The EB29D electro has the batteries in the wings
http://www.binder-flugmotorenbau.de/eb2900.html?&L=1.
I worry about the number of connections there.
Anyone care to try to count the number of cells?
Taurus electro has them in the fuselage.
There are actually some industry standard battery
form factors e.g. the 18650 and 26650 and 32650
in Li-ion cylindrical cells so if your glider
uses a battery that has one of these you'll
likely be able to substitute better cells as the
tech becomes available so whether they are in the
fuselage or wings won't matter.
In the wings they don't add to non lifting parts
mass and in fact relieve the bending moment. In
the fuselage they do, so you need a stronger and heavier spar.
Mike
At 03:15 PM 9/22/2016, you wrote:
All competing electrically powered gliders
carry the batteries in the wings.
Well I can think of one only which has the batteries in the wings. The
others appear to have them in the fuselage and have done for almost a
decade before the ASG 32 El.
Well, Chris - in that case let me quickly refresh your memory!
The two that immediately spring to mind are the
electric Arcus and the Antares.
There were at least two more at the latest AERO
trade fair but I canât think of
their names right now.
Kind regards
Bernard
On 22 Sep 2016, at 1:39 PM, DMcD
<<mailto:slutsw...@gmail.com>slutsw...@gmail.com> wrote:
All competing electrically powered gliders
carry the batteries in the wings.
Well I can think of one only which has the batteries in the wings. The
others appear to have them in the fuselage and have done for almost a
decade before the ASG 32 El.
Having experience of exploding batteries, I always assumed that this
was so the burning battery pack could melt its way through the
fuselage floor as a safety measure. The pilot may not be so lucky with
the ECU if that gets torched.
it also requires wing modifications if ever a new battery generation
comes along.
Exactly. And while 2 strokes have a lifespan of perhaps 40 - 100 years
(between the Rotax 505 and the Silk version of the Solo) electric
motors and batteries have a technology turnover of what? 4-10 years?
We currently use Swiss/German electric motors in a part which was
designed 20 years ago. During the last 10-12 years we have used the 3
phase induction version, an in-runner. While the motor is moderately
reliable, the control circuits are not and the manufacturer has
changed these at least once every 2 years with each being a different
form factor and requiring a different housing. It may be that the
Swiss know bugger all about electronics
I am certainly beginning to
think so.
The alternative would be to buy a simple old-fashioned Mabuchi motor
similar to those used in almost all battery drills such as Makita. In
quantity, probably under $2. That compares well with the $450 for the
Swiss version.
Sailplane manufacturers are in a similar position to us. They don't
have the volume to be able to control the manufacturing of
non-airframe parts. The question is whether they have the will to
continue to offer upgrades to legacy gliders and what it will cost. In
many cases, when you add the R&D and certification and EASA, you'll be
looking at well north of 300% above market price.
History suggests that some manufacturers do not if the will to keep
supporting old technology if the Ventus story is correct.
D
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