EV Digest 2668
Topics covered in this issue include:
1) Fridge Based energy sources
by Daniel J Rivest <[EMAIL PROTECTED]>
2) Re: Anyone know of anyone who can fix Curtis Controllers?
by "1sclunn" <[EMAIL PROTECTED]>
3) Re: AC controllers
by "1sclunn" <[EMAIL PROTECTED]>
4) Re: Sob... I think if fried my motor.
by "1sclunn" <[EMAIL PROTECTED]>
5) Re: Fridge based energy sources
by "1sclunn" <[EMAIL PROTECTED]>
6) Re: Motor, surprise!
by "1sclunn" <[EMAIL PROTECTED]>
7) Re: Got the amps not the ???
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
8) My First EV Frown
by Marvin Campbell <[EMAIL PROTECTED]>
9) Re: Anyone know of anyone who can fix Curtis Controllers?
by [EMAIL PROTECTED]
10) list status: lost POSTs
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
11) Re: Fridge Based energy sources
by "David Roden (Akron OH USA)" <[EMAIL PROTECTED]>
12) Today's mystery question with electricity
by "Seth Dallob" <[EMAIL PROTECTED]>
13) EVLN(Future conversions: 42V electric devices in ICE)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
14) EVLN(Its started: Why fcvs won't work, ICE is better)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
15) EVLN(EV component designers: 8bit 8MHz MCU)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
16) EVLN(Oshkosh feed$ off fed grant)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
17) Re: ZAP RAP FEVER: page to sell or trade your EV
by "Christian T. Kocmick" <[EMAIL PROTECTED]>
18) My VW Pickup for sale is online
by Joseph Vaughn-Perling <[EMAIL PROTECTED]>
19) more therapy and adaptor questions
by Chris Weaver <[EMAIL PROTECTED]>
--- Begin Message ---
There was an invention that was being worked on at MIT called a Reverse
Energy Flucuator and it worked by heating up diodes. When a semi
conductor junction gets hot it puts out electricity. This is why a
televisions puts out so much "white noise". It is coming from the semi
conductor junctions. Engineers try to eliminate this noise with filters
but MIT wanted to put together arrays of diodes, as the redundancy could
be quite high, and it was estimated that they would get energy
approaching the carnot limitations. It was thought you could wrap this
unit around the muffler of a car and almost get the same amount of power
out of it as you were getting out of the engine.
I haven't heard of anymore research on the REF but maybe someone on the
list has.
Daniel
Beyond Oil
--- End Message ---
--- Begin Message ---
>
> In short, I am sorry that I can not recommend the services of Golf
> Tech Industries.
Same here , although I like the guy , they do lots of golf cart controllers
and I think he's trying to figer out how to repair them.
you'ed probable be doing him a favor my not having him repair them.
> Other than Curtis themselves, I don't know anyone who is repairing them.
> Partial schematics and advice are available to those who decide to
> work on them themselves. Some info is here:
> http://CafeElectric.com/curtis/index.html
> Also, the EV-Tech list is great for discussing details. http://evtech.org/
>
> -Otmar-
> http://www.CafeElectric.com
> Mailto:[EMAIL PROTECTED]
>
>
--- End Message ---
--- Begin Message ---
Hi Mark
All the stuff I have done is DC but I am very intrested in doing an ac
project. Here's what would be important to me .
1 use somthing that sombody is already using . The more people that are
using it the better. Take a look through the album.
2 I'd want to get my parts from sombody that's using them for EV's not some
big company were there used for somthing else but could be used for a EV.
3 I'd want to get the motor and controller together with sombody that knows
what works with what.
I have been thinking that down the road a lot of these SUV's might make nice
NEV's with 40 YT batteries hung down low for the people that now realize
they only needed to go to the store but want to get in on the EV adventure.
The big heavy SUV is going to need lots of power and not just for a short
time , and as neck snapping acceration isn't going to happen with some heavy
suv any way.
Tell us of your project? what do you want it to do?
----- Original Message -----
From: "Mark Thomasson" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Saturday, March 22, 2003 7:39 AM
Subject: AC controllers
> I am new to this discussion group, so maybe this has been discussed
already.
> Are there any AC controllers on the market suitable and economical for
> custom EV's? Curtis has some interesting units in their brochure, but
> apparently, based on the response below from their North American rep,
they
> are not yet ready for prime time. I expect AC controller costs to
> eventually drop to the point of being cost competitive with DC. Thanks
for
> any help you can offer, Mark Thomasson
>
>
> ----- Original Message -----
> From: "Waite, Steven" <[EMAIL PROTECTED]>
> To: "'Mark Thomasson'" <[EMAIL PROTECTED]>
> Sent: Wednesday, March 19, 2003 4:45 PM
> Subject: RE: Sales enquiry from the Engineeringtalk website
>
>
> > Mark,
> >
> > For general information release Curtis only has the data sheet available
> on
> > our website. The 1234 is an active project, not yet a released product.
> > 1238/1236 are products for AC development purposes.
> >
> > BR,
> > Steve...
> >
> > -----Original Message-----
> > From: Mark Thomasson [mailto:[EMAIL PROTECTED]
> > Sent: Tuesday, March 18, 2003 11:16 PM
> > To: Waite, Steven
> > Subject: Re: Sales enquiry from the Engineeringtalk website
> >
> >
> > Steven,
> ..............
> I propose building a test vehicle using your model 1234 with a 36
> > or 48 volt system. I will need 3.7 kW output from the controller to
> sustain
> > 40 mph for one hour in short urban commutes. I need 8.5 kWh for 60 mph
> > bursts of less than 2 minutes. .......................Do you have
> detailed
> > specification sheets for your AC controllers, similar to the those
> provided
> > for the DC controllers...........................> Mark Thomasson
> > 281-554-8004
> >
> > ----- Original Message -----
> > From: "Waite, Steven" <[EMAIL PROTECTED]>
> > To: "'Mark Thomasson'" <[EMAIL PROTECTED]>
> > Sent: Monday, March 17, 2003 6:04 PM
> > Subject: RE: Sales enquiry from the Engineeringtalk website
> >
> >
> > > Mark,
> > >
> > > Thanks for your questions about our AC controllers. We have not done
> any
> > > efficiency studies to show that AC brushless systems provide more
> battery
> > > life than DC systems in off-road applications. GM and the other auto
> > makers
> > > did do some studies a few years ago to determine that AC was a more
> > > efficient way to go for on-road applications. You may be able to
> uncover
> > > some studies regarding this at scirius.com, a search engine for
> scientific
> > > papers.
> > >
> > > You are right about the cost of AC electronic controls, though. They
> are
> > > more expensive than DC controls. The tradeoff is in the cost savings
in
> > AC
> > > motors. Right now OEM's that are in volume production of AC powered
> > > vehicles are experiencing cost premiums for an AC system of about 10%
> > > relative to a DC system.
> > >
> > > Curtis Instruments is a custom engineering and manufacturing business
> for
> > > motor control technology. We do have some distributors for older
analog
> > > control technologies, but for custom microprocessor-based DC and AC
> > control
> > > systems we work directly with the OEM. Depending on what it is you
are
> > > trying to do, we may be able to work directly with you on an AC
system,
> or
> > > recommend a DC approach if you're more comfortable with that. In
order
> to
> > > provide additional information on pricing or whether it would make
sense
> > for
> > > you to work through a distributor please let me know what type of
power
> > > train you're considering, basic power requirements, motor types, etc.;
> > > anything that you don't consider confidential in nature would help.
> > >
> > > BR,
> > > Steve...
> > >
> > > -----Original Message-----
> > > From: Mark Thomasson [mailto:[EMAIL PROTECTED]
> > > Sent: Monday, March 17, 2003 2:36 PM
> > > To: Waite, Steven
> > > Subject: Re: Sales enquiry from the Engineeringtalk website
> > >
> > >
> > > Steven,
> > >
> > > Thanks for the brochure. How can I get more information on cost
and
> > > efficiency of these drive units? Does your company provide a
comparison
> > of
> > > AC vs. DC drive units? AC has many advantages, but also higher cost
of
> > the
> > > electronics. Do you have any studies that would assist the design
> > engineer
> > > in making a decision between the two? Also, are there local vendors
for
> > > Curtis products, or do I order directly from Curtis Instruments?
> > >
> > > Thanks again,
> > >
> > > Mark Thomasson
> > >
> >
>
>
--- End Message ---
--- Begin Message ---
I was think about this today . if you reved the motor and sliped the clutch
would you have more torque that just taking off from o rpm ( I know this
would keep the controller happy) . as the rpm climes I know there is less
torque . What I am wondering is if this type of motor reveing clutch
slipping makes any more toqure that what the motor is making to begin with.
Not counting the weight of the flywheel ect. I know it will make some heat.
dam that clutch's save the controller's
Steve Clunn
----- Original Message -----
From: <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Saturday, March 22, 2003 9:58 AM
Subject: Re: Sob... I think if fried my motor.
> Stalling the motor for more than an instant is a very good way to
> fry a Curtis. It is also a good way to burn a commutator bar or two.
> Definitely a no-no in every respect.
>
>
>
>
>
> _ /| Bill "Wisenheimer" Dube'
> \'o.O' <[EMAIL PROTECTED]>
> =(___)=
> U
> Check out the bike -> http://www.KillaCycle.com
>
>
--- End Message ---
--- Begin Message ---
Garry is not going to get his car built with you guys giving him Ideas like
this .
----- Original Message -----
From: "Lee Hart" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Saturday, March 22, 2003 11:41 AM
Subject: Re: Fridge based energy sources
> Mark Fowler wrote:
> > Imagine if we had an alien technology energy extractor that
> > converted heat into electricity (a bit like solar cells do with
> > light). We could have a container of liquid or gas that we
> > extracted the heat from, creating electricity, and a Stirling
> > engine plus generator to create more electricity as it warmed
> > back up.
> >
> > It would take the intellect of Douglas Adams to make such a thing
> > reality, and unfortunately, he is no longer with us.
>
> Interestingly enough, there *is* a device that can do this. It was
> invented by the genius James Clerk Maxwell (author of the famous
> Maxwell's equations). Here's his idea:
>
> Imagine that you have a little box, completely closed except for a
> little door. A demon sits at this door. When he sees a fast-moving air
> molecule inside the box heading for the door, he opens the door and lets
> it fly out. Likewise, if he sees a slow-moving air molecule outside the
> box heading for the door, he lets it in. The rest of the time, the door
> is closed, and air molecules just bounce off it.
>
> Over time, the box becomes predominantly filled with slow-moving air
> molecules. This is the definition of cold air. The box is a
> refrigerator. The energy required to open and close the little door is
> less than then energy of the air molecules passing thru it; thus you
> have a "something for nothing" machine.
>
> "Maxwell's Demon" (as it is called) does not violate the laws of
> thermodynamics on a microscopic level, but DOES violate them on a
> macroscopic scale. Maxwell was a theoretician -- he never tried to build
> one. But many other researchers have worked on it, with some success.
> There have been devices that worked, but consumed more energy to operate
> that "door" than the heat energy gained.
> --
> Lee A. Hart Ring the bells that still can ring
> 814 8th Ave. N. Forget your perfect offering
> Sartell, MN 56377 USA There is a crack in everything
> leeahart_at_earthlink.net That's how the light gets in - Leonard Cohen
>
>
--- End Message ---
--- Begin Message ---
----- Original Message -----
From: "garry" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Friday, March 21, 2003 9:08 PM
Subject: Re: Motor, surprise!
> Hi Steve,
>
> The forklift had a few little unexpected things in it like a series wound
> motor instead of shunt and its continuous rated even though I was
expecting
> it to be less according to the fork lift people.
This sounds good . I take it your working under a tight budget.
> I ran into a bit of a problem stripping it in that unlike the toer it had
2
> controllers and 2 motors, but I didn't expect them to be inter wired, even
> though the main wiring is clearly separate there are a group of small
wires
> going to the main controller that I don't understand the reason for.
If the thing works now than what I would do is a lot of labaling and
diagram writing . take off the one extra motor and see it it works ect .
> Some of these go to things like the horn button which had the Curtis fuel
> gauge connected to it as well and without a wiring diagram im a bit
> reluctant to just pull it apart and expect it to go once I put it back
> together again.
that's for sure ,.. You are keeping the same voltage as fork lift which
was?. Dose the fork lift have some kind of gear box/rear that the motor
plugs into .. what is the end of the motor shaft like. I have forgoten ,
have you been for a ride in a regular conversion. When I'm out and around
showing off my car I hear a lot of storys about project that didn't work ,
people that tryed to build an EV but it didn't work . When I hear what they
were using I know why . You are not asking for a lot as I remember 35 mphs
and 20 miles range. If only more people were so easy to please.This will not
impress people like a 156v 1200 amp 2400 lbs neck snapping 90 mph EV. But
if it gettes you where you want to go I guess that's fine. What you will be
showing people is that EV's are slow and compcated (all those wires from
some controller thats ment to do 10 things) . Your EV will be the first one
many people see. what will they see?. unless there are other EV's around
you will probable become the EV expert in your area. This is why I what you
to build the best EV you can, .
> I'm still looking for a small diff with a better ratio so I don't have to
> add the friction losses in gearing up the motor 3 to 1 just to have it
> changed back in the diff which is 6 to 1 ratio.
Wish I could give you a ride in my Mazda truck . all "Plan Jane" stuff 9"
adc 20 golf batteries and Critus controller but its close to a 4cyclender ic
truck in proformance
Steve Clunn.
> Garry Stanley
>
> Cable.net.nz
>
>
--- End Message ---
--- Begin Message ---
Wouldn't that put over a thousand motor amps thru the motor? I'd probably
need bigger cables. It would go faster though. Lawrence Rhodes......
----- Original Message -----
From: "Andre Blanchard" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Saturday, March 22, 2003 8:59 AM
Subject: RE: Got the amps not the ???
> How about a bypass contactor?
>
> Andre' B. [EMAIL PROTECTED]
> If something cannot be defined, it does not exist.
> Isaac Newton
>
> -----Original Message-----
> From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
> Behalf Of Lawrence Rhodes
> Sent: Saturday, March 22, 2003 12:19 AM
> To: [EMAIL PROTECTED]
> Subject: Got the amps not the ???
>
> I live in San Francisco. Famous for hills. I finally met my match.
Would
> a 600 amp controller be a better choice or what might I have done not to
fry
> the controller. I always almost stall on this hill anyway. I had about a
> hundred more pounds in the car than I had ever had. I also didn't run the
> stop sign as fast as I usually do. I was being careful. The 1221C has
> worked well so far. I have a fairly heavy vehicle 3200 pounds. What
> modifications to the Curtis for abuse or what beefier controller might I
get
> to replace the Curtis if that might be more cost effective. Lawrence
> Rhodes........Wasn't there some beta units out there that might work
> well?????
>
--- End Message ---
--- Begin Message ---
Well, it was bound to happen sometime.
It rained last Saturday and I drove the EVcort in it.
Plugged it in that night and the GFI tripped on the charger.
Switched charger down to 16A and it started up fine. Turned it back up to
30A later and it didn't trip then, either.
But Wednesday night, after work, it tripped again. Even turned down to 16A.
And it's been that way ever since.
Since it IS a GFI, I start to look for a fault. Open battery boxes, clean
dust off tops, examine all cables for abrasion at points of entry, etc. Put
it up on ramps and look for possible points of water infiltration.
Pulled off the blower and blew all the brush-dust out of the motor interior
Put the meter between battery positive (@charger input) and ground (rear of
the car) and it reads a very fleeting 1.0/1.8v immediately starting to fall
and reaching 0 in about 30 seconds. It's like watching a capacitor, or
something acting like one, discharge.
When I do the same positive to ground at the main disconnect (front of the
car) it does the same thing: initially 1.0/1.8v which immediately starts
falling but never makes it to 0- it stops at around .0020v.
Specs on the car: http://www.phoenixeaa.com/classifieds/010807/main.html
Any ideas would be greatly appreciated!
J. Marvin Campbell
Culver City, CA
--- End Message ---
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--- Begin Message ---
POSTs that I sent out after 11pm did not make it
to the yahoo group archive. In the past, POSTs
sent while the listproc is down were queued, and
later sent out.
But this time when POSTs started up agin this morning,
the POSTs from last night were lost.
The crest archive seems to not be functioning. It has
old archived POSTs, but nothing new for months.
Another archive delays their digests from being
available on their web site.
http://www.mail-archive.com/[EMAIL PROTECTED]/maillist.html
...
I have a concern I would like to discuss. With all the
changes going on (no production EVs, depressed economy,
California budget cuts, different people in charge, etc.)
I want to be prepared in case the listproc at SJSU became
unavailable.
List'r Daivd Roden had POSTed in the past his desire to
create a new EV List archive, but his bandwidth or
resources must be limited as that goal has not surfaced.
I create the yahoo group archive, but yahoo groups have
issues that some do not like. Some RAV4 EV users went
and found a server that better suits their needs.
I suggest that we be prepared and keep our eyes open,
just encase.
=====
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. http://geocities.com/brucedp/
. EV List Editor & RE newswires
. (originator of the above ASCII art)
=====
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Yahoo! Platinum - Watch CBS' NCAA March Madness, live on your desktop!
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--- End Message ---
--- Begin Message ---
On 22 Mar 2003 at 16:13, Daniel J Rivest wrote:
> It was thought you could wrap this
> unit around the muffler of a car and almost get the same amount of power out
> of it as you were getting out of the engine.
Peltier devices can generate electricity from a temperature differential,
but nothing like that kind of energy. But they're not very efficient.
No doubt it's a good idea to capture some of the waste heat from an ICE. (I
recall a proposal years ago to run an expansion chiller from that heat to
replace the engine driven aircon; I don't think anything ever came of it.)
Suppose 50% of the energy in a liter of gasoline is wasted as heat from the
engine (more is lost in other parts of the vehicle). Suppose further that
perhaps one-third of that (guessing) goes out through the exhaust. Then
figure the (in)efficiency of the muffler wrapper -- well, let's say it would
be quite a challenge to get back even a decent fraction of the energy the
engine is releasing.
I'd be nice if one could snag some of this otherwise wasted energy to run a
boost motor similar to the one in the Insight or Prius. I fear the amount
one could capture would be too small to be of much use, though.
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
Want to unsubscribe, stop the EV list mail while you're on vacation, or
switch to digest mode? See http://www.evdl.org/help/
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
David Roden - Akron, Ohio, USA
1991 Solectria Force 144vac
1991 Ford Escort Green/EV 128vdc
1970 GE Elec-trak E15 36vdc
1974 Avco New Idea rider 36vdc
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
Thou shalt not send me any thing which says unto thee, "send this to all
thou knowest." Neither shalt thou send me any spam, lest I smite thee.
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--- Begin Message ---
EVLN(Future conversions: 42V electric devices in ICE)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
Emerging Applications Provide Best Opportunity to Enter and
Expand Presence In Electric Motor Markets, Says Frost &
Sullivan
SAN JOSE, Calif., March 17 /PRNewswire/ -- As the
installation rates of many comfort features that automakers
use to differentiate their vehicles approach saturation,
developing new electric motor applications holds the key to
successful market entry and expansion.
New analysis from Frost & Sullivan
(http://www.transportation.frost.com ), North American
Automotive OE Fractional Horsepower Electric Motor Markets,
reveals that the industry generated revenues totaling $2.01
billion in 2002. Total market revenues could reach $2.17
billion in 2009.
"Besides power mirrors, door locks, windows, and seats that
are already in use and are seeing increasing installation,
automakers are adding additional electric motors for new
functions such as power running boards and trunk lids," says
Frost & Sullivan Industry Analyst Joerg Dittmer.
"Electric steering systems are just beginning to be used in
some North American vehicle models, and electric brakes may
follow, along with electric oil and water pumps, air
conditioning compressors, and electromagnetically actuated
engine valves," adds Dittmer.
Technological developments that increase functionality and
performance while enabling reduced fuel consumption,
emissions, costs, and maintenance needs are promoting use of
electric motors. For instance, electronically commutated or
brushless motors, though expensive, offer greater energy
efficiency, longer life, and lower noise.
Incorporating electronics directly into motors has resulted
in a trend called "mechatronics" that increases
functionality and precision in operations. Along with
stepper motors, which can stop at exact positions and
42-volt electrical systems that can power additional
electric systems, this development is further likely to spur
electric motor adoption.
Overall, the original equipment (OE) electric motor market
is projected to grow slowly, and the incorporation of
additional features into motors, use of more expensive
motors for new applications, and gradual adoption of higher-
priced brushless and stepper motors will help keep prices
from dropping.
[...]
North American Automotive OE Fractional Horsepower Electric
Motor Markets Report: 7818 Contact: Cynthia Cabral Media
Relations Executive P: 210.247.2440 F: 210.348.1003 E:
[EMAIL PROTECTED] http://www.frost.com SOURCE Frost &
Sullivan CO: Frost & Sullivan ST: California SU: SVY CCA
MAV ECO http://www.prnewswire.com 03/17/2003 06:57 EST
-
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--- Begin Message ---
EVLN(Its started: Why fcvs won't work, ICE is better)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
AVL CEO Warns Against Focus on Fuel Cells To Exclusion of
Other Long-Term Options
Long-term Research Should Include Different Energy Sources,
Fuels and Propulsion Systems
DETROIT, March 5 /PRNewswire/ -- Hydrogen fuel cells should
be one of, but not the only, area of long-range research
conducted by the scientific community, said Helmut List,
Chairman and CEO of Austrian-based AVL GmbH, during his
keynote address at a Society of Automotive Engineers titled,
"The car at the center of sustainable mobility: Can it be
done?"
List argues that while hydrogen fuel cells are the most
likely candidate for long term sustainable mobility, history
has taught the automotive industry that some technologies --
like viable batteries for electric vehicles and jet turbines
-- never became feasible for personal transportation.
List continued, "The point I'm trying to make today is that
scientific prudence demands that we in the business of
personal mobility research must take into account different
scenarios, especially in the long term. As my American
friends would say, 'You can't put all your eggs in one
basket.'
"Those of us who do research for a living know this: one
cannot predict the outcome of research in the long-term. If
long-term research were predictable, it wouldn't be
research. Predictable long-term research is an oxymoron."
Going further, he argued that the internal combustion engine
may be on the cusp of another revolutionary change, where
fuel supply, air supply and ignition would all be flexible,
thus taking advantage of the strengths of both the
compression and spark ignition.
Does this mean that List and AVL are against fuel cells?
Not at all. As List said in his speech, "There are
certainly many reasons to be optimistic. Fuel cell work
today is progressing quite nicely in some stationary
applications, as well as in some larger mobile applications,
like city buses. In these cases, size, packaging and cost
are less critical than they are with personal
transportation."
"If we apply this kind of thorough research, I believe that
we have a good chance to achieve technological breakthroughs
that would allow us by 2020 to increase the efficiency of
the internal combustion powertrain by 70%. This, of course,
is long-term research -- I said by 2020, and this is by no
means proven. But it is clearly worth the research
investment."
AVL is the world's largest privately owned and independent
company for the development of gasoline, diesel, alternative
fuel powertrain systems, as well as fuel cell and hybrid
technologies. The company also manufactures powertrain
instrumentation and test systems. Close cooperation with
customers is guaranteed by affiliates and local offices
worldwide. AVL's North American Headquarters is located in
the Detroit suburb of Plymouth, Michigan.
Visit www.stratacomm.net/releases.htm to view the full text
of List's speech. SOURCE AVL CO: AVL ST: Michigan SU: TDS
http://www.prnewswire.com 03/05/2003 09:25 EST
-
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. http://geocities.com/brucedp/
. EV List Editor & RE newswires
. (originator of the above ASCII art)
=====
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Do you Yahoo!?
Yahoo! Platinum - Watch CBS' NCAA March Madness, live on your desktop!
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EVLN(EV component designers: 8bit 8MHz MCU)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
New 8-Bit OTP Microcontroller From Toshiba Controls Small
Electric Home Appliances
Compact 8MHz MCU Has Optimal Feature Set for
Space-Constrained Designs
SAN JOSE, Calif., Feb. 26 /PRNewswire/ -- Toshiba America
Electronic Components, Inc. (TAEC)* today announced the
introduction of a new 8-bit microcontroller (MCU) that
provides an optimal solution for system control of small
electric home appliances. The chip integrates a
high-performance 8-bit CPU core with on-board memory in a
compact 20-pin Dual In-line Package (DIP) small enough for
size-sensitive appliance designs. Samples are available now
with volume production scheduled to start in March 2003.
"Toshiba Corporation, a world leader in microcontrollers and
non-volatile memory, is now enhancing its microcontroller
product offering by introducing a new low-cost
One-Time-Programmable (OTP) microcontroller that can operate
at 8 megahertz (MHz). Toshiba continues to see growth in
the low-end microcontroller market as 8-bit MCUs proliferate
in high-volume, small electric home appliance applications,"
said Farhad Mafie, vice president of the ASSP Business Unit
at TAEC.
The device comes in two versions: the TMP86P202P supports a
ceramic or crystal resonator and the TMP86P203P supports a
resistance-capacitance (RC) resonator. Each of these
microcontrollers incorporates 2 Kbytes of OTP memory and 128
bytes of Random Access Memory (RAM). Each MCU includes two
channels of 8-bit timer/counter and four channels of 8-bit
analog-to-digital (A/D) converter, ideally suited for
control of small electric home appliances such as irons,
crock pots and electric shavers.
According to Don Schneider, business development manager of
the ASSP Business Unit at TAEC, "The TMP86P202/3P MCUs are
targeted at small appliance designs that require a minimal
peripheral set that includes A/D converters in combination
with quick production turn-around time and low cost."
Key features of the MCU are as follows:
-- High-speed operation of 8MHz at 4.5V is attained in the
TMP86P202P by combining the Toshiba proprietary 8-bit
microprocessor 870/C core with compact OTP. The result
is a microcontroller ideal for small home appliances
where high-speed is crucial.
-- The TMP86P202P supports either a ceramic or crystal
resonator while the TMP86P203P supports an external RC
resonator. The latter version offers further system cost
reductions for applications that do not require timer
precision.
-- Built-in OTP enables end product manufacturers to perform
programming, thus contributing to faster timer-to-market.
This feature also facilitates small-lot, diversified
applications.
-- Housed in a space-saving 20-pin DIP, the chip can be
easily mounted on a user board.
Development Background
Toshiba developed the new 8-bit MCU in response to growing
demand for low- cost, high-performance MCUs in the small
home electric appliances market. Based on a high-performance
8-bit CPU core, the new device uses OTP as program Read Only
Memory (ROM), which improves turnaround time from
application development to product launch. Other
distinguishing features include low price and compact size,
which are attained by the optimization of functions.
Pricing and Availability
Samples of TMP86P202P and TMP86P203P are available now at
$1.67 per piece in 100 piece quantities. Volume production
is scheduled to begin in March 2003.
Technical Specification Summary
Part Number TMP86P202P and TMP86P203P
Internal Bus 8-bit width
Process 0.6-micron process technology with
two-layer aluminum
Power Supply 4.5V - 5.5V
Maximum OperatingFrequency
TMP86P202P: 8MHz
TMP86P203P: 2.5MHz
Resonator
TMP86P202P: ceramic resonator or crystal resonator
TMP86P203P: RC resonator
Built-in ROM/RAM OTP: 2 Kbytes
RAM: 128 bytes
On-chip Peripherals 8-bit counter/timer: 2 channels
Key-on wakeup: 4 channels
LED driver: 2 pins
A/D Converter 8-bit precision, 4 channels
Tools Simulator, emulator and debugger
Assembler and high-performance
ANSI C-compiler with optimization
Package 20-pin plastic DIP
*About TAEC
Combining quality and flexibility with design engineering
expertise, TAEC brings a breadth of advanced,
next-generation technologies to its customers. This broad
offering includes semiconductors, flash memory-based storage
solutions, optical communication devices, displays and
rechargeable batteries for the computing, wireless,
networking, automotive and digital consumer markets.
TAEC is an independent operating company owned by Toshiba
America, Inc., a subsidiary of Toshiba, the second largest
semiconductor company worldwide in terms of global sales for
the year 2001 according to Gartner/Dataquest's Worldwide
Semiconductor Market Share Ranking. Toshiba is a world
leader in high-technology products with more than 300 major
subsidiaries and affiliates worldwide. For additional
company and product information, please visit TAEC's website
at chips.toshiba.com . For technical inquiries, please
e-mail [EMAIL PROTECTED]
All trademarks and registered trademarks are the property of
their respective owners. SOURCE Toshiba America Electronic
Components, Inc. CO: Toshiba America Electronic Components,
Inc.; TAEC; Toshiba America, Inc. ST: California SU: PDT
http://www.prnewswire.com 02/26/2003 09:30 EST
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. EV List Editor & RE newswires
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--- Begin Message ---
EVLN(Oshkosh feed$ off fed grant)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
Oshkosh Truck Receives $5 Million in Federal Research
Funding for ProPulse Hybrid Electric Drive Technology
OSHKOSH, Wis.--(BUSINESS WIRE)--Feb. 25, 2003--Oshkosh Truck
Corporation announced today that it has received
two federal grants to further develop its ProPulse(R) hybrid
electric drive technology for heavy trucks. The Department
of Energy, acting through its National Renewable Energy
Laboratory (NREL), has granted Oshkosh $4.5 million to share
the costs of a three-year development effort that will focus
on advanced heavy hybrid propulsion systems for refuse
vehicles. In addition, the Department of Defense, through
the National Automotive Center and U.S. Army Tank Automotive
and Armaments Command, has awarded Oshkosh $500,000 in
research grants for Oshkosh's development of a
ready-for-production version of its ProPulse technology in
military vehicles.
"There is little doubt that hybrid electric drive technology
will lead to the development of an entirely new generation
of highly mobile and incredibly efficient trucks," said
Robert G. Bohn, Oshkosh's chairman, president and chief
executive officer. "These grants validate the confidence we
have in our ProPulse technology, and chart a course for its
integration into two enormously important sectors: refuse
hauling and defense trucks. We are grateful to the
Department of Energy and the Department of Defense for their
support of these initiatives."
Refuse collection vehicles have one of the most demanding
duty cycles of any commercial truck. The stop-and-start
nature of refuse collection contributes to an extremely
inefficient use of fuel and vehicle systems. Under the NREL
cost-sharing development program, Oshkosh will develop and
demonstrate advanced heavy hybrid propulsion components and
systems that can dramatically increase fuel economy and
vehicle durability while reducing emissions for refuse
applications.
Although electric drive systems have been available in cars
for years, Oshkosh is a leader in the development of
next-generation hybrid propulsion systems in heavy trucks.
In fact, Oshkosh was the first manufacturer to introduce
hybrid electric drive technology for heavy trucks when it
unveiled a ProPulse-equipped heavy-payload defense truck in
2000. The ProPulse system is designed to handle the rigors
of off-road military operations while maximizing fuel
economy. The Department of Defense research funding will
allow Oshkosh to prepare its ProPulse system for a mass
production environment.
ProPulse Electric Drive Design and Performance
The ProPulse system design uses a unique, modular
series-hybrid arrangement to simplify the transmission of
power to the wheels. The diesel engine powers an electric
generator, which provides direct power to the wheels,
eliminating the torque converter, automatic transmission,
transfer case and drive shafts. A dedicated motor controlled
from its own power converters drives each wheel
independently.
ProPulse technology can increase fuel economy by up to 40
percent over conventional power trains. The diesel engine is
optimized to run at the most efficient speed based on power
demand, and transient loads to the engine are eliminated
using stored energy. This eliminates the inefficiency
associated with changing rpm levels during acceleration and
deceleration, and also reduces emissions. During stopping
operations, the electric motors operate as generators, and
energy is stored for use during the next acceleration. Other
advantages of the system include:
-- On-board generator. The system acts as an on-board
generator, providing enough electricity to power a city
block, airfield, hospital or command center.
-- Smaller logistics footprint. Since the system uses no
batteries, they never need to be replaced. The amount of
fuel needed to supply ProPulse-equipped trucks is less.
-- Advanced safety technology. Unlike some other systems,
users can discharge all stored energy from the truck, so
maintenance personnel can work in complete safety.
Oshkosh is a founding partner in the 21st Century Truck
Initiative, a research partnership sponsored by the federal
government. This cooperative program between government and
industry focuses on improving fuel economy, reducing air
pollution and reducing dependence on petroleum-based fuels
through development of new propulsion technologies, fuel
cells and vehicle design.
Oshkosh Truck Corporation is a leading
manufacturer of specialty trucks and truck bodies for the
fire and emergency, defense, concrete placement and refuse
hauling markets. Products are marketed under the Oshkosh(R),
Pierce(R), McNeilus(R), Geesink, Norba and Medtec(R) brand
names. The company is headquartered in Oshkosh, Wis., and
had annual sales of $1.74 billion in fiscal 2002.
For more information about Oshkosh Truck Corporation, log
onto the company web site at www.oshkoshtruck.com.
Certain statements contained in this press release are
"forward-looking statements"
CONTACT: Investors: Oshkosh Truck Corporation Charlie Szews,
920/233-9332 or Media: Oshkosh Truck Corporation Kirsten
Skyba, 920/233-9621 SOURCE: Oshkosh Truck Corporation
02/25/2003 13:28 EASTERN
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It's redundant to have yet another EV Tradin' Post, isn't it? Besides, I
would rather have the details of who, where, and point of contact in regards
to the vehicle and ownership, rather than just a dealer point of contact.
Christian
----- Original Message -----
From: "Roy LeMeur" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Thursday, March 20, 2003 10:29 PM
Subject: Re: ZAP RAP FEVER: page to sell or trade your EV
>
>
> Bruce EVangel Parmenter wrote:
> ---------------------------------
> http://www.zapworld.com/rapcars.htm
> Offering pre-owned Sparrows, Force, conversions, nEVs, scooters.
> It sort of says to contact them to sell your EV through them
> (like a broker?).
>
> Has anyone used their service?
> ---------------------------------
>
> After buying and selling many, many vehicles over the years, I _never_
call
> on an ad that doesn't list an asking price. With rare exceptions, people
who
> do not list a price think their *stuff* don't stink and is always too high
> priced.
>
> Not one vehicle at this site/page has an asking price, even the
conversions.
>
> Buyer beware!
>
> IMHO
>
>
>
>
>
>
>
> Roy LeMeur Seattle WA
>
> My Electric Vehicle Pages:
> http://www.angelfire.com/ca4/renewables/evpage.html
>
> Informative Electric Vehicle Links:
> http://www.angelfire.com/ca4/renewables/evlinks.html
>
>
>
>
> _________________________________________________________________
> MSN 8 helps eliminate e-mail viruses. Get 2 months FREE*.
> http://join.msn.com/?page=features/virus
>
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Paul-G,
That is a beautiful EV, and you are selling it at a sacrafice price. Some
lucky buyer is going to be very happy.
If battery warmers were added, it could probaly get 60 frwy miles.
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Today a friend an I pulled out the engine and transmission out of my 99
Toyota Tacoma extended cab donor truck ( I guess I can call it a glider now
:) ). What a great feeling!!
I should say that this hasn't been without a few glitches. I waited to
start ripping out stuff until I had received a signed title from the
leasing company from which the guy that I bought it from was leasing
it. Then I started gutting it. I had called the DMV info line and asked
what was necessary to register a vehicle for non-operation. Should be no
problem. Finally I got around to actually going to the DMV (California
Dept. of Motor Vehicles) and doing the paperwork and paying my $880 in
taxes (ouch). The the guy from the DMV told me "You'll have to get a smog
test before we can give you a clean title". Oh Shxt. I've already pulled
out the gas tank, radiator, emmisions, ++. Fortunately I must have won the
lottery with DMV people, since when I explained that I was already ripping
stuff out and working on converting it to electric, he just said "I've
never had anybody that was doing that before" and then proceeded to tell my
how to do a deferred registration. It could have been real ugly, but I was
very fortunate. He could have required me to deliver a smog cert. and I'd
have been putting it all back together. There were people at the DMV
office that were there for the 4th time for stuff a lot less
out-of-the-ordinary stuff than I had. I still have to deal with the
emissions "referee" but I think that will be a case of proving the obvious
fact that I no longer need to participate in the smog program, since I
don't have an engine any more.
Now I have several questions. When I pulled apart my bell housing+tranny,
I found that my flywheel has in the center (actually as part of the flange
that is part of the driveshaft) a pilot bearing that centers and supports
the shaft from the transmission. Do I need to make that part of my
coupling/adaptor plate? One of the motors I'm looking at is Victor's 5133,
which has a outside-splined shaft. He offers an adaptor to convert that
spline to a grooved-shaft. Do I need this? Even for any other type of
motor, seems like if I can come up with a coupling that converts a splined
shaft or whatever the motor has to the 10-bolt flange that the flywheel
attaches to, and would hold a pilot bearing, then I'm good to go. But I
haven't seen much in the reading I've done that mentions the pilot bearing
or different shaft types.
Any insight to what I should do here is greatly appreciated.
Thanks,
Chris
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