If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#11
|
|||
|
|||
Multiple Battery Setup
You don't need to use an ideal diode part like LTC4358.
You can use a reverse-connected MOSFET as an ideal diode for battery paralleling and/or reverse-polarity protection. Here's an explanation: http://www.geofex.com/article_folder.../mosswitch.htm In my never-ending quest to make glider-pilot-proof equipment, I'm using FDC610PZ in a new project. I've recently noticed this part featured in some LTC appnotes so apparently others think this a suitable part for this application. Choosing MOSFETs, watch the body diode max current on inrush current (not specified for all MOSFETs). Remember to keep the smoke inside the chips, Best Regards, Dave "YO electric" |
#12
|
|||
|
|||
Multiple Battery Setup
PS: This configuration is not an ideal diode;
does not prevent crossfeed as an ideal would... |
#13
|
|||
|
|||
Multiple Battery Setup
On Feb 6, 8:38*am, Dave Nadler wrote:
PS: This configuration is not an ideal diode; does not prevent crossfeed as an ideal would... Question, if you want to keep it pretty simple and just have two batteries, for example a big 12 volt 15AH like a 12150 and a smaller back-up like a 4AH Li-Ion. Then this is wired to an A B switch and you only use the Li-Ion for emergencies. OK, finally the question. When you switch from A to B doesn't the computer restart? I have heard of a capacitor you can connect somehow to provide enough voltage to keep everything from dropping off like, but now we aren't keeping it simple anymore. Cheers, Brian |
#14
|
|||
|
|||
Multiple Battery Setup
On Monday, February 6, 2012 1:25:06 PM UTC-5, brianDG303 wrote:
When you switch from A to B doesn't the computer restart? If you have an ILEC SN10 this is not a problem (if the power cycles off and on, no information is lost). I have heard of a capacitor you can connect somehow to provide enough voltage to keep everything from dropping off like, but now we aren't keeping it simple anymore. And you will get big inrush current when you connect the battery to charge the capacitor, and maybe you will blow fuses and/or damage our switch... Hope that helps, Best Regards, Dave "YO electric" |
#15
|
|||
|
|||
Multiple Battery Setup
I vote for simplicity - a fuse at each battery, a panel switch for
each battery, a fuse for each instrument, a switch for each instrument, and a voltmeter (discrete or in an instrument). If its a long flight for a badge or record, use a separate flight data logger powered from an independent battery, and turn off instruments you don't need. No circuit breakers, no diodes, no FETs - save that energy for the avionics. Fly with one battery until its voltage goes below 11.0, then switch to the other battery. Switch the battery you fly with first the beginning of next flight. You'll then know the performance ability of each battery during the season, because you'll know how long it supplied your exact flight needs, at what temperature, at most one flight ago. And of course, charge the overnight batteries after the flight. Automation is fine, but battery management is so simple why waste electrical energy? I bet there isn't a glider pilot out there who doesn't look at his battery voltage at least several times during each flight, and who doesn't understand switches... -John |
#16
|
|||
|
|||
Multiple Battery Setup
On Feb 6, 11:10*am, jcarlyle wrote:
I vote for simplicity - a fuse at each battery, a panel switch for each battery, a fuse for each instrument, a switch for each instrument, and a voltmeter (discrete or in an instrument). If its a long flight for a badge or record, use a separate flight data logger powered from an independent battery, and turn off instruments you don't need. No circuit breakers, no diodes, no FETs - save that energy for the avionics. Fly with one battery until its voltage goes below 11.0, then switch to the other battery. Switch the battery you fly with first the beginning of next flight. You'll then know the performance ability of each battery during the season, because you'll know how long it supplied your exact flight needs, at what temperature, at most one flight ago. And of course, charge the overnight batteries after the flight. Automation is fine, but battery management is so simple why waste electrical energy? I bet there isn't a glider pilot out there who doesn't look at his battery voltage at least several times during each flight, and who doesn't understand switches... -John I agree John. One switch for each battery. During switch over to the stronger battery, both switches are "on" for a brief moment. No loss of power to the flight recorder and no loss of capacity. Cheers, Craig |
#17
|
|||
|
|||
Multiple Battery Setup
On Feb 6, 1:10*pm, jcarlyle wrote:
I vote for simplicity - a fuse at each battery, a panel switch for each battery, a fuse for each instrument, a switch for each instrument, and a voltmeter (discrete or in an instrument). If its a long flight for a badge or record, use a separate flight data logger powered from an independent battery, and turn off instruments you don't need. No circuit breakers, no diodes, no FETs - save that energy for the avionics. Fly with one battery until its voltage goes below 11.0, then switch to the other battery. Switch the battery you fly with first the beginning of next flight. You'll then know the performance ability of each battery during the season, because you'll know how long it supplied your exact flight needs, at what temperature, at most one flight ago. And of course, charge the overnight batteries after the flight. Automation is fine, but battery management is so simple why waste electrical energy? I bet there isn't a glider pilot out there who doesn't look at his battery voltage at least several times during each flight, and who doesn't understand switches... -John John Carlyle is right and it pains me to say this but the whole parallel battery business is nonsense. In the first place, select batteries that last by themselves over a long day of flying. Have two of those installed and follow John C's advice above. Except, you don't have to switch since you don't run your primary battery down. In fact, I only charge my battery #1 before each flight and top off the reserve every couple of weeks (all NiMH batteries). I carry a third large battery that only drives my transponder. |
#18
|
|||
|
|||
Multiple Battery Setup
On Feb 6, 12:10*pm, jcarlyle wrote:
I bet there isn't a glider pilot out there who doesn't look at his battery voltage at least several times during each flight, and who doesn't understand switches... I'll take your bet on understanding switches. How many glider pilots do you think understand the difference between the AC and DC rating of a switch and select one with an approprate DC rating? How many know why the ratings are very different? How many glider pilots know the inrush current of their installed avionics? How many know if the the load has a significant inductive component? It's only a switch after all. Andy |
#19
|
|||
|
|||
Multiple Battery Setup
Andy wrote: On Feb 6, 12:10 pm, jcarlyle wrote: I bet there isn't a glider pilot out there who doesn't look at his battery voltage at least several times during each flight, and who doesn't understand switches... I'll take your bet on understanding switches. How many glider pilots do you think understand the difference between the AC and DC rating of a switch and select one with an approprate DC rating? How many know why the ratings are very different? How many glider pilots know the inrush current of their installed avionics? How many know if the the load has a significant inductive component? It's only a switch after all. Andy Andy, Mea culpa - in my attempt to tread a fine line between brevity and excruciating detail I omitted the phrase "how to use" between the words "understand" and "switches" in the last sentence of my post. I also omitted giving precise instructions on how to switch over from the supplying battery to the unused battery, and I didn't explain the need to size the batteries to avionics current draw, expected temperatures, battery age, etc. Others kindly added some of the information I omitted regarding the last two points, thus furthering the conversation. It would have been nice if you'd done the same, rather than attempt to pick a fight. But, I guess you're not one of those people who share. I'm not going to provide answers the questions you raised, even though I could. I'll just say that for those who are interested in this topic, if you don't understand the questions Andy raised, then don't attempt to select components and wire your glider yourself. Rather, use this thread as a rough guide, get professional advice (Radio Shack doesn't count, spend a few bucks at an avionics firm), and avoid the horror of fire in the air. -John |
#20
|
|||
|
|||
Multiple Battery Setup
On Feb 6, 8:23*am, Dave Nadler wrote:
You don't need to use an ideal diode part like LTC4358. You can use a reverse-connected MOSFET as an ideal diode for battery paralleling and/or reverse-polarity protection. Here's an explanation:http://www.geofex.com/article_folder.../mosswitch.htm I get the "reverse polarity" part. But how is it supposed to help with connecting batteries in parallel? The weaker battery will still pull the strong one down - at least SPICE says so. On an unrelated note, I enjoyed your presentation in Reno. Bart |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Multiple Battery Setup | JohnDeRosa | Soaring | 0 | February 7th 12 04:01 AM |
tailwheel setup question | Dick[_1_] | Home Built | 2 | May 20th 08 11:20 AM |
Vario setup | brianDG303 | Soaring | 1 | April 3rd 08 05:20 PM |
FS 2004 setup | Dave Hetteen | Simulators | 4 | June 25th 04 10:40 PM |
WX Works setup | Paul Tomblin | Piloting | 16 | December 8th 03 04:23 AM |