12V and 24V aircraft battery chargers
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12-Volt Lead-acid and Lithium-ion offers total care of LFP batteries
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with 8 step programming
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Automatic Battery Charger & Maintainer
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Charge, Maintain and extend the battery life of any lithium battery
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Quick Disconnect Harness - Easy connection to vehicle battery using battery clips or ring terminals
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Fully protected against reverse polarity, under / over-voltage
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$20 / free w battery purchase
Smart charger 12V 10A battery charger is a smart
multi-stage lithium battery charger which uses the
latest switch-mode battery charging technology
and is 88% efficient
LiFEPO4 / AGM / SLA / GEL
> Full circuitry protections
> GPU mode 10A stable power
>temp controlled charging
(compare to optimate TM275)
$100
Charge and maintain 24V TrueBlue batteries and other 12V or 24V lithium or sealed lead acid batteries with our Aero28-XL
intelligent compact 7 stage aircraft charger.
It charges 24V batteries at 5 amps and 12V batteries at 10A.
Pre-charging TrueBlue lithium batteries is required before use.
The Aero28-XL fan cooled charger at $300 extends battery life and provides simple safe and automatic charging more effectively than the $1,324 TT28-2 Mx at 2.5 amps.
The Aero 28-XL aircraft battery charger has quick connects for the MS3509 terminal and clamps/ring terminals for everything else.
BK200 12V and 24V aircraft battery tester is able to effectively analyze and read important data such as voltage, internal resistance, cold cranking amps, battery health and SOC. It provides accurate results, calculates the cold cranking capability of the battery and the aging extent, allowing for a quicker, more precise assessment if the battery needs to be replaced or not.
Data is read through Bluetooth on your smart phone.
indicator; red means it is connecting, blue indicator indicates a successful connection to battery. The interface is easy to read, and clear even in sunlight.
Copper-plated alligator clip insure more accurate testing.
Compatible with all 12 and 24V lead acid and lithium batteries. PRICE - $25 or $10 with battery purchase.
Aerolithium introduces it's new 13V / 26V jump starter to the aviation market !
Aerolithium's new 13/26V AeroJump Pack is the simplest, lightest weight - 5 lbs- in the heavy duty class of jump starters, most powerful source of emergency starting power imaginable.
Our 13/26V Jump Starter is the latest in lithium/supercapacitor jump technology employing the safety checks and features of any external power pack you can find. Critical to have on cross country trips, isolated areas and especially in freezing temperatures to assist the starting battery. Don't settle for underpowered overpriced outdated units offered elsewhere. Check the size of wires; do they use smaller EC5 connectors and 10awg ?? AeroJump uses EC8 and 7awg wire. Get the most reliable and trusted jump pack available to the aviation community. This is the Godzilla of 24V Jump Packs. Works on Lithium or Lead acid batteries for aircraft, up to 16 liter diesel engines on boats, trucks, heavy equipment, farm equipment, etc...
Even the best lifepo4 cells will self-discharge over time, so it is suggested to keep your jump pack topped off every 6 months to keep it at 100% although it can sit for a year and still perform.
Included;
Jumppack - 9 x 5 x 5, jumper cables with alligator clamps or Anderson connector or
AN2551 3 pin connector option, $125
wall charger 100 - 240VAC 50/60Hz Durable hard sided carrying case
Features / SPECS;
USB 1 - 5C/2.1A ..... USB2 5V/3A, 9V/2A, 12V/2A able to charge all ipads
ultrabright LED light Large charge level indicator - holding charge for 12+ months
BMS protections Carry handle 3 year warranty
Capacity - 12Ah @ 13.3V ( 48,000 milliAh for competitor comparison ) 177.6 Wh
Peak Boost amps: 13V - 2500A / 26V - 2000A .... Cranking current; 12V - 1200A / 24V - 1000A
$295 or $195 with battery purchase
Aero 12V Jumper;
Capacity - 3.5AH @12.8V (12,000mAh ) 44.4Wh
Peak Boost Amps: 800A $75 or $60 w battery purchase
Lithium compatible generator / alternator
Alternators control the output by modulating the magnetic field of the rotor. When more current is needed to maintain bus voltage then more field current is applied and at a given RPM the output current and voltage increases.
When the alternator is spinning slowly, like at idle, and the demand for current is high, like recharging after an extended starting sequence, the alternator regulator may reach the maximum amount of field current that can be applied. In this case the alternator is current limited by the physics of the situation, where the RPM is too low to support the current demands and the bus voltage will be at less than desired until either the RPM is increased or the current demand is decreased: the field is already maxed out.
As the RPM increases the amount of power available increases, this is reflected in more current. The current output will increase until one of two things happen:
1. The regulation voltage is met and the regulator starts to reduce the field current, reducing the output current, to maintain the desired bus voltage.
2. The output is curtailed by the internal resistance of the output windings. With high RPM the output could easily be 60 amps for alternators that are otherwise rated at 40 amps. As the alternator heats up the current capability will gradually reduce from the 50%? overage down to something closer to the rated output.
The point to take away from this is that alternators typically do not have a "hard stop" current limit, if the regulation voltage is not met then they may put out substantially more current than you would expect.
At the same time, an operator should not worry about running an alternator at 100% rated output continuously. If the alternator can't do that then don't install it.
The question a builder should ask with regard to lithium batteries is why would you install a battery that wasn't compatible with my charging system? By compatible, I mean the battery must be able to take all the current that the charging system can output less the minimum expected load from the rest of the airplane. If you want to be conservative ignore the min expected load: the max current of the charging system, including the 50% overage, should be less than the maximum current the battery can take.
Alternators with lithium batteries start to work you into an undesirable corner here. The alternator *could* put out more current than you would ever want to go to the battery and you must plan for that. At the same time the alternator should be sized for the max steady state load (think, night, IFR, pitot heat on) to be no more than 80% rated output, where you can't bank on that extra 50%(or whatever it is) power being available. And you may not be able to really know what the upper limit of current is out of an alternator for planning purposes. So the 40 amp alternator is only good for 32 amps steady state but you need to plan for 60 amps charging rate being available. The problem gets worse if you have more than one power source. A few thoughts:
1. Get a battery than can charge at a rate at least 50% more than the alternator rating. 40 amp alternator? Get a battery that can take 60 amps. A 60 and a 40 amp alternator? Get a battery than can take 150 amps.
2. Get an alternator rated at 2/3rds or less of the max charge rate of the battery you are using.
3. If there is any concern about the alternator failing because it is run at 100% output for extended periods of time then get another power source. The last thing you want to be doing is tooling along in the clouds and wondering if you can run the pitot heat because you're concerned about burning up the alternator.
Either way, you shouldn't put something in your airplane that won't be compatible across all foreseeable cases. The case of concern here is having a battery that can be overwhelmed by the charging system.
An alternative: The Monkworkz generator (2.6 lbs, 30 amps) applies a current limit that is stable across operating conditions. The current limit is a "hard stop". The device directly monitors current output hundreds of thousands of times a second and reduces the output voltage until the current limit is respected. It is rated for 30 amps, and will never put out more than 30 amps. In this case, based on the 80% rule you can plan for 24 amps, and select a battery that can cope with 30 amps charge rate and your done.
Advantages
Antes de que Tesla apareciera en escena, muchas bicicletas eléctricas y scooters tenían paquetes de energía construidos con celdas de Li-ion 18650.
En comparación con la bolsa o las celdas prismáticas, las celdas cilíndricas como la 18650/26650 se puede producir más rápidamente; por lo que se producen más kWh de celda por hora debido a su configuración, otra razón para reducir los $ / kWh.
Otra ventaja de las celdas cilíndricas sobre las celdas planas (por ejemplo, de bolsa, prismática) es que sus electrodos están enrollados de manera uniforme y ajustada y encerrados en una carcasa de metal. Esto minimiza que el material del electrodo se rompa debido a las vibraciones mecánicas, los ciclos térmicos de carga y descarga, y la expansión mecánica de los conductores de corriente dentro de la celda debido a los ciclos térmicos.
Expansión de las baterías de celda de bolsa de iones de litio: observaciones de imágenes de neutrones
Jason B. Siegel4,5,1, Anna G. Stefanopoulou1, Patrick Hagans2, Yi Ding4,3 y David Gorsich3
Publicado el 27 de abril de 2013 • © 2013 The Electrochemical Society
Revista de la Sociedad Electroquímica, Volumen 160, Cita número 8 Jason B. Siegel et al 2013 J. Electrochem. Soc. 160 A103
Las baterías de aerolitio, que utilizan la forma de tipo cilíndrico de LiFePO4, tienen una densidad de energía MUY alta que produce una mayor potencia de arranque que las baterías comparables con celdas tipo bolsa.
El procesamiento especial de litio de la celda es diferente de otras celdas LiFePO4 más baratas que utilizan otras compañías de baterías. Esto da como resultado una celda más robusta que proporciona mayores mejoras de seguridad en comparación con las celdas de tipo bolsa más livianas y ofrece una mayor tolerancia al abuso a eventos como sobrecarga o pulsos cortos de descarga extrema que son comunes en el arranque de motores de aeronaves.
Otras ventajas incluyen una autodescarga muy baja, <1% al mes, lo que les da a estas células un ciclo de vida más alto, más confiabilidad y, por supuesto, ninguna posibilidad de hincharse como las células de tipo bolsa.
