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bobnoffs
Joined: 04 Jul 2012
Posts: 132
Location: northern wi.
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 Posted: Wed May 01, 2019 3:55 am Post subject: ovm |
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hi all,
the past 6 months i have spent time looking into ovm's. i have just completed installation and tested one from perihelion. as the ad says ''about the size of a domino''. it actuates a relay on the output of my alternator. instructions and schematics were excellent and eric [owner] was very helpful.
very simple. at 16.2 volts this unit opens the circuit to the relay coil and lights up an led on the panel.
bob noffs
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skywagon185(at)gmail.com
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| Posted: Thu May 02, 2019 10:33 am Post subject: ovm |
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Only an assumption, but, I would think that the ovm trip setting should be lower than 16.2 vdc.
Maybe in the 15 volt range.
It would be great if someone with battery experience details would chime in on how high the charge voltage rate can go before starting to "cook" our aviation type batteries.
On Wed, May 1, 2019 at 5:00 AM bobnoffs <icubob(at)gmail.com (icubob(at)gmail.com)> wrote:
| Quote: | --> AeroElectric-List message posted by: "bobnoffs" <icubob(at)gmail.com (icubob(at)gmail.com)>
hi all,
 the past 6 months i have spent time looking into ovm's. i have just completed installation and tested one from perihelion. as the ad says 'about the size of a domino'. it actuates a relay on the output of my alternator. instructions and schematics were excellent and eric [owner] was very helpful.
 very simple. at 16.2 volts this unit opens the circuit to the relay coil and lights up an led on the panel.
 bob noffs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=489034#489034
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nuckolls.bob(at)aeroelect
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| Posted: Thu May 02, 2019 4:11 pm Post subject: ovm |
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At 01:32 PM 5/2/2019, you wrote:
| Quote: | Only an assumption, but, I would think that the ovm trip setting should be lower than 16.2 vdc.
Maybe in the 15 volt range.
It would be great if someone with battery experience details would chime in on how high the charge voltage rate can go before starting to "cook" our aviation type batteries. |
First of all, OV conditions are first of all rare.
Second, they almost never present a 'creeping rise' in
bus voltage. OV regulation failures tend to be
gross over excitation events that cause an
alternator to deliver a constant current
(slightly higher than its nameplate rating)
with no practical limit to the limit to
the alternator's UNLOADED output.
The key word is UNLOADED . . . there are
ship's accessories on line . . . then there's
a battery that will attempt to absorb what
energy is left over between alternator ratings
and ship's loads.
Hence, the voltage doesn't 'creep', rather
it will rise at some observable rate over
a period of seconds to perhaps a couple of
minutes. OV protection systems are generally
designed to trip for any ov condition that
exceeds 16.0 (32.0) volts for something
on the order of 500 milliseconds (The
DO-160 stand off value for 20.0/40.0v is
1.0 second).
In the exceedingly rare case that your
regulator decides to do the creepy thing,
it will no doubt be so slow that you'll
easily know that something is amiss from
observation of ship's various voltage
displays.
So, Eric's selected calibration point for
ov trip is consistent with legacy
design goals and very conservative in
light of DO-160 qualification protocols
along with alternator/battery performance under
demonstrated ov stress.
Bob . . .
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ceengland7(at)gmail.com
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| Posted: Thu May 02, 2019 4:47 pm Post subject: ovm |
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On 5/2/2019 7:11 PM, Robert L. Nuckolls, III wrote:
| Quote: | At 01:32 PM 5/2/2019, you wrote:
| Quote: | Only an assumption, but, I would think that the ovm trip setting should be lower than 16.2 vdc.
Maybe in the 15 volt range.
It would be great if someone with battery experience details would chime in on how high the charge voltage rate can go before starting to "cook" our aviation type batteries. |
First of all, OV conditions are first of all rare.
Second, they almost never present a 'creeping rise' in
bus voltage. OV regulation failures tend to be
gross over excitation events that cause an
alternator to deliver a constant current
(slightly higher than its nameplate rating)
with no practical limit to the limit to
the alternator's UNLOADED output.
The key word is UNLOADED . . . there are
ship's accessories on line . . . then there's
a battery that will attempt to absorb what
energy is left over between alternator ratings
and ship's loads.
Hence, the voltage doesn't 'creep', rather
it will rise at some observable rate over
a period of seconds to perhaps a couple of
minutes. OV protection systems are generally
designed to trip for any ov condition that
exceeds 16.0 (32.0) volts for something
on the order of 500 milliseconds (The
DO-160 stand off value for 20.0/40.0v is
1.0 second).
In the exceedingly rare case that your
regulator decides to do the creepy thing,
it will no doubt be so slow that you'll
easily know that something is amiss from
observation of ship's various voltage
displays.
So, Eric's selected calibration point for
ov trip is consistent with legacy
design goals and very conservative in
light of DO-160 qualification protocols
along with alternator/battery performance under
demonstrated ov stress.
Bob . . . |
And, if you assume that with a 'modern' panel, the engine monitor will have configurable voltage limits for its alarm circuitry, you can set the hi V alarm point right at the battery's max allowable, get notified if that happening, and avoid nuisance trips by the OVM.
 Virus-free. www.avast.com [url=#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2] [/url]
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skywagon185(at)gmail.com
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| Posted: Fri May 03, 2019 10:33 am Post subject: ovm |
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Very good point... "creep vs. nearly instantly"..!
As you figured out, I was thinking creep and that is not the real world action..
Thanks for the details....
On Thu, May 2, 2019 at 5:16 PM Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:
| Quote: | At 01:32 PM 5/2/2019, you wrote:
| Quote: | Only an assumption, but, I would think that the ovm trip setting should be lower than 16.2 vdc.
Maybe in the 15 volt range.
It would be great if someone with battery experience details would chime in on how high the charge voltage rate can go before starting to "cook" our aviation type batteries. |
 First of all, OV conditions are first of all rare.
 Second, they almost never present a 'creeping rise' in
 bus voltage. OV regulation failures tend to be
 gross over excitation events that cause an
 alternator to deliver a constant current
 (slightly higher than its nameplate rating)
 with no practical limit to the limit to
 the alternator's UNLOADED output.
 The key word is UNLOADED . . . there are
 ship's accessories on line . . . then there's
 a battery that will attempt to absorb what
 energy is left over between alternator ratings
 and ship's loads.
 Hence, the voltage doesn't 'creep', rather
 it will rise at some observable rate over
 a period of seconds to perhaps a couple of
 minutes. OV protection systems are generally
 designed to trip for any ov condition that
 exceeds 16.0 (32.0) volts for something
 on the order of 500 milliseconds (The
 DO-160 stand off value for 20.0/40.0v is
 1.0 second).
 In the exceedingly rare case that your
 regulator decides to do the creepy thing,
 it will no doubt be so slow that you'll
 easily know that something is amiss from
 observation of ship's various voltage
 displays.
 So, Eric's selected calibration point for
 ov trip is consistent with legacy
 design goals and very conservative in
 light of DO-160 qualification protocols
 along with alternator/battery performance under
 demonstrated ov stress.
 Bob . . .
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