ULPower engines FAQ
ECU Diagrams
Diagram I: 1x ECU plus 1x BATTERY
This is the standard equipment. With the optional capacitor, the engine will continue to run in case of battery failure. However an engine restart in the air using the electric starter is not possible.
Diagram II: 2x ECU plus 1x BATTERY
Each ECU has its own set of Hall sensors.
Should an ECU fail while flying and the engine stop then a switch in the cockpit allows selection of the alternative ECU and a re-start in the air.
Both circuits should be tested before take-off
Diagram III: 2x ECU plus 2x BATTERY
The same advantages as diagram II, however 2 batteries are now charged by a double alternator. This alternator has two outputs from 2 sets of windings each delivering 50% of the power of the standard alternator for the same weight and dimensions If one set of windings fails the 50% remaining output provides sufficient power to proceed to an airfield
Diagram IV: 1x ECU plus 1x LH Controller plus 1x BATTERY
Instead of a second ECU, we use a LH (Limp Home) controller without software. There is no compensation of altitude, air temperature of oil temperature and the engine operates on a fixed fueling/ignition map. Should there be a problem with the ECU, switch over to the LH controller to proceed to an airfield. There will be a slight reduction in power, and a slight increase in fuel consumption.
Diagram V: 1x ECU plus 1x LH plus 2x BATTERY
Same as diagram IV with the benefits of diagram III.