The current top in electric aircraft (tourism, business and other)

Cars, buses, bicycles, electric airplanes: all electric transportation that exist. Conversion, engines and electric drives for transport ...
niko13
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The current top in electric aircraft (tourism, business and other)




by niko13 » 14/03/10, 13:10

Hello everyone!
I'm almost all projects (ongoing and Successful) electric aircraft and I think the achievements of Jean Luc S. are the very best (and by that I mean more efficient in terms of distance / flight time)
The cricket, 1er Twin electric car: http://forum.pegase.tv/viewsujet.php?t= ... c&start=05
The Firefly Colomban, should fly this summer: http://forum.pegase.tv/viewsujet.php?t= ... &start=360
The "secret" to the hour when the Kwh is still heavy is to start from the most efficient airframe to fly at low power.
After firefly, it is expected that the electric chain of the aircraft to be used on another project which I participate, the cell is ready, but at this time I prefer not to talk about it
The 2 hours of electric flight on a charge are within range, and the devices are ready to accommodate the generations (Li-AIR? 2013?) Of battery with an energy density of 500wh / kg, 3 times the current figures, which will allow this time to consider efficient flight and no longer just "optimized"
all comments and suggestions are really welcome on the forum pegase, more than money yet, is the enthusiasm and support that designers and builders need to carry out these projects
The main issues for which all ideas are welcome: the mass reduction of drag, battery prospecting, brushless technology (motors and controllers especially reliable these powers are legion)
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bernardd
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by bernardd » 14/03/10, 13:41

Interesting, congratulations!

On another thread I forgot he was quoted the idea of ​​integrating building in the materials used to make the chassis of a car: if the mass of a great capacity is greater than battery same energy, the use of mechanical material of its capacity would gain much ground.

Indeed, the basic building structure, are 2 conductive sheets with insulation between the 2: honeycomb, somehow.

Then the best performance capacity would recover more energy from solar panels for integrated on the surface of the plane ...

Anyway, just a track ... :-)
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by niko13 » 14/03/10, 14:02

please :)
these are exactly the kind of suggestions that I expected, the best ideas come from the "stir" : Cheesy:
concerning the condo, concretely the fuselage can be considered as a carbon sandwich (with insulating material between); this is one of the construction methods envisaged for the "after-after" firefly which will be a resumption of the following project (fiberglass composite, the plane I have which will be electrified), but by optimizing the masses (70kg against 110kg the plane in fiberglass laminate)
consider the vacuum, 1 cm (0 -2 ^ m) between the 2 carbon skins, fuselage making about 8 m²
ε = 8.854 ^ -12 AsV-1.m-1
C = ε .S / d = 6.4 ^ -11 F (as you can see the problem comes from the difficulty in making the thin layer of dielectric)
so-so ...
it is not possible to consider more 1 sandwich layer
On the other hand, I would like to know the opinion of specialists in composites: it is planned to start from a production from molds, from the skin of the carbon fuselage (in the event that it is not a sandwich construction but a "single skin" ): 3 coats of 200g / cm², plus the same mass of epoxy to laminate, i.e. a base of 1.2kg / m² of use
Then reinforcements (carbon unidirectional tapes) are arranged in layers and sufficient nonbre
What do you think of the structural rigidity of such a design? (No calculations yet begun on this point)
GMP brushless with his bati and controller weighs on the present state of things within 10 kg
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by Christophe » 14/03/10, 15:50

Disagree, the top in terms ofelectric aircraft is ca : Cheesy:

(Humor eh ... although ...)
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oiseautempete
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by oiseautempete » 14/03/10, 16:51

The cricket is of interest not seen me that it's a plane (and rather more for experienced drivers), but the firefly I know because it is a microlight: This device is very little payload, so battery capacity be ridiculous not terrible for electrification or unless the pilot is very light (e) ...
When to consider a fuselage / battery, good luck, even the pros will rub this kind of delirium ...
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niko13
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by niko13 » 14/03/10, 17:17

the cricket steals 1 / 2 1h + / 4h reserve the MC30e (Firefly) will 1h and the (mysterious) next (at least before the spark) will be at 2h is however not a ULM in its current configuration.
A best glide (100km / h) takes the firefly 7kW
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by bernardd » 14/03/10, 17:24

niko13 wrote:as you can see the problem is the difficulty to achieve the thin dielectric)


Absolutely, there must talk to specialists.

In the current version, you said 8m2 110kg fiber laminate (13,7kg / m2), carbon composite 70kg (8,7kg / m2)?

Alternatively have you seen used by techno LH Aviation ? They seem to have been recognized for a techno advanced to their body:

France-based LH Aviation HAS Developed a new light aircraft That uses DSM's Aeronite Turane resin composites in place of the traditional epoxies used in reinforced. The resin - a novel thermosetting polyurethane created with a radical polymerization process - shows performance equivalent purpose can be used in a closed mold process at room temperature. This Eliminates broadcasts and Provides a Safer, Healthier working environment. The investment threshold est Substantially Reduced as autoclaves are not required - a vacuum infusion process is used INSTEAD.


niko13 wrote:GMP brushless with his bati and controller weighs on the present state of things within 10 kg


also interesting subject: is this engine optimized on the ground for aviation? One could imagine that some parts are lighter materials than metal ...
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by niko13 » 14/03/10, 17:43

I have not been explicit enough for mass estimate, when I talk about my plane currently weighs 110kg (built all-glass laminate), it is the total thermal engine (Rotax twin) included; ie the fuselage (8m²), reinforcements, wings (5m²), wing spars, orders, train (with wheels: 2.5kg one) etc ...
a carbon skin at 1.2kg / m² (3 layers or 0.6mm) makes an unreinforced "bare" fuselage of 10 kg
The LH10, superb device http://www.lhaviation.com/fr/lh10/carac ... e28b50f9eb is however too "heavy" for an electric conversion
the BD5, metal building that inspired it http://en.wikipedia.org/wiki/Bede_BD-5 weighs less, the composite polyurethane (injectable) they use is certainly convenient for the production but lacks the characteristics weight / rigidity carbon (it is not so much better than carbon / epoxy for light and solid, wood and the metal may be in competition but implementation involves months of construction, compared to the composite laminate on the mold)
motor side you're right, you can still win, but little ... what is not said about ELECTRAVIA and other precursors is that the engines get cooked very quickly (they are perm132 avoisinés or who are broom) .
7kg for 18kw peak 12kW continuous, reliable, it is, and it deserves its 7 kg
The predator cricket engines are still lighter for the same power unit, but 1.5kg the rotation diet is higher (6000), which would require a reduction (+ 2kg); nevertheless the gain remains
Last edited by niko13 the 14 / 03 / 10, 18: 35, 1 edited once.
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bernardd
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by bernardd » 14/03/10, 18:32

OK, thank you this is much clearer!

Indeed, the electric motor represents a small part, to 7kg or 1,5 + 2kg ...

It's always good battery problem.
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by chatelot16 » 14/03/10, 21:00

it makes me laugh: how long will fly your aircraft or microlight? how long you are traveling by car?

if electric power should be used to ca transport will be easier for a car than a plane!

you pay an electric car and let turn the aircraft oil

sufficient autonomy to a plane is a matter of safety: for a road vehicle is less serious to find out empty battery roadside

we will think seriously to electric planes when all cars will be electric
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