 4-year-old
>battery? Some pilots do not replace their battery until it will not
>crank the
>engine any more. Many batteries last 5 or more years. The nice thing about
>experimental aircraft is that the builder designs the electrical
>system the way
>that they want to.
Let's harken back a few years . . . about
26 to be more exact when the OBAM aviation
community was in similar discussions
about second batteries. Then the triggering
technology was a constellation of electronic ignition
systems being offered to home built aviation.
I wrote an article for SA that massaged some
ideas for managing a second battery in a ship
fitted with dual electronic ignition systems.
https://tinyurl.com/y8cpo3wo
About 10 years later, this product came into being
offering a means for crew selected, manual or
automatic management of a second battery installed
to support flight critical systems in single
alternator aircraft.
https://tinyurl.com/nxmo3us
The adaptation of an automotive engine to
aircraft is unique and not well supported by
the Z101 Tinker-Toy approach to system architecture.
It would seem that neither the endurance bus
nor engine bus are optional. Further, given
the relatively high energy demands of some
engines (10+ Amps), the term 'endurance' is
no longer applicable. The idea of consuming
all fuel aboard during battery-only ops is
simply unrealistic.
Sadly, it seems necessary to apply the term
'emergency' to an alternator-out situation;
reversion to battery-only ops fosters a sense of
urgency to get the wheels on the ground ASAP!
I've massaged Z101 into a proposed Z102
architecture that offers a means for incorporation
of a second battery with a minimum of $time$
expended on monitoring for continued airworthiness.
I've posted the first iteration for the List
to sift . . .
https://tinyurl.com/ybgta8bb
In this proposal, the aux battery is the same
part number as the main battery. It is fitted
with a robust contactor that permits large
current flows to and from the aux battery for
(1) discharge during cranking assist and (2)
un-restricted charging from the ship's
alternator.
Again, all the buses are multiple feed path;
all buses are hot any time the main bus is hot.
This lends itself to single switch activation
of the DC power system.
Depending on flight conditions the aux bus
may be re-configured for main battery only
ops; the engine bus may be re-configured for
aux battery only ops.
As with Z101, no mis-position (aside from
OFF) puts the airframe at risk.
The aux battery is automatically connected to
the main bus any time the bus voltage exceeds
13.5 volts . . . i.e. the alternator is
running. As the most capable battery on
the airplane, the aux battery is dedicated
to engine operations.
Preflight checks are simple: Select aux bus
alt feed before engine start . . . observe
items on that bus are energized . . . all else
is dark. During engine run-up, select ENGINE
BUS AUX feed . . . note that voltage on the
bus rises by approx 0.7 volts while the aux
feed is selected.
With two identical batteries, the preventative
maintenance protocol reduces to periodic
replacement of aux battery with a new one while
moving the seldom taxed device into the main
battery position.
A more modern incarnation of the battery
management module is in the design phase.
It easily fits inside the backshell of a
15-pin d-sub.
https://tinyurl.com/ycr43882
Bob . . .
Message 5
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| Subject: | Re: Z101 main alt wiring |
>
>Reasonable question; might have been driven by 'off-the-shelf'
>fusible link size availability. 22awg (minimum reasonable size to
>work with) link (sleeved with silicone tubing) to 18awg would get
>the job done. 20awg after the breaker because the breaker protects it.
>
>I've tested the silicone tubing trick on 22awg with a direct short
>on a 12v tractor battery. The wire vaporizes, leaving a smoky
>interior lining on the clear silicone tubing, but the tubing
>contained the 'event'.
>Charlie
Those sizes are still 'in work' . . . 20AWG is the smallest
commericial-off-the-shelf (COTS) fusible link wire I've found . . .
and is just fine when extended with 16AWG wire.
There is no benefit in 'fine tuning' fusible link
sizes. I'm thinking we're going to find that the range
of COTS wires will cover all our needs. I'd guess that
99.9% of all breakers and fuses installed in vehicles go
to the scrap yard never having been called upon to do
their job.
Fusible links are probably an order of magnitude
LESS likely to be 'faulted' into service.
Z101 and 102 suggest some FLW as jumpers between
contactors/relays . . . I've been pondering these
choices and have just about concluded that making
those jumpers short, robust and mechanically
protected is all that's practical and useful.
Bob . . .
Message 6
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| Subject: | Re: Z101 main alt wiring |
>Hi David,
>
>I don't even remember the source; probably ebay or Amazon. I just
>bought clear 'food grade' silicone tubing in an assortment of diameters.
><https://www.ebay.com/sch/i.html?_from=R40&_trksid=p2334524.m570.l1313.TR9.TRC1.A0.H0.Xsilicone+tubing+.TRS2&_nkw=silicone+tubing+&_sacat=0&LH_TitleDesc=0&_osacat=0&_odkw=silicone+tubing+assortment>https://www.ebay.com/sch/i.html?_from=R40&_trksid=p2334524.m570.l1313.TR9.TRC1.A0.H0.Xsilicone+tubing+.TRS2&_nkw=silicone+tubing+&_sacat=0&LH_TitleDesc=0&_osacat=0&_odkw=silicone+tubing+assortment
>
>Charlie
B&C sells fusible link kits that include
a silicone over fiberglas sleeving to
coral the destruction products of what
ever wire you want to run inside.
https://tinyurl.com/ya2nzddh
You can acquire silicon/fiberglas sleeving
in various sizes/lengths here
https://tinyurl.com/ybwnk7md
Bob . . .
Message 7
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| Subject: | Re: How about Z102? |
On Wed, Jun 10, 2020 at 1:06 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 04:58 PM 6/9/2020, you wrote:
>
>
> Alec, everything you wrote is true. Keep in mind that I was not
> necessarily
> recommending two batteries. Someone who has an electrically dependent
> engine with only one alternator might want to have two batteries. If the
> alternator failed a long way from an airport, would that person prefer to
> have
> one 2-year-old battery, or . . one 2-year-old battery plus one 4-year-old
> battery? Some pilots do not replace their battery until it will not crank
> the
> engine any more. Many batteries last 5 or more years. The nice thing
> about
> experimental aircraft is that the builder designs the electrical system
> the way
> that they want to.
>
>
> Let's harken back a few years . . . about
> 26 to be more exact when the OBAM aviation
> community was in similar discussions
> about second batteries. Then the triggering
> technology was a constellation of electronic ignition
> systems being offered to home built aviation.
>
> I wrote an article for SA that massaged some
> ideas for managing a second battery in a ship
> fitted with dual electronic ignition systems.
>
>
> * https://tinyurl.com/y8cpo3wo <https://tinyurl.com/y8cpo3wo> * About
> 10 years later, this product came into being
> offering a means for crew selected, manual or
> automatic management of a second battery installed
> to support flight critical systems in single
> alternator aircraft.
>
> https://tinyurl.com/nxmo3us
>
> The adaptation of an automotive engine to
> aircraft is unique and not well supported by
> the Z101 Tinker-Toy approach to system architecture.
>
> It would seem that neither the endurance bus
> nor engine bus are optional. Further, given
> the relatively high energy demands of some
> engines (10+ Amps), the term 'endurance' is
> no longer applicable. The idea of consuming
> all fuel aboard during battery-only ops is
> simply unrealistic.
>
> Sadly, it seems necessary to apply the term
> 'emergency' to an alternator-out situation;
> reversion to battery-only ops fosters a sense of
> urgency to get the wheels on the ground ASAP!
>
> I've massaged Z101 into a proposed Z102
> architecture that offers a means for incorporation
> of a second battery with a minimum of $time$
> expended on monitoring for continued airworthiness.
> I've posted the first iteration for the List
> to sift . . .
>
> https://tinyurl.com/ybgta8bb
>
> In this proposal, the aux battery is the same
> part number as the main battery. It is fitted
> with a robust contactor that permits large
> current flows to and from the aux battery for
> (1) discharge during cranking assist and (2)
> un-restricted charging from the ship's
> alternator.
>
> Again, all the buses are multiple feed path;
> all buses are hot any time the main bus is hot.
> This lends itself to single switch activation
> of the DC power system.
>
> Depending on flight conditions the aux bus
> may be re-configured for main battery only
> ops; the engine bus may be re-configured for
> aux battery only ops.
>
> As with Z101, no mis-position (aside from
> OFF) puts the airframe at risk.
>
> The aux battery is automatically connected to
> the main bus any time the bus voltage exceeds
> 13.5 volts . . . i.e. the alternator is
> running. As the most capable battery on
> the airplane, the aux battery is dedicated
> to engine operations.
>
> Preflight checks are simple: Select aux bus
> alt feed before engine start . . . observe
> items on that bus are energized . . . all else
> is dark. During engine run-up, select ENGINE
> BUS AUX feed . . . note that voltage on the
> bus rises by approx 0.7 volts while the aux
> feed is selected.
>
> With two identical batteries, the preventative
> maintenance protocol reduces to periodic
> replacement of aux battery with a new one while
> moving the seldom taxed device into the main
> battery position.
>
> A more modern incarnation of the battery
> management module is in the design phase.
> It easily fits inside the backshell of a
> 15-pin d-sub.
>
> https://tinyurl.com/ycr43882
>
>
> Bob . . .
>
The irony here is that with automotive conversions it's typically much
easier to add a 2nd full size alternator (at less weight penalty than a
2nd equal sized SLA battery), and less money, if you're planning on buying
Odyssey branded bats. Very few of us are willing to add air conditioners in
light a/c, so there's the hole (and pulley) for a 2nd alt.
Charlie
Message 8
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| Subject: | Re: Z101 main alt wiring |
On Wed, Jun 10, 2020 at 1:12 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
>
> Reasonable question; might have been driven by 'off-the-shelf' fusible
> link size availability. 22awg (minimum reasonable size to work with) link
> (sleeved with silicone tubing) to 18awg would get the job done. 20awg after
> the breaker because the breaker protects it.
>
> I've tested the silicone tubing trick on 22awg with a direct short on a
> 12v tractor battery. The wire vaporizes, leaving a smoky interior lining on
> the clear silicone tubing, but the tubing contained the 'event'.
> Charlie
>
>
> Those sizes are still 'in work' . . . 20AWG is the smallest
> commericial-off-the-shelf (COTS) fusible link wire I've found . . .
> and is just fine when extended with 16AWG wire.
>
> There is no benefit in 'fine tuning' fusible link
> sizes. I'm thinking we're going to find that the range
> of COTS wires will cover all our needs. I'd guess that
> 99.9% of all breakers and fuses installed in vehicles go
> to the scrap yard never having been called upon to do
> their job.
>
> Fusible links are probably an order of magnitude
> LESS likely to be 'faulted' into service.
>
> Z101 and 102 suggest some FLW as jumpers between
> contactors/relays . . . I've been pondering these
> choices and have just about concluded that making
> those jumpers short, robust and mechanically
> protected is all that's practical and useful.
>
>
> Bob . . .
>
That was my conclusion, as well. I rolled my own for alternator 'field'
feeders because it was easier to use on-hand wire & tubing than search for
small fuselink wire.
I currently have each injector and each ignition coil on a separate fuse;
I'm contemplating replacing that arrangement with fusible links from the
bus feeder. The only thing that gives me pause there is that if a device
shorts and current is low enough that the link *doesn't* open, I'm stuck
with the current drain until I'm back on the ground.
I used #12 fuselink wire as interconnects for my 55A IR alternator relay
feeders (posted a pic a few weeks ago).
Charlie
Message 9
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| Subject: | Re: Z101 main alt wiring |
On Wed, Jun 10, 2020 at 2:10 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> Hi David,
>
> I don't even remember the source; probably ebay or Amazon. I just bought
> clear 'food grade' silicone tubing in an assortment of diameters.
>
> https://www.ebay.com/sch/i.html?_from=R40&_trksid=p2334524.m570.l1313.TR9.TRC1.A0.H0.Xsilicone+tubing+.TRS2&_nkw=silicone+tubing+&_sacat=0&LH_TitleDesc=0&_osacat=0&_odkw=silicone+tubing+assortment
>
> Charlie
>
>
> B&C sells fusible link kits that include
> a silicone over fiberglas sleeving to
> coral the destruction products of what
> ever wire you want to run inside.
>
> https://tinyurl.com/ya2nzddh
>
> You can acquire silicon/fiberglas sleeving
> in various sizes/lengths here
>
> https://tinyurl.com/ybwnk7md
>
>
> Bob . . .
>
I wish I'd been able to find that when I fab'd mine, but it's been a while.
Pretty sure it wasn't available back then. Pure silicone is 'good enough',
but the Fglas stuff there is no more expensive, so I'll go there for future
work. Thanks for the link!
Charlie
Message 10
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| Subject: | Brownout Booster? |
Found this device on eBay, and wondering if it is suitable for use on the
brownout bus on Z101?
https://www.ebay.com/itm/WaterProof-DC-DC-12V-to-14V-10A-140W-STEP-UP-Power-Converter-Regulator-DC/391330544024?hash=item5b1d1e3998:g:0ssAAOSw7FRWVx3p
There are very similar looking 12v-to-12v versions, but they are twice the
price. Not sure why.
---
David Carter
david@carter.net
Message 11
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| Subject: | Re: How about Z102? |
Regarding proposed Z102 thanks for taking time to developing an
architecture specific to auto conversion engines. One comment I have after
reviewing is that from what I have seen, many (probably most?) auto
conversions seem to use denso alternators with internal regulators. I think
it may be relatively uncommon that these alternators are modified so that
their regulators are moved to the external, or replaced with more
conventional aircraft alternators. I therefore wonder if the architecture
might be more useful if it also accounted for this idiosyncrasy of using a
single internally regulated alternator?
Ken
On Wed, Jun 10, 2020 at 10:06 AM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 04:58 PM 6/9/2020, you wrote:
>
>
> Alec, everything you wrote is true. Keep in mind that I was not
> necessarily
> recommending two batteries. Someone who has an electrically dependent
> engine with only one alternator might want to have two batteries. If the
> alternator failed a long way from an airport, would that person prefer to
> have
> one 2-year-old battery, or . . one 2-year-old battery plus one 4-year-old
> battery? Some pilots do not replace their battery until it will not crank
> the
> engine any more. Many batteries last 5 or more years. The nice thing
> about
> experimental aircraft is that the builder designs the electrical system
> the way
> that they want to.
>
>
> Let's harken back a few years . . . about
> 26 to be more exact when the OBAM aviation
> community was in similar discussions
> about second batteries. Then the triggering
> technology was a constellation of electronic ignition
> systems being offered to home built aviation.
>
> I wrote an article for SA that massaged some
> ideas for managing a second battery in a ship
> fitted with dual electronic ignition systems.
>
>
> * https://tinyurl.com/y8cpo3wo <https://tinyurl.com/y8cpo3wo> * About
> 10 years later, this product came into being
> offering a means for crew selected, manual or
> automatic management of a second battery installed
> to support flight critical systems in single
> alternator aircraft.
>
> https://tinyurl.com/nxmo3us
>
> The adaptation of an automotive engine to
> aircraft is unique and not well supported by
> the Z101 Tinker-Toy approach to system architecture.
>
> It would seem that neither the endurance bus
> nor engine bus are optional. Further, given
> the relatively high energy demands of some
> engines (10+ Amps), the term 'endurance' is
> no longer applicable. The idea of consuming
> all fuel aboard during battery-only ops is
> simply unrealistic.
>
> Sadly, it seems necessary to apply the term
> 'emergency' to an alternator-out situation;
> reversion to battery-only ops fosters a sense of
> urgency to get the wheels on the ground ASAP!
>
> I've massaged Z101 into a proposed Z102
> architecture that offers a means for incorporation
> of a second battery with a minimum of $time$
> expended on monitoring for continued airworthiness.
> I've posted the first iteration for the List
> to sift . . .
>
> https://tinyurl.com/ybgta8bb
>
> In this proposal, the aux battery is the same
> part number as the main battery. It is fitted
> with a robust contactor that permits large
> current flows to and from the aux battery for
> (1) discharge during cranking assist and (2)
> un-restricted charging from the ship's
> alternator.
>
> Again, all the buses are multiple feed path;
> all buses are hot any time the main bus is hot.
> This lends itself to single switch activation
> of the DC power system.
>
> Depending on flight conditions the aux bus
> may be re-configured for main battery only
> ops; the engine bus may be re-configured for
> aux battery only ops.
>
> As with Z101, no mis-position (aside from
> OFF) puts the airframe at risk.
>
> The aux battery is automatically connected to
> the main bus any time the bus voltage exceeds
> 13.5 volts . . . i.e. the alternator is
> running. As the most capable battery on
> the airplane, the aux battery is dedicated
> to engine operations.
>
> Preflight checks are simple: Select aux bus
> alt feed before engine start . . . observe
> items on that bus are energized . . . all else
> is dark. During engine run-up, select ENGINE
> BUS AUX feed . . . note that voltage on the
> bus rises by approx 0.7 volts while the aux
> feed is selected.
>
> With two identical batteries, the preventative
> maintenance protocol reduces to periodic
> replacement of aux battery with a new one while
> moving the seldom taxed device into the main
> battery position.
>
> A more modern incarnation of the battery
> management module is in the design phase.
> It easily fits inside the backshell of a
> 15-pin d-sub.
>
> https://tinyurl.com/ycr43882
>
>
> Bob . . .
>
Message 12
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| Subject: | Re: Brownout Booster? |
On 6/10/2020 2:56 PM, David Carter wrote:
> Found this device on eBay, and wondering if it is suitablefor use on
> the brownout bus on Z101?
>
> https://www.ebay.com/itm/WaterProof-DC-DC-12V-to-14V-10A-140W-STEP-UP-Power-Converter-Regulator-DC/391330544024?hash=item5b1d1e3998:g:0ssAAOSw7FRWVx3p
>
>
> There are very similar looking 12v-to-12v versions, but they are twice
> the price. Not sure why.
>
>
> ---
> David Carter
> david@carter.net <mailto:david@carter.net>
Might work, but note that minimum input voltage is 10V (not uncommon for
starting voltage to sag lower than that), and 'soft start' is a half
second; might be too slow to prevent the brownout issue.
Charlie
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| Subject: | Re: How about Z102? |
Bob, if two batteries are connected in parallel and one of the batteries
develops a shorted cell, will the good battery discharge into the bad battery?
If yes, would the rate of discharge be significant enough to quickly reduce
the good battery voltage to that of the bad battery?
Thanks
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=496759#496759
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