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Anything 'unique' about incorporating EarthX?

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nuckolls.bob(at)aeroelect
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Posted: Tue Aug 18, 2015 7:43 am Post subject: Anything 'unique' about incorporating EarthX?

 	  Quote: 	
		  When using a LR3C-14 regulator and SB1B-14 regulator in a Z-12 with an  EarthX battery, what is the closest we can have the two regulators set at without the two fighting for the load?

  

 EarthX would like their battery charged between 13.8 and 14.6.  I was thinking that the customer could set the LR3C at 14.6 and the SB1B at 13.8.  Would this work? 	


   Not necessary. A STANDBY system is not intended to charge

   batteries . . . only support the bus such that what ever

   energy is in the battery is not taxed. The open circuit

   terminal voltage for an EarthX is 13.3v give or take.



   So set the SB1 for 13.5, the LR3 for 14.5 and all will

   be right with the universe.



 

 

   Bob . . .    [quote][b]

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blues750

Joined: 06 Jun 2015
Posts: 56

Posted: Wed Aug 19, 2015 9:14 am Post subject: Re: Anything 'unique' about incorporating EarthX?

Earthx related, I'm not sure how "unique" this may be but...I'm hoping others will help clarify things for me.



I also decided to go with Earthx batteries on my project, but am wrestling with a dilemma (or not) with regard to an overvoltage scenario from the PM 3 phase alternator and R/R electrical system. The Earthx battery has an onboard battery management system (BMS) to protect and balance the battery cells.  When the BMS senses an overvoltage charging condition across multiple cells it will shut down the charge input AND cease output to any load on the battery until the situation is resolved.  In talking with the tech engineer at Earthx, how fast this will happen depends on a few variables such at charge state of the individual cells, source voltage input, ambient temp, etc. but anything greater than about 15.3 volts has potential to trigger action by the BMS.  So, here is my perceived dilemma with things.  With a B&C overvoltage protection module (nominal trip voltage of 16.2 volts), I could have voltage to the battery greater than the BMS  triiger voltage and have loss of battery power supply at the same time I have no alternator electrical source! 

  [did I mention I'm running an ECU, fuel injected engine?]  If this is truly the case, what are my options? I suspect one could just keep tabs on the alternator voltage output via a warning light and preempt the B&C or the BMS in the event of an overvoltage situation. But that doesn't sound ideal.  Customize the B&C by adjusting the setpoint lower - e.g. 15 volts (concern about nuisance trips?) Or. one could go with different batteries and give up the lightweight advantage.  I don't know if I truly do have a potential bad design or not?  Anyone care to offer some insight?



Thanks so very much



Dave

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ed.meyer(at)outlook.com
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Posted: Mon Aug 24, 2015 10:02 am Post subject: Anything 'unique' about incorporating EarthX?

 [quote] "With a B&C overvoltage protection module (nominal trip voltage of 16.2 volts), I could have voltage to the battery greater than the BMS triiger voltage and have loss of battery power supply at the same time I have no alternator electrical source!"    I just talked with Kathy at EarthX and mentioned this concern with the OV protection. I am very near making the decision on batteries to use on my     project also using the B and C regulator so was very interested in this. She strongly recommended to use one of the new aircraft specific battery designs,     ETX680, ETX900, or ETX1200, and that these batteries have the OV protection set at over 19V in order to address this very issue. She said new batteries     also have greater redundancy and battery fault warning than their other batteries.    Ed

 [b]

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