- #Cavorite x5 hybrid evtol generator#
- #Cavorite x5 hybrid evtol serial#
- #Cavorite x5 hybrid evtol series#
VerdeGo Aero found that most electric aircraft programs prioritize lower cost of ownership, reduced noise and better efficiency. The company was acquired by Safran in 2005, but sold to Egelsbach, Germany-based Röder Präzision GmbH in September 2020. We have facility now where we’re doing low-volume production.” The VH-3-185 uses the SR305 engine, created by SMA Engines (Société de Motorisations Aéronautiques) in 1997, located in Bourges, France. “Röder is the vendor for the diesel engine that’s inside. “We will make the final unit,” said Bartsch.
#Cavorite x5 hybrid evtol generator#
VerdeGo Aero will integrate the new generator sets in its own production facilities at a site to be announced. Low-volume production to support customer flight testing and non-certified applications will run in parallel with US Federal Aviation Administration (FAA) certification testing using fully conformal hardware. “That obviously simplifies certification of the aircraft because you’re using a known quantity for the engine.” Current plans begin with the first pre-production units delivered for early-adopter flight testing within 18 months to two years. What’s important is to have a highly reliable source of energy that can interact well with the battery pack, so you’ve got a fully hybrid system.” VerdeGo Aero plans to certify the hybrid-electric generator set under US Federal Aviation Regulations (FAR) Part 33 rules governing stand-alone piston and turbine engines. “We’re able to deliver very consistent power output maintain consistent voltage with the control architecture we’ve got.
A purpose-built control system governs the generator, power-distribution electronics and cooling system. “From the airframer’s perspective, it’s an air-cooled system,” explained Bartsch.
The new engine-generator set is largely air-cooled but includes a small, self-contained liquid cooling system. That’s most common.” Bartsch added, “What we’ve found is there are some customers who have a main propulsion unit, a propeller or a rotor overhead, where a lot of power needs to go… The output shaft could split the power from the piston engine to a main propeller or rotor while the generator powers a distributed electric propulsion array.” Aircraft designers could shut down the motor and drive the generator with a battery pack alone or draw on combustion engine and battery power simultaneously to provide 370 kW burst power for takeoff and drop down to battery power for greatest cruise efficiency. “The simplest one is to just use it as a source of electrical power and route that power out the bus to motors elsewhere on the aircraft. “There are a lot of different operating modes,” noted Bartsch. The hybrid-electric propulsion package will be available in a directdrive package or with a mechanical output shaft and clutch. “It positions us in a nice design space where we have a much higher equivalent energy density than the best battery packs on the market,” said VerdeGo Aero CEO Eric Bartsch. The generator set has a dry weight around 650 lb (295 kg) and can be paired to provide two completely parallel systems with 370 kW combined output. The VH-3-185 hybrid generator set integrates a modified four-cylinder, 230-hp (170-kW) Röder reciprocating engine with a customized generator/motor, control electronics and cooling systems to provide 185 kW output power.
#Cavorite x5 hybrid evtol serial#
(VerdeGo) In March, VerdeGo Aero in Daytona Beach, Florida, revealed details of its third-generation hybrid-electric propulsion system for serial and parallel applications in electrified aircraft.
#Cavorite x5 hybrid evtol series#
VerdeGo’s VH-3-185 hybrid-electric propulsion package will be available in a direct-drive package or with a mechanical output shaft and clutch to accommodate series and parallel operating modes.
0 kommentar(er)
