EV Digest 2698
Topics covered in this issue include:
1) RE: Henny Electric
by "Darryl McMahon" <[EMAIL PROTECTED]>
2) Re: plugging in Zivan K2 after other chargers
by "David Roden (Akron OH USA)" <[EMAIL PROTECTED]>
3) Re: Henny Electric
by "David Roden (Akron OH USA)" <[EMAIL PROTECTED]>
4) Re: range extender ready to go on ebay 2519945535
by "David Roden (Akron OH USA)" <[EMAIL PROTECTED]>
5) Re: TEVan featured on Mopar site
by Lonnie Borntreger <[EMAIL PROTECTED]>
6) Re: Circuit Diagrams For Motor Controllers
by Lee Hart <[EMAIL PROTECTED]>
7) Re: Henny Electric
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
8) Re: Electric Bicycle
by Lin Tse Hsu <[EMAIL PROTECTED]>
9) Vicor charger power supply
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
10) Honda Motors Run Backwards?
by "Russcher, Michael S" <[EMAIL PROTECTED]>
11) Re: Corbin Motors (makers of the Sparrow) seems to have gone under
by Jim Coate <[EMAIL PROTECTED]>
12) Re: Universal Posts
by "Richard Millhouse" <[EMAIL PROTECTED]>
13) Re: The car that could EV1 and Dave Goldstein?
by Chip Gribben <[EMAIL PROTECTED]>
14) Re: Vicor charger power supply
by [EMAIL PROTECTED]
15) Re: Universal terminals
by Nawaz Qureshi <[EMAIL PROTECTED]>
16) Re: Wind turbines in Iowa?
by <[EMAIL PROTECTED]>
17) Wired News: Booze to Fuel Batteries
by Danny <[EMAIL PROTECTED]>
18) Re: Corbin Motors (makers of the Sparrow) seems to have gone under
by Seth Murray <[EMAIL PROTECTED]>
19) Re: Henny Electric
by Lee Hart <[EMAIL PROTECTED]>
20) Who is repooutlet ?
by "The Levine Family" <[EMAIL PROTECTED]>
21) GM Rumors
by "Christian T. Kocmick" <[EMAIL PROTECTED]>
22) Re: GM Rumors
by [EMAIL PROTECTED]
23) Re: Bringing Old Lead Back To Life
by Lesley Walker <[EMAIL PROTECTED]>
24) Re: Henny Electric
by Rich Rudman <[EMAIL PROTECTED]>
25) Re: Corbin Motors (makers of the Sparrow) seems to have gone under
by Rich Rudman <[EMAIL PROTECTED]>
26) Re: Corbin Motors (makers of the Sparrow) seems to have gone under
by Rich Rudman <[EMAIL PROTECTED]>
27) EV Marketing Mistakes / Sales Reps Welcomed
by Andrew Wysotski <[EMAIL PROTECTED]>
--- Begin Message ---
If you go with a ferro-resonant charger, you pick your output voltage at time of
purchase. 72 volts now means you don't get 96 volts later. Lester is a good name.
I still have a couple of those. They may end up in the parts bin project this
spring, but only because the voltages happen to match, by coincidence.
You can use a variac and bridge rectifier arrangement. Cheap, and will do the job.
Make sure it is well fused and have a good ammeter in the circuit. Be prepared to
adjust the variac at least 3 times in every charging cycle to charge the batteries
properly. Very sensitve to changes in input voltage. Great for dealing with
different voltage packs and odd requirements. I still have one. It is not in
regular use.
Cheap chargers lead to expensive battery packs, due to premature replacement.
Spend the money on the charger. You can move it to your next EV.
So, you're going to want to use a switch-mode supply type charger. That gets you
some intelligence, less fiddling, and the ability to change the output voltage when
you upgrade the battery pack. I have some experience with those, including a
Battery Marshal, a homebuilt and 2 K&Ws. One of the K&Ws is still in regular
service.
However, with all that experience, take note that I have ordered a PFC-20 from Rich
Rudman, and it will be going into my next EV.
Darryl McMahon
P.S. contact me offline, and I will see if I can find some old references for old
Renault parts. I have owned several, including an electric conversion.
Send reply to: [EMAIL PROTECTED]
From: "James Jarrett" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Subject: RE: Henny Electric
Date sent: Wed, 2 Apr 2003 09:19:59 -0500
> Yeah, I know, but that is one PRICY bullet. I think if I go that route, I
> might have to dodge a few (much less expensive) bullet's from my wife!!
>
> James
>
> James F. Jarrett
> Information Systems Associate
> Charlotte Country Day School
> (704)943-4562
>
> Man did not weave the web of life; he is merely a strand in it. Whatever
> he does to the web, he does to himself.-- Anon.
>
>
> -----Original Message-----
> From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
> Behalf Of Eric Penne Sent: Wednesday, April 02, 2003 9:03 AM To:
> [EMAIL PROTECTED] Subject: Re: Henny Electric
>
>
> The PFC-20 is a very good choice for this application. It gives you the
> variable input for wherever you plug in, but it can also handle the 72V
> pack you have now and the 96V pack you want to put into it later. Shoots
> down 2 birds with 1 bullet. Then as your EVGrin gets bigger you'll be
> able to move it to your next car and it more than likely will be able to
> handle that vehicle also.
>
> Eric
>
>
> > Well I did it.
> >
> > Much to my wife's chagrin, I purchased the 59 Henny electric on ebay.
> >
> > Should be here in about 2-2 1/2 weeks.
> >
> > Now, I know the batts need replacing as they only get about 5-10 miles
> > now, and I'm going to have to do minor brake work and some cosmetic
> > work.
> >
> > BUT!! I want to ask the group what they would recommend to replace the
> > stock charger. Yes, it still works and I'll keep it as a curiosity, but
> > I feel that even the "worst" charger available today has got to be
> > better than the best one from 1960!!.
> >
> > I would love to put a pfc-20 in it, but with the car only being 72 volts
> > (and old) that seems a bit overkill. Does anyone have a good 110/220
> > charger that can handle a 72volt AND a 96 volt system (I hope to upgrade
> > the motor and the batts at some point and I intend to go 96 volts).
> >
> > Also, any reccommendations on the "best" cost/value 6v golf cart batts
> > to put in this old girl.
> >
> > Thanks in advance,
> >
> > James
> >
> >
> >
> > James F. Jarrett
> > Information Systems Associate
> > Charlotte Country Day School
> > (704)943-4562
> >
> > Man did not weave the web of life; he is merely a strand in it. Whatever
> > he does to the web, he does to himself.-- Anon.
>
--- End Message ---
--- Begin Message ---
On 1 Apr 2003 at 23:13, Chuck Hursch wrote:
> I still haven't figured out why a Zivan K2 plugged in
> after a non-isolated charger, such as the K&W BC-20 or RUSSCO, is
> plugged in, will yellow-light (at least it doesn't start up after
> up after the "test" phase).
Battery voltage too high? Just a guess.
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
Want to unsubscribe, stop the EV list mail while you're on vacation, or
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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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--- End Message ---
--- Begin Message ---
On 2 Apr 2003 at 8:41, James Jarrett wrote:
> I feel that even the "worst" charger available today has got to
> be better than the best one from 1960!!.
Not necessarily ...
>
> I would love to put a pfc-20 in it, but with the car only being 72 volts (and
> old) that seems a bit overkill. Does anyone have a good 110/220 charger that
> can handle a 72volt AND a 96 volt system (I hope to upgrade the motor and the
> batts at some point and I intend to go 96 volts).
You might look into Brusa. I'm pretty sure the lowest voltage models can go
down to 72 volts (though at reduced power). Ask Victor; he sells them now.
Warning -- they're pricey.
>
> Also, any reccommendations on the "best" cost/value 6v golf cart batts to put
> in this old girl.
Some people swear by Trojan. I like US Battery better. They will sell and
ship directly to you, or arrange for you to get them at a very good price
through a local dealer. You can also order any type of terminal you want,
which seems to be a problem with Trojans. Email [EMAIL PROTECTED] or
[EMAIL PROTECTED] and they'll hook you up with a local contact.
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
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.
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
--- End Message ---
--- Begin Message ---
On 2 Apr 2003 at 8:48, [EMAIL PROTECTED] wrote:
> Just a heads up, not my auction.
>
> http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&item=2519945535&category=26198
>
ONAN GENERATOR 15KW 120-240
Just wait until you find out what this beast weighs! <g>
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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.
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
--- End Message ---
--- Begin Message ---
On Wed, 2003-04-02 at 08:52, Rod Hower wrote:
> Thanks to Dave Davidson for providing the part number of my shift switch.
> I did an internet search on the part number and came up with 1 good link.
> It happened to be a dealership in RI.
> I bought a couple of shift switches and provided information on my TEVan.
> It is now featured as their 'Mopar of the month'.
> http://www.buymopar.com/rides/index.html
Considering the other classics on that page, it's quite an honor to have
your TEVan featured there. Cool!
Lonnie
--- End Message ---
--- Begin Message ---
>> Been reading the old logs but have not come up with any reasonable
>> circuit diagrams for motor control. I am building a simple electric
>> bike to begin with...
Jon "Sheer" Pullen wrote:
> well, over at evtech, we have a diagram from Lee Hart...
> http://www.brassrat.net/~evtech/phorum/download.php/1,9,8/SCRDCctl.pdf
> It's SCR-based, and thusly is more than a bit out of the current
> vogue, but it still bears glancing at. Certainly if built it will
> work.
That's a golf cart controller, good for 36v and 100s of amps. Rather big
for an electric bike.
> I don't know of anyone that's posted a MOSFET schematic...
I also posted one for a Petrosonics MOSFET controller, good for 24v and
50 amps. I'll email the schematic to Jon Pullen, and if he puts it on
your website you can get it there.
> Same story with IGBTs, although I may be taking a stab at a 48V IGBT
> controller sometime this year, just to prove how foolish I am.
IGBTs are best for high voltages; they have the highest voltage drop of
any of the common switching devices, and so would have the lowest
efficiency in a low-voltage controller.
--
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 ---
For lead acid. I don't know. It might be just fine if you use the orginal
pack design. PFC would be smokin fast. Lawrence Rhodes...
----- Original Message -----
From: "James Jarrett" <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Wednesday, April 02, 2003 5:41 AM
Subject: Henny Electric
> Well I did it.
>
> Much to my wife's chagrin, I purchased the 59 Henny electric on ebay.
>
> Should be here in about 2-2 1/2 weeks.
>
> Now, I know the batts need replacing as they only get about 5-10 miles
now,
> and I'm going to have to do minor brake work and some cosmetic work.
>
> BUT!! I want to ask the group what they would recommend to replace the
> stock charger. Yes, it still works and I'll keep it as a
> curiosity, but I feel that even the "worst" charger available today has
got
> to be better than the best one from 1960!!.
>
> I would love to put a pfc-20 in it, but with the car only being 72 volts
> (and old) that seems a bit overkill. Does anyone have a good 110/220
> charger that can handle a 72volt AND a 96 volt system (I hope to upgrade
the
> motor and the batts at some point and I intend to go 96 volts).
>
> Also, any reccommendations on the "best" cost/value 6v golf cart batts to
> put in this old girl.
>
> Thanks in advance,
>
> James
>
>
>
> James F. Jarrett
> Information Systems Associate
> Charlotte Country Day School
> (704)943-4562
>
> Man did not weave the web of life; he is merely a strand in it. Whatever
he
> does to the web, he does to himself.-- Anon.
>
--- End Message ---
--- Begin Message ---
> A look around their website shows that they are
planning on having a
> refueling program. In the end they need a network
of places to
collect
the
> used fuel which is now Zinc Oxide and distribute new
Zinc plates.
Some time ago, I was approached via e-mail by some
Chinese guy who had a little web site advertising
exactly such a scheme. He wanted funding, and the
amount he asked me for was on the order of US$1
million. I sent reply mail asking what the business
plan was, and what the revenue projections were for
each $1 million investment. He said that the
refueling would be set up through the existing network
of gasoline stations. So, I asked about the annual
revenue per station, maintenance expenses, and
retrofit capital outlay. He did not give me the
figures, but said that they would come out of further
R&D, which is pretty much what the funding was
requested for.
Needless to say, I was not impressed, and never heard
much about this idea, until now.
__________________________________________________
Do you Yahoo!?
Yahoo! Tax Center - File online, calculators, forms, and more
http://tax.yahoo.com
--- End Message ---
--- Begin Message ---
I got a charger from Bryan/Brian, in San Jose can't remember the right name.
I pulled out the resistor for the trim pot and can't remember where it goes.
It stopped working before that though. There was an added component on the
negative side that might have blown possibly. Lawrence Rhodes......
--- End Message ---
--- Begin Message ---
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--- Begin Message ---
Richard Millhouse wrote:
On the subject of Sparrows, Cloud EV near Seattle
has 5 DCP controllers from some of those units.
Used, but O.K. Just a thought.
Besides still having some DCPs in stock, their web page makes the
interesting statement that "A new controller will be made by Alltrax
that will replace this model, Due to be out later this year."
http://www.cloudelectric.com/category.html?UCIDs=1215201
So what sort of track record does Alltrax have?
_________
Jim Coate
1992 Chevy S10
1970's Elec-Trak
http://www.eeevee.com
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Rod Hower wrote:
> I just started reading the book by Michail Shnayerson regarding the EV1.
> In the acknowlegdments section it mentioned Dave Goldstein.
> I'm just wondering if this is the same guy on the list with a TEVan?
> Rod
> P.S. Thanks Dave for the Mopar part number on the transmission switch for
> the TEVan!
I'm pleased to announce that this is our Dave Goldstein, President of the
Electric Vehicle Association of Washington, DC. (EVA/DC)
Over the years Dave has been approached by several journalists and writers
because of his in-depth knowledge of EVs. He also has been a consultant for
for several manufacturers in the EV industry and is also a long-time friend
Bob Beaumont, father of the CitiCar and Tropica.
Just last month Dave received an Award for his Achievements as a volunteer
for the Electric Auto Association (EAA).
Chip Gribben
EVA/DC Webmaster
http://www.evadc.org
NEDRA Power of DC Racing Coordinator
http://www.powerofdc.com
--- End Message ---
--- Begin Message ---
Lawrence,
Go to www.vicr.com and look for datasheets. They have the pinouts.
Steve
In a message dated 4/2/2003 12:32:18 PM Eastern Standard Time, "Lawrence Rhodes"
<[EMAIL PROTECTED]> writes:
>I got a charger from Bryan/Brian, in San Jose can't remember the right name.
>I pulled out the resistor for the trim pot and can't remember where it goes.
>It stopped working before that though. �There was an added component on the
>negative side that might have blown possibly. �Lawrence Rhodes......
>
>
--- End Message ---
--- Begin Message ---
Hi:
IMHO, the Trojan terminal is too weak for EV applications. Their
motivation was to minimize the cost by removing the extra lead, and not
offer any alternatives because their main application is the golf car
and the like. You draw your own conclusions from the facts and claims.
Also in IMHO, it is a fact that USBMC will configure all the possible
terminals per the customer's request. Also our terminals are much more
robust with extra lead, and use better quality stainless steel bolts.
Sincerely
Nawaz Qureshi
Alan Shedd wrote:
Thanks to all who contributed to the battery terminal discussion. We began
wiring the new pack tonight using automotive style terminals crimped to 2/0
cable. There are some clearance problems between the battery terminals and
the "master vent" battery caps that limit wiring. I will put together some
photos later and get someone to help post them on a site for download. I
wanted to share the following email thread with Jim Le of Trojan Battery.
(Note, these are in reverse order - first email last)
I have not included the battery drawings in this post because of list
rules.
If anyone wants them, I can email them to you directly. The drawings are
dimensioned drawings of T-145s with three different terminal configurations.
I will be sorry to see the Trojan "UT" posts go in favor of the new
low-profile terminals. It would be a good research project for someone to
test Trojan's contention that the "LPT" posts are superior and will
withstand street EV current draws. Of course, few of us want to trash some
batteries or have the luxury of a non-critical application where post
failure would be acceptable even for test purposes.
-Alan
Hi Alan:
All I can say about the drawing is "OOOPS!" I completely forgot about it
by
the time I finished writing the e-mail. Let's try that again.
The first shows the Universal terminal (UT). It's still available but will
be discontinued in the near future. You might be able to order them
through
our distributors.
The second shows our standard "Wingnut" (WNT) configuration that are
(you're
correct) commonly found on golf car batteries. This style has been
discontinued although we are still doing some short production runs to take
care of customers who needed more time to convert to the new style.
Contrary to popular belief, the small contact area can handle quite a high
current draw (as a final inspection process, all of our 6 volt batteries
are
subjected to a discharge rate of over 1500 amps) as long as there is a good
connection and the proper cable is used. We discontinued this post because
we wanted people to stop using the automotive-style base; it was never
meant
to be used as such.
The third drawing shows the new Low Profile Terminal (LPT). This is the
new
standard terminal on our T-series batteries. It is actually much better
than the WNT. With the automotive-style base eliminated, there is more
contact area to make people feel a little more secure about the terminal.
Personally, I prefer the LPT over the UT.
As for the vent caps, just ask the distributor to order batteries with
bayonet caps (individual lock-down caps) instead of the mastervent
(gang-type caps). If you cannot get the bayonet caps, just let me know and
I'll gladly send you some.
If you need further assistance, please feel free to contact me.
Best regards,
Jim
---------------------------------------------------------------------------
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-----Original Message-----
From: Alan Shedd [mailto:[EMAIL PROTECTED]
Sent: Monday, March 31, 2003 6:37 PM
To: Jim Le
Subject: Re: Battery terminal dimensions
Hi Jim:
Thanks for the information. I did not receive any drawings with your
email. I am still somewhat confused. I have seen three different styles
of
posts on Trojan batteries. In fact we have some of each which makes
replacement or interchanging difficult.
The first T-145s we received have posts that are roughly 3/4" in diameter
and 1" tall. They are round posts that have flats on two sides with a
5/16"
bolt hole passing horizontally through the post. A Trojan distributor I
talked with called these "UT" posts and that seems to match your
description. This is the type of post I would prefer since they seem to
provide the largest contact area and most positive connection for large
bolt-on lugs.
We ordered an additional 12 T-145s and I thought the teacher had
specified
the UT type post above. What arrived was what I have seen more commonly in
golf carts. The base of the post is shaped like a standard automotive
post.
The positive post is about 1/16" larger in diameter and both the positive
and negative posts are tapered. Sticking out of the top of each post is a
5/16" diameter threaded stud approximately 1/2" long. In most golf cart
applications, including my Club Car, the battery cables are bolted to the
top of the battery posts using this stud. The Trojan distributor told me
that this style post was no longer made, however, the batteries we just
received are coded "C 3". When the teacher checked with the person at
Trojan he ordered the batteries from, they said that they did not have any
of the UT style posts on hand and it would be 3 - 4 weeks delay. We cannot
wait that long. The Tour de Sol competition we are preparing for is in
early May and we have to get the vehicle operational and conduct some
testing and shake-down. Others have advised me not to use the studs on
these posts to attach our cables. The high current draw could melt the
posts due to the small contact area. Thus it seems that our only
possibility is to use automotive style terminals crimped to the 2/0 cables
and clamped to the base of these posts.
For some reason one of the 12 batteries we ordered has a third post
style.
Some have referred to this as a low-profile post. It does not have the
automotive style base, only a 5/16 stud from coming out of the top of the
post. This battery post design seems to be of little use to larger EVs
that
typically have higher current draw. Only a small surface of the battery
terminal lug would be in contact with the battery post. We hope to be able
to exchange it.
I agree that making low-resistance cables is essential. We do not have
capability for soldering lugs onto 2/0 welding cable and have had to rely
on
crimped connections. As you can imagine, high schools do not have the
resources that industry has. We use anti-oxidation paste in the assembly
but it cannot be as good as a quality solder joint. Some have expressed
concern about the solder stiffening the cable.
Another problem we face is with the battery caps. The single cap that
covers all three cells does not allow space across the top of the battery
for battery tie-downs. Due to the orientation in the battery boxes, we
cannot place tie downs along the short edge of the batteries due to the
lifting eyes molded near the battery edges. The caps preclude running a
strap across the top of the battery. We may search for a source of
individual battery caps that will fit.
-Alan
Alan C. Shedd, P.E.
Advisor to Georgia's Electric Vehicle Education Program
(cell) 770-654-0027
[EMAIL PROTECTED]
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----- Original Message -----
From: Jim Le
To: 'Alan Shedd'
Sent: Monday, March 31, 2003 6:55 PM
Subject: RE: Battery terminal dimensions
Hello Alan:
Please refer to the attached drawing. The Universal post is similar to
an automotive post with a flattened out section on top that can accommodate
a nut and bolt. Note that the positive post is slightly taller and bigger
than the negative post. For high current, I recommend that you do not use
it as an automotive post but rather use the nut-and-bolt connection.
FYI- the post that you're thinking about when you said "5/16 post" is
not called a Universal post. It's called the Low Profile Terminal (LPT)
which basically is a 5/16 threaded stud sticking up from the battery.
Both types of posts can handle high current as long as the connection
is
solid. What usually concerns me is not the posts but how the cable
connector is assembled to the cable. We strongly recommend a crimped and
soldered connection rather than crimped only.
If you need further assistance, please feel free to contact me.
Best regards,
Jim Le
Product Application Engineer
800-423-6569 Ext. 301
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-----Original Message-----
From: Alan Shedd [mailto:[EMAIL PROTECTED]
Sent: Saturday, March 29, 2003 7:22 PM
To: [EMAIL PROTECTED]
Subject: Battery terminal dimensions
I have helped a high school construct an electric vehicle. It uses
T-145s.
The existing batteries have "L" style posts which are well suited to
the
high current draws. We are increasing the battery capacity by adding
more
T-145s. I understand the new batteries were shipped with Universal
posts.
"L" posts were not available off the shelf, there would have been a
several
week delay so the teacher ordered the Universal posts. I am concerned
that
connecting the wiring to the 5/16 post will not provide good contact
for
currents that can reach 1000 Amps. (500 Amps is typical) Can
automotive-style battery terminals on the cables be used with the
Universal
posts? Are the positive and negative posts different sizes as is the
practice in typical automotive batteries?
Please provide recommendations, dimensions and a sketch if possible.
We
need to complete wiring this coming week.
-Alan
Alan C. Shedd, P.E.
Advisor to Georgia's Electric Vehicle Education Program
(cell) 770-654-0027
[EMAIL PROTECTED]
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You can get your "American Electrons" without having to reach so far. There's a big
windfar (maybe two) in southwestern Minnesota, that many of the Mionnesota co-ops buy
from.
Robert
- - - - - - - - - - - -
Gordon Niessen <[EMAIL PROTECTED]> wrote :
> In driving home to Houston from Phoenix, I happened to spot the Wind Farm
> of Green Mountain Energy in West Texas. Thanks to deregulation, I buy my
> power from them. So my batteries get charged with "American Electrons". I
> was impressed to see that of well over a hundred Wind Turbines I could see
> from I-10 that all were spinning. And this was with very light winds. I
> will post pictures when my film is developed.
___________________________________
Build high quality traffic with the Web's Premier traffic building system. 2 to 1
ratio! http://www.itrafficstar.com/?ref=6
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http://www.wired.com/news/gizmos/0,1452,58119,00.html
Scientists have experimented with biofuel cells for years, but so far
have been unable to engineer any that produce power for more than a
few days.
The team behind the new battery has produced a constant current from its
biofuel cell that is still going strong after two months. The
researchers from Saint Louis University attribute their success to the
fuel and to the environment they engineered for the enzymes that create
the reaction that produces electricity.
Prior experiments have used methanol, another type of alcohol, as fuel.
The Saint Louis team chose ethanol.
"A big advantage is that ethanol is not toxic like methanol, so it is
easier to deal with," said team leader and assistant professor of
chemistry
Shelley Minteer.
Ethanol is also easier to get hold of than methanol -- as long as you're
21.
"You can use any alcohol. You will be able to pour it straight out of
the bottle and into your battery," said team member Nick Akers, a
graduate student. "We have run it on various types. It didn't like
carbonated beer and doesn't seem fond of wine, but any other works
fine."
Users won't have to deplete their liquor cabinets to keep their
portables powered up, because all it takes is a few drops.
"Once the system is fully optimized, probably one to three drops of
alcohol could power your cell phone for a month," Akers said.
Ethanol is also more active than methanol in the presence of enzymes --
the other essential ingredient in the new battery. Enzymes are
molecules found in all living things that speed up the body's chemical
processes. The Saint Louis team uses them as catalysts inside their
biofuel cell.
"The enzymes we use are called dehydrogenase," Akers said. "We chose
these because they strip protons from alcohol, and this is the
reaction we need to get electricity."
Enzymes are not alive like cells or bacteria, but they have to be active
for the biofuel cell to work. Keeping the sensitive catalysts active has
caused problems in the past.
"Enzymes are fairly fragile and can be denatured if there are any
changes in temperature or in the pH level (acidity or alkalinity),"
Minteer
said. "Given the proper environment, an enzyme should last for long
periods of time. It is creating this environment in a fuel cell that
researchers have struggled with for years."
Minteer and her team overcame this conundrum by coating the biofuel
cell's electrodes with a polymer that contains tailored micelles, or
pores, which provide an ideal microenvironment for the enzymes to
thrive.
After two months of producing a constant current with its biofuel cell,
the Saint Louis team is optimistic.
"There's no evidence that it is going to stop tomorrow. We don't know
yet how long it's going to last. Could be six months," Akers said.
Scott Calabrese Barton, assistant professor in the Department of
Chemical Engineering at Columbia University, said the Saint Louis team's
test results seemed promising.
"It's a great accomplishment that they were able to turn ethanol into an
oxidizer and get a stable current," Barton said.
However, he said the rate of power generated is also an important
factor. "If it is low, then it's only suitable for certain applications,
like
sensors."
Minteer said the team is working on ways to increase their biofuel
cell's power density. Currently the team's battery can produce 2
milliwatts of power per effective square centimeter. The average cell
phone requires 500 milliwatts to operate.
The team is also looking at ways to produce a battery designed to fit
today's portables that can also produce the necessary power output.
"It's like a radiator in car," Akers said. "It's folded, and all those
ridges and folds give it a high surface area so the effective surface
area
becomes tremendously huge. You can do this on a micro scale so that the
effective surface area of the electrodes is enormous. This is what
we are doing in the designing process."
Akers is confident the team will have a working prototype in a year, and
that the finished product will hit store shelves a year later.
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So what sort of track record does Alltrax have?
Alltrax is DCP, so I'd imagine pretty good.
Seth
--
QUESTION INTERNAL COMBUSTION
http://users.wpi.edu/~sethm/
http://www.austinev.org/evalbum/387.html
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James Jarrett wrote:
> Much to my wife's chagrin, I purchased the 59 Henny electric on ebay.
> Now, I know the batts need replacing as they only get about 5-10
> miles now...
As we've often said, don't give up on them too soon. You may be amazed
at how well they respond to tender loving care.
> I want to ask the group what they would recommend to replace the
> stock charger. Yes, it still works and I'll keep it as a curiosity,
> but I feel that even the "worst" charger available today has got
> to be better than the best one from 1960!!
You may be surprised! :-) If anything, most of the non-EV chargers
being sold today are WORSE. Mostly due to made in China/Mexico
cost-cutting. That 1960 charger will still work. The odds of most of
today's chargers still working after 40+ years is nearly zero.
So see what you've got. It is probably a transformer-isolated, constant
voltage transformer-based design.
> Also, any recommendations on the "best" cost/value 6v golf cart
> batts to put in this old girl.
You need to shop around. Exide 6v batteries from Sam's Club are the
cheapest, and work OK. Premium batteries like US Battery and Trojan cost
more, but last longer.
--
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
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Looks like there are a lot of ZAP-type products being sold by this eBay
member, but Fulton, CA is not ZAP's home, and he's also sold some old ICE
vehicles, so I just wondered if this is an inventory liquidator or a
secondary company that is trying to get some money for ZAP's stockholders!
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I thought I saw an article that GM had finally relented and decided to bring
back the Impact. Can anyone confirm this?
Christian
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Christian,
You didn't see it yesterday did you? I seem to remember a posting last 4/1 about GM
seeing the light!
Steve
In a message dated 4/2/2003 4:59:52 PM Eastern Standard Time, "Christian T. Kocmick"
<[EMAIL PROTECTED]> writes:
>I thought I saw an article that GM had finally relented and decided to bring
>back the Impact. Can anyone confirm this?
>
>Christian
>
>
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Joe Smalley wrote:
> If enough people are interested, I can post the schematic of the control
> panel, the electronic load and an executable version of the software.
Well, I'm certainly interested. Anyone else?
--
Lesley Walker, Wellington, New Zealand
LRW at clear.net.nz
"Do you like cat?"
"Yes, I quite like cats."
"Leg or breast?"
Neverwhere, by Neil Gaiman
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James Jarrett wrote:
>
> Well I did it.
>
> Much to my wife's chagrin, I purchased the 59 Henny electric on ebay.
>
> Should be here in about 2-2 1/2 weeks.
>
> Now, I know the batts need replacing as they only get about 5-10 miles now,
> and I'm going to have to do minor brake work and some cosmetic work.
>
> BUT!! I want to ask the group what they would recommend to replace the
> stock charger. Yes, it still works and I'll keep it as a
> curiosity, but I feel that even the "worst" charger available today has got
> to be better than the best one from 1960!!.
>
> I would love to put a pfc-20 in it, but with the car only being 72 volts
> (and old) that seems a bit overkill. Does anyone have a good 110/220
> charger that can handle a 72volt AND a 96 volt system (I hope to upgrade the
> motor and the batts at some point and I intend to go 96 volts).
>
> Also, any reccommendations on the "best" cost/value 6v golf cart batts to
> put in this old girl.
>
> Thanks in advance,
>
> James
>
> James F. Jarrett
> Information Systems Associate
> Charlotte Country Day School
> (704)943-4562
>
> Man did not weave the web of life; he is merely a strand in it. Whatever he
> does to the web, he does to himself.-- Anon.
Just a plug here.
The PFC20s with a buck enhancer will deliver 29.5 amps into 72 to 96 no
sweat. And they are 110-240 capable.
I would keep the motor, even if you go for 120 VDC or higher.
Yea I know I may be on the high side of what you are looking for. Just
tryin' to help.
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
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Jim Coate wrote:
>
> Richard Millhouse wrote:
> > On the subject of Sparrows, Cloud EV near Seattle
> > has 5 DCP controllers from some of those units.
> > Used, but O.K. Just a thought.
>
> Besides still having some DCPs in stock, their web page makes the
> interesting statement that "A new controller will be made by Alltrax
> that will replace this model, Due to be out later this year."
>
> http://www.cloudelectric.com/category.html?UCIDs=1215201
>
> So what sort of track record does Alltrax have?
>
> _________
> Jim Coate
> 1992 Chevy S10
> 1970's Elec-Trak
> http://www.eeevee.com
Drum roll please, Alltrax is Damon's off road name. It legally separates
him from DCP, and the on road stuff.
SO Alltrax = DCP, Same team.
But it clearly doesn't have me in it.
Yes the Raptor will be coming back, and so the DC/DC, the really big
question is when.
I am not holding my breath.
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
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Jon "Sheer" Pullen wrote:
>
>
>
> Let's hope that the next person to make a single-occupant EV tries for at
> least half the reliability of a gas car? :-)
>
> Personally, I'm crossing my fingers that the Tango manages to get into
> production.
>
> S.
A few freindly pokes in Rick Woodbury's ribs.
The Tango is a class act, and is priced as such. Nice but I can't
afford one.
A Sparrow had cheap gear and had a modest to low price.
If Rick could make a Single seat Tango lite, 8 inch motor 500 amps of
Curtis type controller, and the bare interior essentials, we could have
a HONEST Sparrow.
All we need is crisp speeds, not Viper killing speeds. Single seat,
bike plates narrow, reasonably fast, reliable, Decent range, of course
with a single seater and say 156 to 240 volts, a 400 amp controller and
Evercells or Lions would then make a world changer EV.
This is still a idea as Good as Mike Corbins in the 60s and 70s.
I would put in my Nickle's worth of fast PFC 110-240 volt charge
anywhere Battery managment system, but that's a good idea on any EV.
It can be done, honesty and solid engineering is the Key.
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
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