EV Digest 4457
Topics covered in this issue include:
1) Re: Contactor Voltage Ratings
by Lee Hart <[EMAIL PROTECTED]>
2) Re: Vas: reduction gear
by Lee Hart <[EMAIL PROTECTED]>
3) Re: NiCD charging thoughts...
by Chris Zach <[EMAIL PROTECTED]>
4) Re: Motor repair
by John Wayland <[EMAIL PROTECTED]>
5) Re: NiCD charging thoughts...
by jerry dycus <[EMAIL PROTECTED]>
6) Re: worn Rabbits, an' Stuff.
by Lee Hart <[EMAIL PROTECTED]>
7) Re: Any ideas, intermitant problem?
by Evan Tuer <[EMAIL PROTECTED]>
8) Re: NiCD charging thoughts...
by Christopher Zach <[EMAIL PROTECTED]>
9) biz is booming
by "goodsharonwbird" <[EMAIL PROTECTED]>
10) Looking for a smarter E-meter
by Christopher Zach <[EMAIL PROTECTED]>
11) Re: Molding Composities (was Re: Honeycomb Aluminum Composites)
by "Paul G." <[EMAIL PROTECTED]>
12) TdS Report #70: Team Profile: Newburgh Free Academy Solar Racing Team
by [EMAIL PROTECTED]
13) TdS Report #71: Photos - Newburgh Free Academy Solar Racing Team
by [EMAIL PROTECTED]
14) Re: Curtis control
by "Rich Rudman" <[EMAIL PROTECTED]>
15) Re: Need Charger Recommendation
by "Rich Rudman" <[EMAIL PROTECTED]>
16) Trojan maintenance
by Rush <[EMAIL PROTECTED]>
17) TdS Report #72: Team Profile: Bassi Scientific
by [EMAIL PROTECTED]
18) TdS Report #73: Photos - Bassi Scientific
by [EMAIL PROTECTED]
19) Re: Curtis control
by Martin K <[EMAIL PROTECTED]>
20) Re: Contactor Voltage Ratings
by "David Chapman" <[EMAIL PROTECTED]>
21) Re: Contactor Voltage Ratings
by "Dave" <[EMAIL PROTECTED]>
22) ComutaCar "rescue"
by Nick Viera <[EMAIL PROTECTED]>
23) Re: Curtis control
by Rod Hower <[EMAIL PROTECTED]>
24) Re: Contactor Voltage Ratings
by "David Chapman" <[EMAIL PROTECTED]>
--- Begin Message ---
Dave wrote:
>
> So the two sets of contacts would open at exactly the same instant?
Yes; precisely. It can be done with a single contactor or switch that
has two sets of contacts. Or, with two separate contactors or switches
that are wired or mechanically connected so they operate at the same
time.
--
Humanity is acquiring all the right technology for all the wrong
reasons.
-- R. Buckminster Fuller
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
--- End Message ---
--- Begin Message ---
Seppo Lindborg wrote:
> You can reduce the AC motor speed by building it with more poles.
> If you use a four-pole motor instead of a two-pole one, you get
> half the max rpm.
>
> But this makes the motor bigger and heavier (for the same power).
No; all things equal, changing the number of poles has no effect on
weight. But it changes the proportions of the motor. A 2-pole motor
tends to be smaller in diameter and longer in length. The more poles,
the bigger the diameter and the shorter the length.
Peak power-to-weight occurs when the motor is "square", i.e. its
length=diameter. But the peak is quite broad; ratios of 1:2 and 2:1
still provide very good power-to-weight ratios.
> If you are ready to take the extra weight and cost of a transmission,
> why not take the extra weight and cost of the four-pole motor instead?
I agree. The higher pole count makes the motor run slower and with more
torque. This reduces the need for gear reductions.
--
Humanity is acquiring all the right technology for all the wrong
reasons.
-- R. Buckminster Fuller
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
--- End Message ---
--- Begin Message ---
Ok, I will start monitoring. I have a brand new E-meter (has all the
bells and whistles) and right now I am doing a discharge and logging to
my PC. I'll put the stats up on my web page if anyone cares to read.
I'll do a discharge, then a charge. FYI it took 60ah of power to make
them go to 15 volts on the comissioning charge; we'll see how they
handle another charge cycle or two (should be only 35-40ah tops is my guess)
Chris
Philippe Borges wrote:
It's data i have for mine aircraft type Saft sintered nicad cells, yours can
be different...
lets wait and be logic, we know they are different on the electrolyte
reserve (30cm3) the gassing phase is that consume water so less water
reserve should significate you must use less gassing voltage to obtain low
water consumption...
you can make a cell charge/discharge/capacity test with voltage logging and
see what your cell like better.
--- End Message ---
--- Begin Message ---
Hello John and All,
"John G. Lussmyer" wrote:
> I have an 8" ADC from a Sparrow. This motor had a major problem. Some of
> the brush rigging came loose and was turned into scrap metal.
> So, how do I get this fixed?
> I'd love to ship it to our new Motor Expert her on list, but I think
> shipping may make that a tad uneconomical. So, anybody know a place in the
> greater Seattle area that could fix this thing?
It's Sunday morning, and I'm still in the Seattle area! I just read this email.
If you get
this message in time, send me back an email with your phone number, so I can
call you and
arrange where we can meet up to get that motor from you. I'll take it back to
Portland
with me, free freight, buddy! Then, I'll hand it to Jim when he makes his
Tuesday
'over-the-mountian' run to town. Then, I'll pick it up from Jim the next time
I'm making
the central Oregon run to Redmond-Bend, or, Jim can bring it back the following
Tuesday.
Then....Rudman can get it from me the next time he and I hook up in Portland on
one of his
many Kingston-Portland.....see, it's easy...sort of :-), and it's all
freight-free.
Let me know soon.
See Ya....John Wayland
--- End Message ---
--- Begin Message ---
Hi Chris and All,
--- Chris Zach <[EMAIL PROTECTED]> wrote:
> Ok, I will start monitoring. I have a brand new
> E-meter (has all the
> bells and whistles) and right now I am doing a
> discharge and logging to
> my PC. I'll put the stats up on my web page if
> anyone cares to read.
>
> I'll do a discharge, then a charge. FYI it took 60ah
> of power to make
> them go to 15 volts on the comissioning charge;
> we'll see how they
> handle another charge cycle or two (should be only
> 35-40ah tops is my guess)
I wouldn't deeply discharge them until after the
first 5 or so cycles, rather several cycles to about
50-70% discharge to get them all working together
before you try to see just how much you can get out of
them.
Or you may reverse a cell or 2. While not the
problem it is in lead batts, it's still not good. You
can loose 10% cap for each reverse, unbalancing the
string. YMMV
When you first do a deep discharge test be sure to
watch closely in the last part as they are very colse
in voltage until arond 10% charged, then drop like a
rock.
A good idea is give each a number so you can
document which one goes down first, sec, ect and the
time so you can calulate each ones cap.
HTH's,
Jerry Dycus
>
> Chris
>
>
> Philippe Borges wrote:
>
> > It's data i have for mine aircraft type Saft
> sintered nicad cells, yours can
> > be different...
> > lets wait and be logic, we know they are different
> on the electrolyte
> > reserve (30cm3) the gassing phase is that consume
> water so less water
> > reserve should significate you must use less
> gassing voltage to obtain low
> > water consumption...
> >
> > you can make a cell charge/discharge/capacity test
> with voltage logging and
> > see what your cell like better.
>
>
____________________________________________________
Yahoo! Sports
Rekindle the Rivalries. Sign up for Fantasy Football
http://football.fantasysports.yahoo.com
--- End Message ---
--- Begin Message ---
Bob Rice wrote:
> Yeah, they tell ya NOT to pull a trailer with Prius, but NOTHING
> about towing a car <G>! In all seriousness, would it ruin a Prius
> to tow stuff, if you drove it reasonably?
I think it's all about cooling, like any car. The vehicle's power plant
is designed to supply a certain amount of horsepower for a certain
length of time. It might have a 100 HP engine, but that's the short-term
peak. The radiator and other heat-dissipating components are only sized
for 20 HP continuous. But that's ok, because it only takes 15 HP to
drive at 70 mph continuously.
Now try to tow another car at 70 mph. Instead of 15 HP, you need 25 HP
to maintain that speed continuously. There's not enough cooling
capacity, so the power plant runs too hot. Things will wear much faster,
break down from the extra heat stress, etc.
Now, you *could* just drive slower. The same 15 HP that normally propels
the car alone at 70 mph might be able to tow a car at 45 mph. So you
could drive all day at this speed without any extra strain on the power
plant.
But of course, people don't do this. They expect to tow trailers or
whatever at full speed. So it's easier for automakers to just say,
"Don't tow a trailer" and be done with it.
There are also other consequences of towing. Brakes are going to wear
out quicker. Handling will be worse. Climbing hills will be especially
difficult.
--
Humanity is acquiring all the right technology for all the wrong
reasons.
-- R. Buckminster Fuller
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
--- End Message ---
--- Begin Message ---
On 6/25/05, Catherine C. Burgard <[EMAIL PROTECTED]> wrote:
> This is a comuta car, 1981.
> I now believe it is the Curtis controller that is buzzing. I was able to get
> it to buzz with the
> seat off, and with a long screw driver placed on top of the controller could
> hear and feel the
> buzz.
> Is the controller dieing or is there some other problem that is causing a
> problem with the
> controller?
Did you read my reply earlier? I wrote:
"Does your vehicle have a curtis controller, a 1221 model maybe? If
overheated, the frequency drops and you hear this groaning noise from
the motor. The power is also reduced by a large amount. Maybe try
keeping the controller cool as an experiment to see if it's this - a
bag of ice on the flat side should do temporarily."
> The car has plenty of power and get up and go.
>
> The battery pack comes in under the seat and is connected to a bus bar.
> Between the
> bus bar and the controller is a cylinoid (probably spelled wrong).
You probably mean solenoid, we call them 'contactors'. It might whine
if it has an economizer circuit, but this certainly wouldn't affect
the car's performance as you described it.
Regards
Evan
--
EVan
http://www.tuer.co.uk/evs2
--- End Message ---
--- Begin Message ---
Jerry dycus wrote:
>> I wouldn't deeply discharge them until after the
>> first 5 or so cycles, rather several cycles to about
>> 50-70% discharge to get them all working together
>> before you try to see just how much you can get out of
>> them.
That's a good point. The next batch will be to 15ah then charge, then 20
and so forth. The manuals simply say comission, then discharge at 30ah
per pack. If the pack makes an hour, it's "good" end of story :-)
I just did a discharge test. I am using a perverted APC Backups 600 unit
with a 300 watt Halogen bulb. Provides an almost perfect 30 amp load at
the battery side and will cut off power at 10.5 volts.
The first run I did I got 41ah capacity and when I loaded the batteries
a little all were falling like rocks at the same time. Matched pack.
This second time (another 10) the voltage cut off once again at about
41ah (I have to read the telemetry) however when I re-loaded them
quickly two of them fell to zero volts with the other 8 at 1.1 or so.
Interestingly enough they did not reverse. Just went to zero volts.
8*1.1=8.8 which is below the cut-off, so even if one of them dove the
voltage would fall from 10*1.1=11.1 down to 9*1.1=9.9 below cutoff.
Charging I noticed that those two batteries hopped up to 1.3 volts
immediately while the rest sat at 1.2. I'm going to charge up the pack,
then take those two out for special review. Still, they put out 40ah
when the pack is rated at 30ah, so why am I complaining :-)
Chris
--- End Message ---
--- Begin Message ---
Hi Guys, its been a long time, but things are going great, me and my
husband are in a new shop. and are in talks with a major car parts
store to convert 2 of their delivery trucks for evaluation. they may
want a lot of them done, Here in Ks, theres a 40% tax incentive back
to the owner. Only bad thing is that they want to use their own line
of batterys, We told them we dont know how they will hold up agins a T-
105 battery so tis their loss if they go dead after a while or a loss
of range....But its a start to make a lot of conversions here. Sharon
--- End Message ---
--- Begin Message ---
Does anyone know if there is an E-meter device that can turn a relay on
when the SOC reaches 0% and turn the relay off when SOC reaches 100%?
Based on an AH count up and down modified by a charge efficience factor
and perkeurt factor like the E-meter?
I suppose I could just hook the RS232 output to a STAMP computer and
watch for 100% and 0% SOC.
Chris
--- End Message ---
--- Begin Message ---
On Jun 25, 2005, at 3:56 AM, Peter VanDerWal wrote:
Ok, let's say that I want to build multiple copies of the same body
that
is composed of a semi-complex three dimensional shape. Assume that
I've
built a nice plug and then a mold from that.
The finished product needs to be fairly strong,
Puncture resistant and Abrasion resistant would be nice.
Lightweight is desirable, but not a major criteria.
And, preferably, capable of being built in a garage.
What kind of layup would you recommend?
I'm thinking of using kevlar on at least the outside layer, but I'm not
sure if using kevlar on the inside layers is worth the extra cost over
using glass.
With a vacumm molded layup, is there a significant weight advantage of
using a laminated foam core instead of extra layers of glass? THe body
doesn't have to be super strong, just strong enough to hold it's shape
in
40-50 mph wind speed.
Old style fiberglass mat wet layup is the simplest. The mat conforms to
compound curves the easiest. Inexpensive polyester resin can be used.
Closely related is wet layup used on certain aircraft parts, generally
capping the end of a core filled panel or panel joins. Epoxy resin is
used and the plies are cloth. Glass cloth is the most common and the
resin content has to be controlled (or it will end up in your vacuum
line - reject the part and replace the vacuum fitting and line.)
Sometimes Graphite cloth is used but I don't remember seeing kevlar
cloth used in wet layup. The part is covered in a perforated release
film, an air passing heavy cloth (and resin absorbing to an extent)
over that and then a vacuum bag. Bagging complex curves can be *fun*
(tongue firmly planted in cheek), especially on wet layups.
It sounds like you want the high tech solution. Rolls of prepreg epoxy
cloth are kept frozen until ready to warm and use. The molds must be
*very* strong to take the vacuum on the part and oven heat (and often
pressure on the outside) and are generally on wheels. With a heat gun
the cloth is draped over the mold and smoothed out. Ply orientation and
splices are critical. The part is temporary bagged after each ply to
insure perfect contact. If honeycomb core is used a layer of resin, on
a roll like the cloth (but thinner), is placed between the core and the
plies on each side (you don't temporary bad the resin layer, you wait
for the next ply.) Foam core is often places in critical places, edges,
or carved for fitting in compound curves. It almost always shows on
the face of the part (where core ends and foam begins.) The urethane
foam comes in different weights, most often used in 20lbs foam (20lbs
per cubic foot - core is much lighter.) The cloth used can be glass,
kevlar, or graphite. Sometimes a glass mat is used as well. There has
been a push back toward glass, its only slightly less strong but much
cheaper. A release film (may or may not be perforated) and bleeder
cloth is also used with this method.
Another method of layup is used to make those nice flat panels. An
aluminum plate with raised edges around the outside has a release paper
applied, then a couple layers of cloth, core, more cloth, another layer
of release paper, then a flat top plate. A whole stack of these is put
in a large press/oven. After curing you get a collection of flat
panels. Sometimes foam cutouts are included in place of some of the
core for cutting out a series of flat panels. Since the tools are
designed around the width of the materials, and you don't have to
vacuum bag, these are quick layups. The thickness and number of plies
are variable, depending on what the panels are to be used for. Dave
Cloud likes this material, we can often get it locally at Boeing
surplus.
A word on the "glass" used. I don't recommend graphite. All kinds of
issues with conductivity and corrosion and low puncture resistance. I'd
leave it to someone wants to make expensive parts and pay for careful
engineering to work around its drawbacks. Kevlar is a fine material,
but it doesn't cut very well and sands worse (fuzz balls.) I would not
want it as the top ply. You will need special drills to make a
reasonably neat hole through it and cutting can be equally fun. It will
take incredible blows, has great puncture resistance, and tends to make
a more flexible part (often combined with glass or core to minimize
this.) Glass is stiffer than Kevlar, has good puncture resistance,
costs quite a bit less than graphite or kevlar, and is well understood.
Since I'm probably going to go with vacumm molding, I'll most likely
end
up with two or more pieces that have to be joined. What's the best
way to
do this? Feather the edges down at the seams and then build them up
when
joining, or full thickness at the edges and end up with double
thickness
at the seams? Some other method?
The best method is to design the seams around hidden places. My Beach
buggy uses this method. Its a 3 piece body. The bathtub body, the
bonnet (outer visible nose except for the front fenders), and dash. The
bonnet and dash are joined full thickness with additional plies on the
inside. The windshield frame covers the seam. The next method is a
visible seam, placed where it looks appropriate (buggy bonnet to front
fenders.) If joining flush I would like a wet vacuum bagged layup, ply
for ply plus one or two, maintaining the ply orientation used on the
panels. Core or foam filled panels can be potted together and then
plies added to each side. Panels can also be bonded together. The type
of seam panel thicknesses and materials used effect this method to much
for a simple explanation of how. With a wet mat layup you just taper
the edges and replace the glass on both sides.
In my garage I work in non bagged wet mat layup with polyester resin :-)
Paul "neon" G.
--- End Message ---
--- Begin Message ---
TdS Report #70: Team Profile: Newburgh Free Academy Solar Racing Team
One of the great pleasures of this job (TdS Reporter) is to run into people and
teams who I've not seen at the Tour de Sol for a while and to discover they
have been very busy during their absence. I spoke with Christopher Eachus to
hear what this Newburgh New York team has been up to. He is a physics teacher
and the advisor to the team.
"We have three vehicles here. One is a solar car, `Sol Machine #5', registered
as an experimental car here in New York state. Then we have a 3-wheeled solar
bike, which we just finished building last night." (That is to say Friday, the
day before the display at the Saratoga Spring Auto Show.) "And finally we have
an E-bike which runs on electricity, but without solar panels. It's very
similar to an Electrothon vehicle."
"We have 6 team members here at the Auto Show, and on Monday 60 more members
will be showing up in Albany."
"We have been in the solar program for 14 years. We have built a total of five
solar cars. In 2000 we were the national high school champions in `Sol Machine
#2'. We also took that car to Australia for the World Solar Challenge and came
in third. This year we expanded our sights a bit and built this solar bike.
Next weekend we will be in Topeka Kansas for the American Solar Bike Race,
which is the national championship for solar bike racing.
"The requirements for a solar bike is different from a solar car. For instance
the solar panel must be smaller: 1.6 meters squared is your maximum. Your
battery load is much smaller. It can be 4-, 3- or 2-wheeled. The bike will be
raced in a track competition in Topeka at the Heartland Motor Speedway." More
information is at:
http://www.solarbike.org/
"Like with anything, the technology increases and thus the competition
increases. `Sol Machine #5' will be raced from Dallas Texas to Los Angles
California." The Dell-Winstson Solar Car Challenge starts on July 8th. More
information is at:
http://www.winstonsolar.org/race/
"All of the team members volunteer their time to work on these on the weekends,
after school. All of these vehicles are driven by the kids, so it is more than
an hands-on project. Being able to drive something they built is real
thrilling for them.
Kaitlyn Calaluca is one of the students with the team. "Last year I started
taking AP (Advance Placement) physics and got involved with the team. Everyone
in a physics class helps, whether it's doing fund raising or working on a
vehicle. I helped attach the motor and controller on the solar bike."
Chris added, "We are very proud of the program. I hope that other high schools
in New York state develope programs like this."
- - - -
The complete set of Tour de Sol Reports for 2005 can be found at:
http://www.AutoAuditorium.com/TdS_Reports_2005
The complete set of past Tour de Sol Reports can be found at:
http://www.FovealSystems.com/Tour_de_Sol_Reports.html
- - - -
The above is Copyright 2005 by Michael H. Bianchi.
Permission to copy is granted provided the entire article is presented
without modification and this notice remains attached.
For other arrangements, contact me at +1-973-822-2085 .
- - - -
For more on the NESEA Tour de Sol, see the web page at
http://www.TourdeSol.org
- - - -
Official NESEA Tour de Sol information is available from the sponsor,
the Northeast Sustainable Energy Association (NESEA) at
413 774-6051 , and 50 Miles Street, Greenfield, MA 01301 , and
[EMAIL PROTECTED] . All media enquiries should be addressed to ...
Jack Groh
Tour de Sol Communications Director
P.O. Box 6044
Warwick, RI 02887-6044
401 732-1551
401 732-0547 fax
[EMAIL PROTECTED]
--- End Message ---
--- Begin Message ---
TdS Report #71: Photos - Newburgh Free Academy Solar Racing Team
Photographs from the Tour de Sol:
http://www.AutoAuditorium.com/TdS_Reports_2005/photos_018.html
Newburgh Free Academy Solar Racing Team
While 'Sol Machine #5' was only on display,
the solar bike and the E-Bike competed in the Tour de Sol.
<B>Sol Machine #5</B>
features a tiltable solar array
which allows for more efficient collection of the sun's rays by positioning the
array as close to perpendicular to the rays as possible.
Another view.
The solar bike and the E-bike on display at the Auto Show.
Note that the front wheel of the solar bike is both steering and power.
The electric motor above the wheel drives it through a chain.
Notice that the solar bike doesn't have a steering wheel.
Left and right handles steer the front wheel.
The E-bike also uses the steering handles instead of a steering wheel.
A member of the "Future E-Bike Racers of America" tries out the driver's seat.
- - - -
The complete set of Tour de Sol Reports for 2005 can be found at:
http://www.AutoAuditorium.com/TdS_Reports_2005
The complete set of past Tour de Sol Reports can be found at:
http://www.FovealSystems.com/Tour_de_Sol_Reports.html
- - - -
The above is Copyright 2005 by Michael H. Bianchi.
Permission to copy is granted provided the entire article is presented
without modification and this notice remains attached.
For other arrangements, contact me at +1-973-822-2085 .
- - - -
For more on the NESEA Tour de Sol, see the web page at
http://www.TourdeSol.org
- - - -
Official NESEA Tour de Sol information is available from the sponsor,
the Northeast Sustainable Energy Association (NESEA) at
413 774-6051 , and 50 Miles Street, Greenfield, MA 01301 , and
[EMAIL PROTECTED] . All media enquiries should be addressed to ...
Jack Groh
Tour de Sol Communications Director
P.O. Box 6044
Warwick, RI 02887-6044
401 732-1551
401 732-0547 fax
[EMAIL PROTECTED]
--- End Message ---
--- Begin Message ---
Most likely a 1N4937
600 v ultrafast
LESS than 5 micro seconds. We used 5 on the raptors, But that became one of
the fail points.
I use sub 1 uSec on my IGBT chargers.
Rich Rudman
----- Original Message -----
From: "Rod Hower" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Saturday, June 25, 2005 5:04 PM
Subject: Curtis control
> Schematic,
> http://cafeelectric.com/curtis/curtisschematic.pdf
>
> In the upper right of the schematic there is a diode
> cathode connected to the drain of the power mosfets.
> This is used for the DSAT current limit circuit.
> Anybody know what type of diode this is?
> It's kind of critical to the current limit circuit
> (although I could use a pot to adjust the reference
> voltage level).
> There is also capacitive delay to allow the circuit to
> turn on before current limiting, without guessing,
> anybody know how long I should delay? (probably 5uSec,
> but I would like other opinions).
> Thanks,
> Rod
>
--- End Message ---
--- Begin Message ---
PFC20B
$1800 list.
5 days lead time from order.
12 to 450 volts output
110VAC to 240 VAC input. 30 amps output with 240 VAC and a 20 amp feed.
Or just check the Manzanitamicro.com Website
Rich Rudman
Manzanita Micro
----- Original Message -----
From: "Joel Silverman" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Saturday, June 25, 2005 7:18 AM
Subject: Need Charger Recommendation
> I am looking to upgrade my K&W charger. I have a 96V
> conversion and would like to upgrade to a "smart"
> charger.
>
> If anyone is selling a charger please let me know.
>
> Thanks,
>
> Joel Silverman
> 85 Volts Rabbit conversion
>
> __________________________________________________
> Do You Yahoo!?
> Tired of spam? Yahoo! Mail has the best spam protection around
> http://mail.yahoo.com
>
--- End Message ---
--- Begin Message ---
Hi all,
I just finished a pdf file that I posted to my site
http://www.ironandwood.org/trojanbatterymaintenance.pdf
It is basically info from the Trojan website that I put together so it could be
in one document. If anybody finds any errors or things that should be added,
let me know and I'll update it so that we all can refer to it.
Rush
Tucson AZ
www.ironandwood.org
--- End Message ---
--- Begin Message ---
TdS Report #72: Team Profile: Bassi Scientific
Tony Basilicato and wife Anne have made a business out of using electric
vehicles as education tools. "Bassi Scientific" is that enterprise. We looked
at his display at the Auto Show.
"This is a slow-speed NEV (Neighborhood Electric Vehicle). But it really is a
teaching machine. It is used for instructional purposes in school. It is
inexpensive to build since we use things like copper pipe and plexiglass and
weights only 160 pounds. It has a double chassis that will take at least 750
pounds." The seat, which is made in Italy, has a spring suspension and shock
absorbers, so the vehicle does not need them on all four wheels. A number of
sound effects serve as the horn. "We have a radio receiver and a two-way radio
so they can learn about radio. And a PA system so we can wake noise to wake
everybody up. We have a special type of lighting system on the car, front and
back, to make us visible. Their all LEDs, which draw very little current. We
have two sealed 7 Ampere-hour batteries, which we want to conserve. The
chargers, made in Canada, eliminate sulfate from the batteries which means the
batteries will last almost indefinitely. It is strong. It will do wheelies.
It will climb hills. And accelerates from zero to 12 miles per hour in
approximately 3 seconds."
What is the syllabus for a education class based on this vehicle? "The problem
is that the schools only have clubs. And then only have one vehicle, like a
car, to work on. But 60 people want to work on this car where the parts are
thousands of dollars. But each person could build one of these, probably for
less than $1000, and then have them and use them in their neighborhoods." Used
properly, the schools could pay for them by bringing in cars to the shop and
converting them to electric vehicles. "We offer this design for no cost. We
only ask that you buy the parts through us."
Along with the practical vehicle, they also designed a small racing car.
"It uses the same 1 horsepower." It's purpose it to let the students in a
school to make several cars and hold competitions. "Competitions make things
work. So they have to build it right, reduce the friction, put enough air in
the tires, and manage their electric energy to win the race." It isn't a speed
race, but rather an efficiency race.
"We want to individualize the training in schools in accredited programs,
instead
of after-school activities. We want the teachers to know something about it.
That is the hardest part."
They also have an electric bicycle. "Tomorrow we will be running this bicycle
for 3 hours, for 45 miles, without pedal assist. When we finish we will take
the cover off the motor box, and after 3 hours of running that motor will be as
cool as the outside air. That says that we did not waste any energy (creating
heat). It only runs on 1 amp. It cannot run any faster than 18 miles per
hour. While going down hill it produces 10 amps of recharge. That's 10 times
as much power to recharge as it uses when it runs."
Bassi Scientific
1253 Alden Drive
Augusta GA 30906
- - - -
The complete set of Tour de Sol Reports for 2005 can be found at:
http://www.AutoAuditorium.com/TdS_Reports_2005
The complete set of past Tour de Sol Reports can be found at:
http://www.FovealSystems.com/Tour_de_Sol_Reports.html
- - - -
The above is Copyright 2005 by Michael H. Bianchi.
Permission to copy is granted provided the entire article is presented
without modification and this notice remains attached.
For other arrangements, contact me at +1-973-822-2085 .
- - - -
For more on the NESEA Tour de Sol, see the web page at
http://www.TourdeSol.org
- - - -
Official NESEA Tour de Sol information is available from the sponsor,
the Northeast Sustainable Energy Association (NESEA) at
413 774-6051 , and 50 Miles Street, Greenfield, MA 01301 , and
[EMAIL PROTECTED] . All media enquiries should be addressed to ...
Jack Groh
Tour de Sol Communications Director
P.O. Box 6044
Warwick, RI 02887-6044
401 732-1551
401 732-0547 fax
[EMAIL PROTECTED]
--- End Message ---
--- Begin Message ---
TdS Report #73: Photos - Bassi Scientific
Photographs from the Tour de Sol:
http://www.AutoAuditorium.com/TdS_Reports_2005/photos_019.html
Bassi Scientific
Text not associated with a photo.
Tony Basilicato with his "teaching machine NEV".
Another view.
On the shelf above the windshield are (left to right)
a sound-effects box, a car radio, and a two-way radio.
The wheels don't have a suspension or shock absorbers, but the seat does.
A closer look at the controls.
Anne Basilicato in the racing car.
In this view of the racing car, the battery packs and chargers are in the rear.
Another view.
The electric bike has the motor mounted above the rear wheel, connected with a
chain drive.
The battery pack is between the handle bars and the seat support.
- - - -
The complete set of Tour de Sol Reports for 2005 can be found at:
http://www.AutoAuditorium.com/TdS_Reports_2005
The complete set of past Tour de Sol Reports can be found at:
http://www.FovealSystems.com/Tour_de_Sol_Reports.html
- - - -
The above is Copyright 2005 by Michael H. Bianchi.
Permission to copy is granted provided the entire article is presented
without modification and this notice remains attached.
For other arrangements, contact me at +1-973-822-2085 .
- - - -
For more on the NESEA Tour de Sol, see the web page at
http://www.TourdeSol.org
- - - -
Official NESEA Tour de Sol information is available from the sponsor,
the Northeast Sustainable Energy Association (NESEA) at
413 774-6051 , and 50 Miles Street, Greenfield, MA 01301 , and
[EMAIL PROTECTED] . All media enquiries should be addressed to ...
Jack Groh
Tour de Sol Communications Director
P.O. Box 6044
Warwick, RI 02887-6044
401 732-1551
401 732-0547 fax
[EMAIL PROTECTED]
--- End Message ---
--- Begin Message ---
Rich Rudman wrote:
Most likely a 1N4937
600 v ultrafast
LESS than 5 micro seconds. We used 5 on the raptors, But that became one of
the fail points.
I use sub 1 uSec on my IGBT chargers.
Rich Rudman
5uS seems quite slow for an ultra-fast, isn't it more like 150-300nS?
--
Martin K
http://wwia.org/
--- End Message ---
--- Begin Message ---
I always thought you would want to >parallel< the contacts so they each
carried a portion of the load, effectively increasing the current rating,
that was why I was wondering about the "series" comment. Still cornfused.
Will try to Ascii it below. David C.
Series contactors below. Each carries and breaks the entire current. Seems
like there might be slight differances in opening time that could be
significant if for instance this was being used for an emergency cutout.
Then again, if one welds shut the other >might< clear.
---->O---O<------>O---O<--------
Parallel contactors, each carries and breaks half the current? Just seems to
be a better config. Still could be sequencing issues I guess. Could be
problem if one welded and the other didnt, current would still flow. Hmm.
|->O---O<-|
-----| |------
|->O---O<-|
----- Original Message -----
From: "Lee Hart" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Sunday, June 26, 2005 10:31 AM
Subject: Re: Contactor Voltage Ratings
> Dave wrote:
> >
> > So the two sets of contacts would open at exactly the same instant?
>
> Yes; precisely. It can be done with a single contactor or switch that
> has two sets of contacts. Or, with two separate contactors or switches
> that are wired or mechanically connected so they operate at the same
> time.
> --
> Humanity is acquiring all the right technology for all the wrong
> reasons.
> -- R. Buckminster Fuller
> --
> Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
>
--- End Message ---
--- Begin Message ---
Please excuse my ignorance, but wouldn't it be very difficult to open the 2
contacts at the exact same moment? It seems like one would always open
before the other, which would carry the entire load, and the second would
have no load.
David C Wilker Jr.
USAF (RET)
"The Bush administration's priorities are "a little bit different now
and veterans aren't a priority,"
----- Original Message -----
From: "David Chapman" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Sunday, June 26, 2005 7:06 PM
Subject: Re: Contactor Voltage Ratings
I always thought you would want to >parallel< the contacts so they each
carried a portion of the load, effectively increasing the current rating,
that was why I was wondering about the "series" comment. Still cornfused.
Will try to Ascii it below. David C.
Series contactors below. Each carries and breaks the entire current. Seems
like there might be slight differances in opening time that could be
significant if for instance this was being used for an emergency cutout.
Then again, if one welds shut the other >might< clear.
---->O---O<------>O---O<--------
Parallel contactors, each carries and breaks half the current? Just seems
to
be a better config. Still could be sequencing issues I guess. Could be
problem if one welded and the other didnt, current would still flow. Hmm.
|->O---O<-|
-----| |------
|->O---O<-|
----- Original Message -----
From: "Lee Hart" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Sunday, June 26, 2005 10:31 AM
Subject: Re: Contactor Voltage Ratings
Dave wrote:
>
> So the two sets of contacts would open at exactly the same instant?
Yes; precisely. It can be done with a single contactor or switch that
has two sets of contacts. Or, with two separate contactors or switches
that are wired or mechanically connected so they operate at the same
time.
--
Humanity is acquiring all the right technology for all the wrong
reasons.
-- R. Buckminster Fuller
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
--- End Message ---
--- Begin Message ---
Hi,
So I just got back from Houston, where my uncle has had a ComutaCar
sitting for years in his garage in a non-working state. Back in the
early 1980s when he bought the car, he drove it everyday to and from
work for about 3 years. He began having problems with it (poor range,
poorer than normal performance, etc) and gave up on it. It had about
8400 miles on it when he finally "moth-balled" it in 1986. It has been
sitting ignored since then.
Well, I've been bugging him for the past two years now to let me come
help him get it running again. Although it was/is certainly not the
perfect EV and is limited in many ways, I still think it is an
interesting little car and hate to see it just sitting there to rot. So
with my presence in Houston this past weekend we uncovered the little
ComutaCar in hopes of reviving it.
As you can imagine, the car was very dirty and a little rusty after
sitting around for 18 years! After cleaning the dust off and evaluating
the situation, we decided we should test as much of the electrical
system as possible before buying a new set of batteries. Fortunately,
the old traction battery pack had been recycled years ago, so the only
"messy battery" situation we had to face was the old die-hard 12-volt
accessory battery which was still in the car and had never been
disconnected. It of course, had died hard and was reading about 3 volts
when we removed it... yuck.
After cleaning up some of the electrical connections, I connected up a
12-volt battery charger to the car and turned the ignition switch. As I
had hoped, all the 12-volt control circuitry came to life again working
just fine, and the original contactor controller clunked (rather loudly)
to life. We also lifted each wheel off the ground one at a time to check
that none of them had locked up, and that the motor would still spin...
it did.
So off we went to Republic Battery co. to pickup eight new Trojan T-105s
for the ComutaCar. As I feared, the new T-105s came with that single,
large oval cell top for each battery. Because the old pack interconnects
from the ComutaCar are pretty short and have automotive post lugs that
are big and square, we were afraid the big battery cell covers would
interfere with the interconnects. The battery company was sympathetic to
our problem and was able to dig up 24 individual cell covers for us
instead. Once the batteries were back at the garage, we cleaned up all
of the old pack interconnects and figured out which ones fit where.
We installed and hooked up four batteries in the rear of the ComutaCar
so we could test if it would move under its own power. I turned the car
on, flipped the little toggle switch on the dash to reverse, and slowly
pressed the accelerator. The contactor controller engaged in its first
position, and for the first time since 1986 the ComutaCar came to life
and moved under it's own power again!... and that's when I discovered
that the brakes didn't work!!!
I really should learn to make a list of things to check _*before*_
applying power to a traction motor, but I forget things when I get
excited...
So, the bottom line is that the car runs but has no foot brakes (just a
minor inconvenience, LOL). Although there are (I'm sure) many little
things that still need to be done to the car before it is completely
ready for driving, the brakes are the main hold-up. It appears the
problem is that the piston in the brake master cylinder is frozen up.
So here's a question to end my long-winded story: where do you find
brake components for these ComutaCars? For example, is the master
cylinder a pretty standard part or something that is going to be hard to
find a replacement for? How about wheel cylinders?
P.S. I'll have some pictures of this project up soon...
Thanks for any info,
--
-Nick
http://Go.DriveEV.com/
1988 Jeep Cherokee 4x4 EV
---------------------------
--- End Message ---
--- Begin Message ---
5uSec is the overall time for the entire circuit to
react and shut down the MOSFET gate drive. Most
components along the line are much faster.
Rod
--- Martin K <[EMAIL PROTECTED]> wrote:
>
>
> Rich Rudman wrote:
> > Most likely a 1N4937
> > 600 v ultrafast
> >
> > LESS than 5 micro seconds. We used 5 on the
> raptors, But that became one of
> > the fail points.
> >
> > I use sub 1 uSec on my IGBT chargers.
> >
> > Rich Rudman
>
> 5uS seems quite slow for an ultra-fast, isn't it
> more like 150-300nS?
>
> --
> Martin K
> http://wwia.org/
>
>
--- End Message ---
--- Begin Message ---
No ignorance there, wondering the same thing myself. Only way to do assure
simultaneous action is having them mechanically linked, like using all three
contacts on a 3 phase contactor in parallel to increase its rating. What I
am not sure of is how putting contacts in series makes them carry or break
more current. Seems like parallel is the only WTG. I must be missing
something. DC.
----- Original Message -----
From: "Dave" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Sunday, June 26, 2005 7:12 PM
Subject: Re: Contactor Voltage Ratings
> Please excuse my ignorance, but wouldn't it be very difficult to open the
2
> contacts at the exact same moment? It seems like one would always open
> before the other, which would carry the entire load, and the second would
> have no load.
>
> David C Wilker Jr.
> USAF (RET)
> "The Bush administration's priorities are "a little bit different now
> and veterans aren't a priority,"
> ----- Original Message -----
> From: "David Chapman" <[EMAIL PROTECTED]>
> To: <[email protected]>
> Sent: Sunday, June 26, 2005 7:06 PM
> Subject: Re: Contactor Voltage Ratings
>
>
> >I always thought you would want to >parallel< the contacts so they each
> > carried a portion of the load, effectively increasing the current
rating,
> > that was why I was wondering about the "series" comment. Still
cornfused.
> > Will try to Ascii it below. David C.
> >
> > Series contactors below. Each carries and breaks the entire current.
Seems
> > like there might be slight differances in opening time that could be
> > significant if for instance this was being used for an emergency cutout.
> > Then again, if one welds shut the other >might< clear.
> >
> > ---->O---O<------>O---O<--------
> >
> > Parallel contactors, each carries and breaks half the current? Just
seems
> > to
> > be a better config. Still could be sequencing issues I guess. Could be
> > problem if one welded and the other didnt, current would still flow.
Hmm.
> >
> > |->O---O<-|
> > -----| |------
> > |->O---O<-|
> >
> >
> > ----- Original Message -----
> > From: "Lee Hart" <[EMAIL PROTECTED]>
> > To: <[email protected]>
> > Sent: Sunday, June 26, 2005 10:31 AM
> > Subject: Re: Contactor Voltage Ratings
> >
> >
> >> Dave wrote:
> >> >
> >> > So the two sets of contacts would open at exactly the same instant?
> >>
> >> Yes; precisely. It can be done with a single contactor or switch that
> >> has two sets of contacts. Or, with two separate contactors or switches
> >> that are wired or mechanically connected so they operate at the same
> >> time.
> >> --
> >> Humanity is acquiring all the right technology for all the wrong
> >> reasons.
> >> -- R. Buckminster Fuller
> >> --
> >> Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
> >>
> >
>
--- End Message ---
