ASTM F2840-2014 Standard Practice for Design and Manufacture of Electric Propulsion Units for Light Sport Aircraft《设计和制造轻型运动飞行器用电力推进装置的标准实践规程》.pdf

《ASTM F2840-2014 Standard Practice for Design and Manufacture of Electric Propulsion Units for Light Sport Aircraft《设计和制造轻型运动飞行器用电力推进装置的标准实践规程》.pdf》由会员分享，可在线阅读，更多相关《ASTM F2840-2014 Standard Practice for Design and Manufacture of Electric Propulsion Units for Light Sport Aircraft《设计和制造轻型运动飞行器用电力推进装置的标准实践规程》.pdf（7页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: F2840 11F2840 14Standard Practice forDesign and Manufacture of Electric Propulsion Units forLight Sport Aircraft1This standard is issued under the fixed designation F2840; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision

2、, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This specificationpractice covers minimum requirements for the design and manufacture of Electric Propul

3、sion Units (EPU)for light sport aircraft, VFR use. The EPU shall as a minimum consist of the electric motor, associated controllers, disconnects andwiring, an Energy Storage Device (ESD) such as a battery or capacitor, or both, and EPU monitoring gauges and meters. Optionalonboard charging devices,

4、in-flight charging devices or other technology may be included.1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibilityof the user of this standard to establish appropriate safety and health practices and determine the applic

5、ability of regulatorylimitations prior to use.2. Referenced Documents2.1 ASTM Standards:2F2245 Specification for Design and Performance of a Light Sport AirplaneF2279F2972 Practice for QualityAssurance in the Manufacture of Fixed Wing Light SportAircraftSpecification for Light SportAircraft Manufact

6、urers Quality Assurance System (Withdrawn 2014)2.2 Other Standards:EASA CRI F-58 Lithium Battery Installations3SAE J2344 Guidelines for Electric Vehicle Safety43. Significance and Use3.1 This specification provides designers and manufacturers of electric propulsion for light sport aircraft design re

7、ferences andcriteria to use in designing and manufacturing EPUs.3.2 Declaration of compliance is based on testing and documentation during the design, ground testing and flight testing of theEPU by the manufacturer or under the manufacturers guidance.3.3 Manufacturers of the EPUs are encouraged to r

8、eview and incorporate appropriate standards and lessons learned from groundbased systems as documented in SAE J2344 and EASA CRI F-58 (see Appendix X2).3.4 Electric aircraft may contain potentially hazardous level of electrical voltage or current. It is important to protect personsfrom exposure to t

9、his hazard. Under normal operating conditions, adequate electrical isolation is achieved through physicalseparation means such as the use of insulated wire, enclosures, or other barriers to direct contact. There are conditions or eventsthat can occur outside normal operation that can cause this prot

10、ection to be degraded. Some means should be provided to detectdegraded isolation or ground fault. In addition, processes or hardware, or both, should be provided to allow for controlled accessto the high voltage system for maintenance or repair.Anumber of alternative means may be used to achieve the

11、se electrical safetygoals including automatic hazardous voltage disconnects, manual disconnects, interlock systems, special tools and grounding. Theintention of all these means is either to prevent inadvertent contact with hazardous voltages or to prevent damage or injury fromthe uncontrolled releas

12、e of electric energy. Lightning strikes are not addressed in this Standard Practice because LSA aircraft arelimited to VMC flight only.1 This practice is under the jurisdiction of ASTM Committee F37 on Light Sport Aircraft and is the direct responsibility of Subcommittee F37.20 on Airplane.Current e

13、dition approved March 1, 2011Nov. 1, 2014. Published April 2011December 2014. Originally approved in 2011. Last previous edition approved in 2011 asF2840 11. DOI: 10.1520/F2840-11.10.1520/F2840-14.2 For referencedASTM standards, visit theASTM website, www.astm.org, or contactASTM Customer Service at

14、 serviceastm.org. For Annual Book of ASTM Standardsvolume information, refer to the standards Document Summary page on the ASTM website.3 Available from European Aviation Safety Agency (EASA), Postfach 10 12 53, D-50452 Koeln, Germany, http:/easa.europa.eu/home.php.4 Available from SAE International

15、 (SAE), 400 Commonwealth Dr., Warrendale, PA 15096-0001, http:/www.sae.org.This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Becauseit may not be technically possible to adequately

16、depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current versionof the standard as published by ASTM is to be considered the official document.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA

17、 19428-2959. United States14. Electric Propulsion Unit (EPU) Model Designation4.1 Electric Propulsion Parts ListAdetailed parts list is required for each electric propulsion unit qualified in accordance withthis specification.4.2 New Electric Propulsion Unit Model Designations:4.2.1 Each new EPU mus

18、t be qualified in accordance with this practice.4.2.2 Design or configuration changes that impact the installation interface, performance, or operability of the EPU require anew EPU model designation.4.3 Design Changes of PartsEach design change of a part or component of an EPU model qualified to th

19、is specification shallbe evaluated to the requirements of this specification.5. Data Requirements5.1 Retained DataThe following data and information shall be retained on file at the manufacturers facility or alternativebusiness entity for a minimum of 18 years after production is discontinued.5.1.1

20、Drawings, reference specifications and other technical data that define the EPU configuration.5.1.2 Primary material and process (M energy storage devices (ESD); light sport aircraft (LSA)APPENDIXES(Nonmandatory Information)X1. ELECTRIC PROPULSION TECHNOLOGY CONCEPTSX1.1 Electric Aircraft (EA)An air

21、craft that uses one or more electric motors for propulsion. Depending on the type of aircraft,motion may be by propellers, driven by a ducted fan, or any other means of converting electricity to propulsion.X1.2 Electric Propulsion Unit (EPU)Any electric motor and all associated devices used to provi

22、de thrust for an electric aircraft.X1.3 Energy Storage Device (ESD)Any manner that stores some form of energy that can be drawn upon at a later time toperform some useful operation. Typical energy storage devices include but are not limited to: batteries, fuel cells or capacitors.X1.4 In-flight Elec

23、trical Emergency (IEE)Any emergency caused by a malfunction or damage to the EPU or ESD.X1.5 Brushless DC MotorA synchronous electric motor which is powered by direct current electricity and which has anelectronically controlled commutation system, instead of a mechanical commutation system based on

24、 brushes. In such motors,current and torque, voltage and rpm are linearly related.X1.6 Brushed DC MotorAn internally commutated electric motor designed to be run from a DC power source.X1.7 Lithium-Polymer BatteriesLithium-ion polymer batteries, polymer lithium ion or more commonly lithium polymerre

25、chargeable batteries which have technologically evolved from lithium ion batteries. Typically a lithium-salt electrolyte is heldin a solid polymer composite such as polyethylene oxide or polyacrylonitrile, although different cell chemistries are possible.Lithium polymer batteries have very high ener

26、gy densities.X1.8 Motor ControllerAdevice or devices that serves to govern the performance of an electric motor. It could include a manualor automatic means for starting or stopping the motor, selecting direction of rotation, selecting and regulating motor speeds,regulating or limiting the torque an

27、d protecting against overloads and faults.X1.9 BatteryA device composed of electrochemical cells used to convert chemical energy to electrical energy.X1.10 CapacitorsA passive electrical device consisting of a pair of conductors separated by a dielectric (insulator). When apotential difference (volt

28、age) exists across the conductors, an electric field is present in the dielectric. This field stores energy.X1.11 IsolationThe electrical resistance between the battery high voltage system and any airframe conductive structure.F2840 145X2. ADVANCED TECHNOLOGY BATTERIESINTRODUCTIONSeveral industry an

29、d governmental agencies have developed technical guidelines regarding the useof advanced technology batteries in both ground and air vehicles. In the United States, the Society ofAutomotive Engineers (SAE) has issued SAE J2344, covering ground vehicles. The reader isencouraged to review this documen

30、t for reference. In Europe, EASA (European Aviation SafetyAgency) has identified in its document EASACRI F-58 a number of best practices deemed appropriatefor the inclusion of advanced technology batteries (ATB) for use in manned electric aircraft. Asynopsis of EASA CRI F-58 follows:X2.1 Overchargin

31、gLi batteries in general are significantly more susceptible to internal failures that can result in self-sustainedincreases in temperature and pressure (that is, thermal runaway) than their Ni-Cd and lead acid counterparts. This is especially truefor over charging which causes heating and destabiliz

32、ation of the components of the cell which can cause the formation of highlyunstable metallic lithium which can ignite resulting in a self-sustaining fire or explosion. Certain types of Li batteries pose apotential safety problem because of the instability and flammability of the organic electrolyte

33、employed by the cell of some Libattery types. The severity of thermal runaways increases with increasing battery capacity, due to the high amount of electrolytein larger batteries. Therefore the ground charging of lithium ATB should be approached with the same care, concern, and safetyas the gasolin

34、e or jet fueling of aircraft.X2.2 Over Discharging:X2.2.1 Discharge of some versions of the Li cell beyond a certain voltage can cause corrosion of the electrodes of the cell resultingin loss of battery capacity that cannot be reversed by recharging. This loss of capacity may not be detected by the

35、simple voltagemeasurements commonly available to flight crews as a means of checking battery status, a problem shared with Ni-Cd batteries.X2.2.2 Safe cell temperatures and pressures must be maintained during any probable charging or discharging condition, or duringany failure of the charging or bat

36、tery monitoring system not shown to be extremely remote. The lithium battery installation mustbe designed to preclude explosion in the event of those failures. Lithium batteries must be designed to preclude the occurrence ofself sustaining uncontrolled increases in temperature or pressure. No explos

37、ive or toxic gasses emitted by any lithium battery innormal operation or as the result of any failure of the battery charging or monitoring system, or battery installation not shown tobe extremely remote, may accumulate in hazardous quantities within the airplane. No corrosive fluids or gasses that

38、may escapefrom any lithium battery may damage surrounding airplane structures or adjacent essential equipment. Each lithium batteryinstallation must have provisions to prevent any hazardous effect on the structure or essential systems that may be caused by themaximum amount of heat the battery can g

39、enerate during a short circuit of the battery or of its individual cells. Lithium batteryinstallations must have a system to control the charging rate of the battery automatically so as to prevent battery overheating orovercharging. A battery temperature sensing and over-temperature warning system w

40、ith a means for automatically disconnectingthe battery from its charging source in the event of an over-temperature condition should be included. A battery failure sensingsystem and warning system with a means for automatically disconnecting the battery from its charging source in the event ofbatter

41、y failure should be included in the EPU design. A lithium battery installation whose function is required for safe operationof the airplane, must incorporate a monitoring and warning feature that will provide an indication to the appropriate flight crewmembers, whenever the capacity and state of cha

42、rge (SOC) of the batteries have fallen below levels considered acceptable forflight. The operational manual for the ESD (lithium ATBs) must contain procedures for lithium batteries in spares storage toprevent replacement of batteries whose function is required for safe flight, with batteries that ha

43、ve experienced degraded chargeretention or other damage due to prolonged storage at low SOC.X2.3 Flammability of Cell Components:X2.3.1 Unlike Ni-Cd and lead acid cells, some types of lithium cells employ, in a liquid state, electrolytes that are known to beflammable. This material can serve as a so

44、urce of fuel for an external fire in the event of a breach of the cell container. Incomparison to the flammability of conventional fuels such as gasoline or jet fuel, this characteristic of lithium batteries should notbe overly alarming except to say that vigilance should be maintained in the use of

45、ATBs to guard against fire hazard complacency.X2.3.2 It is envisaged that the core science of ATBs will continue to evolve in the future, and that the Committees work willF2840 146evolve with the science, that tailoring of requirements may be made such that more elegant and robust EPU and ESD design

46、s canflourish. It is the intent that the work of this Committee not only establish technical order by the issuance of specifications, butalso to advance the aeronautical sciences.ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item me

47、ntionedin this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the riskof infringement of such rights, are entirely their own responsibility.This standard is subject to revision at any time by the responsible technical committe

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49、g of theresponsible technical committee, which you may attend. If you feel that your comments have not received a fair hearing you shouldmake your views known to the ASTM Committee on Standards, at the address shown below.This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959,United States. Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the aboveaddress or at 610-832-9585 (phone), 610-832-9555 (fax), or serviceastm.org (e-mail); or th