EV Digest 2835
Topics covered in this issue include:
1) Re: NiZn Algorithm
by Rich Rudman <[EMAIL PROTECTED]>
2) Re: Status of E-Cycle?
by Rich Rudman <[EMAIL PROTECTED]>
3) Re: [video link] as a consolation prize..
by Rich Rudman <[EMAIL PROTECTED]>
4) Re: Status of E-Cycle?
by Rich Rudman <[EMAIL PROTECTED]>
5) Re: Parallel Inverters?
by Lee Hart <[EMAIL PROTECTED]>
6) Re: Status of E-Cycle?
by Lee Hart <[EMAIL PROTECTED]>
7) Re: Another over-priced EV on eBay
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
8) Lectra Motorcycle
by "Christian Kocmick" <[EMAIL PROTECTED]>
9) Old Motor help
by "Seth Dallob" <[EMAIL PROTECTED]>
10) Re: NiZn Algorithm
by Victor Tikhonov <[EMAIL PROTECTED]>
11) RE: (video link) as a consolation prize. .
by "[EMAIL PROTECTED]" <[EMAIL PROTECTED]>
12) Re: US Battery Life
by [EMAIL PROTECTED]
13) Where have all the EV1 done....
by [EMAIL PROTECTED]
14) SIADIS Inverter software question-Window 98 problem?
by "Cliff Rassweiler" <[EMAIL PROTECTED]>
15) Thoughts while driving my EV
by michael bearden <[EMAIL PROTECTED]>
16) RE: SIADIS Inverter software question-Window 98 problem?
by "Harris, Lawrence" <[EMAIL PROTECTED]>
17) OT: HTML in Emails
by Joseph Vaughn-Perling <[EMAIL PROTECTED]>
18) Re: OT - Please don't use HTML
by "a.k. howard" <[EMAIL PROTECTED]>
19) Re: Semiconductors wear (was: Efficiency numbers)
by Lee Hart <[EMAIL PROTECTED]>
20) Re: equalization on a hybrid
by Lee Hart <[EMAIL PROTECTED]>
21) (no subject)
by "damon henry" <[EMAIL PROTECTED]>
22) Henney problem.
by [EMAIL PROTECTED]
23) Re: OT: HTML in Emails
by "damon henry" <[EMAIL PROTECTED]>
--- Begin Message ---
Victor Tikhonov wrote:
>
> Fred and all,
>
> Please keep in mind, what Elio from Evercel told me (CC/CC charging)
> cannot be done with current PFC chargers as they are today (without
> additional external control circuit). It won't be difficult to modify
> the charger to do that, but as they are at the moment, they don't
> support timed multistep CC/CC method Elio suggested.
>
> Rich, if what he told is how you suppose to charge NiZn, you need
> to upgrade PFCs to do that.
>
> Victor
>
> fred whitridge wrote:
> >
> > Joe:
> > You asked what sort of charger I have.....I have a Brusa on the way from
> > Victor, NLG511TA. There may be a Manzanita PFC in my future however. I
> > like the sound of DC powering them and can think of some uses.
Clearly we have better charge data than Elio has. And YOU CAN charge
Evercells with peak and hold alogrthyms. I would venture to say I have
more Evercell charging time on my hands than Elio does.
And We have talked about this in length. Sheer, Joe Smalley and I have
messed with this for about a year or more. YOU Can get a very good
charging cycle with JUST a analog PFC charger. I have the data. And the
Clients, and the time.
Also with timers that are on the PFC chargers, and the amp control you
can do single timed charges very neatly.
What we can't get in clear answers is what is the upper limit in
recharge power levels. In service use the time to fill the Evercells
back up is critical for the operation of the EV. So just chuck the
curves from Evercell they are too tame and are a basic guide line at
best. We want to fill them as fast as possible and not hurt them.
It turns out that the Lead Acid "bulk" phase is pertinant, Hold a lower
voltage than peak, and pump in all the amps you can, and let it taper
off until you get to less than 4 amps, then use 120 min at 4 amps to
finish. You have to put in a upper limit(timers) on the length of the
over charge. Yes you can get over %80 of the Amphours input in the Bulk
phase. And they cool as you charge(yes Evercell charging is Edothermic),
right up until they voltage peak, where they make heat. Then you drop
your charge power to 4 amps, and let simmer for a full charge.
Where all this happens and how to deal with it in a long series string
is a place that Elio and Evercell have not tested in detail. That's why
we are doing it.
And yes PFC chargers do it well. Yes we could use some more data
control, But Victor, you should keep to your Lion experiments, I have a
year or so on you in the Evercell arena.
When you get a %100 of Capacity charge cycle out of all your Lions in
series, and have no, "events" while doing it, Let me know.
Sheer and others have hundreds of Evercell cycles in the data book with
PFC chargers, EVEN the old Beta units with out any Evercell problems.
Joe and I have over 400 on the M100 and just peaking over 50 on the
MB100.
When you have data like we have on our site, please let me know what
kinda gear you have and how you did it.
Don't tell me I can't do it when I have clients that do it every day.
Also we are thinking about offering the LiOn crowd Cell conditioning and
qualification services. Taking every cell and bringing them up to full
amphours and recoding which ones are good and which are bad. Culling out
the weak and finding the strong. I think there is going to be a LOT of
trouble getting and keeping Lions equalized. The first and most
important step is knowing how good they all are. After a few of your
customers damage a few of thier cells, I think Joe might have a nice
Battery test and tune market.
>From what you have said there is NO mechanisim in a Lion for cell to
cell equalization....In Evercells They can make Heat, and still live
though it.
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
--- End Message ---
--- Begin Message ---
Gordon Niessen wrote:
>
> That is all well and good for an electronics guru like you to say. But
> point me to one person or company that can give me a BLDC motor and
> controller in the 4-8kw range. Or send me your design and I'll build and
> test it. But I'm a digital guy and try not to warp my brain trying to
> design analog circuits.
>
> If someone helped eCycle deliver on what they are promising, they could do
> a lot of good and make money doing it.
>
If Ecycle wanted to they could contact me. Or a whole host of others.
Why they don't is beyond me.
In fact they have. They tried to sell me motors and equipment last year.
I know thier limits. I have ways around them.
And my BLDC drive has a 20 MIPS DSP in it. It has a rather impressive
software requirement.
A bit more than I have as a hardware builder and designer. TI DSP
Assembly is not a fun walk in the park for me. More than a few on this
list will agree.
There is a question of what the market can bear. I can build a 8.3Kw
drive for about $1000. It looks like the market will only support about
$250 for this level.
BLDC motors are coming out of no where right now, and there are few
suppliers of the drives. I could meet this cost level with about a 100
piece order, and a solid motor.
Also once the drive is on line most of the motors have some serious
limits, and should be designed to specific loads and RPMs. Asking for
more than the motor desinger had in mind leads to melted motors, broken
power stages, and a real mess. It all has to be designed and tested, and
honestly evaluated. I dropped out when my motor guy could not drop the
$50K into building a motor that could stand the Rigors I had in mind.
For me to get back into BLDC work I need to see a cashflow that in
comparable to the PFC line of chargers. I jumped for PFC chargers when
it was clear that the BLDC path was cashpoor, and not really a hot short
path to return on my investment.
Now if somebody was to change that, I would find away to make it happen.
My heart is still in drives, I have my name and honor in chargers right
now.
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
--- End Message ---
--- Begin Message ---
Jon "Sheer" Pullen wrote:
>
> Since Rich won't be able to make it with Goldie, I thought I'd post these
> links to a videotape taken 'in the cockpit' of Goldie at one of the Woodburn
> 2002 drags. If you look closely on the high bandwidth one, you can actually
> see smoke coming up through the floorboards..
>
> Low bandwidth: http://qm.sheer.us/pics/tiresmoke_lowbw.wmv
> High bandwidth: http://qm.sheer.us/pics/tiresmoke.wmv
>
> Enjoy! ;-)
>
> S.
I have a fresher set of Yts from a Sparrow on hand, I could really make
smoke like I used to.
but Nope got relative in town.
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
--- End Message ---
--- Begin Message ---
Seth wrote:
>
> In my very unqualified opinion, I would say that the difficulty on the
> power electronics side is at least equal to the control side. It depends
> on the level of control you want. But the minimum "ante" for development
> is higher on the power side than the controls for just basic
> functionality, like a scooter drive. For something in that power range
> you could buy some specialized ICs to do the 3 phase logic work and
> spend the rest of the year getting the power stage to do what you want.
> If I remember correctly, the Motorola/ On Semiconductor MC33033 and
> 33035 are a good place to start for the ICs if you want to spin your own.
>
> If you were to get someone else's design, unless you build exactly the
> way it is designed to be built, you are likely to run into a lethal
> powerstage design flaw. I would be surprised if anyone gave out their
> layout and power stage packaging info, because getting all those pieces
> heatsunk, connected correctly with snubbing, high speed caps and a
> low(ish) inductance path to the big bus caps is a little bit art. And
> probably the result of some expensive learning. Or so it seems to me, as
> an amateur who has blown up a few MOSFET (amongst other things) in the
> past year.
>
> I wish there was a low voltage ~5kW BLDC drive available, but I went to
> sep-ex last year because I couldn't get one. The minibike from hell
> motor won't do 5kW for 30 minutes, and Rich had the only drive that
> could do that power (I suspect, I never got to test it for no fault of
> Rich's product).
>
> Just my 2nH
>
> Seth
>
Boy is this true!!! Even the Minibike didn't have cooling, just a slab
of Alum. The Lead Acid batteries died before the controller over heated.
The power layout was a real challenge, I did 2 real PCBs, and would do
another if production was needed. It had flaws...The software had flaws,
and it eventually died from the encoders slipping out of line while at
full amps. Killed by a mechanical fail way outside of the power stage.
OF course a tighter design would not allow this to happen.
yea 3 years of effort, was fun , but not really profitable.
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
--- End Message ---
--- Begin Message ---
>> Why not split your load into 400w size pieces? Each circuit has
>> a separate inverter?
Ryan Fulcher wrote:
> I had thought about this, however my "large" loads are my electric
> heaters, they are 500Watts, and the 400Watt inverters won't support
> them.
A heater is the easiest kind of load to drive. Perhaps your 400w
inverter would drive the 500w heater anyway. Its output voltage may sag
a bit, so the heater really is only getting 400w and the inverter
survives.
Or, you can add a small extra resistor in series with the heater to
reduce its wattage to 400w.
Of course, using an inverter to power a heater is overkill. Why not
change the resistive heating elements to lower voltages, and run them
directly from your DC source?
--
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 ---
Rich wrote:
>> The logic is they do a current Source feed to thier inverter stage,
>> OLD stuff, say pre WW1 contol strategy. Now you can do it with PWM
>> control of the same transistors that do the phase inversion work.
Peter VanDerWal wrote:
> They were claiming that by separating the PWM and the three phase
> inverter that you keep PWM out of the motor and this improves motor
> efficiency.
There is something to be said for both topologies. In fact, there are
dozens of topologies for inverters to drive AC motors from a DC source.
Each has its own strengths and weaknesses.
The 6-transistor 3-phase H-bridge happens to use the fewest transistors,
and no big inductors or capacitors. It is appealing because it is cheap.
But it produces the highest stress on the transistors, and has the
highest motor ripple (maximizes motor losses).
Current-fed inverters add a big inductor. It reduces the current stress
and ripple current in the motor.
Separating the voltage step-down and DC-to-AC steps as E-cycle did adds
transistors, but reduces the stress on them. It allows the 6 inverter
transistors to be much slower and have a very crude control algorithm,
which can save cost.
--
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 ---
I sent a message to the seller. The Ebay id reads that
his name is Bill Williams.
I asked why the price was $10k and hopefully he will
let me know.
I also asked him to consider putting more pictures
up (similar to what I did when I sold my Escort
http://brucedp.0catch.com/escort/ )
I advised him of the free EV for Sale sites that are
linked on the EAA page http://eaaev.org
...
I have a 1985 donor that was converted in 1992.
Because I am a charging nut, I spent more money, on
top of the original conversion price, to enhance my
charging and range performance (from a 120 VDC T125
and 1 kw charger, to 132 VDC T145 with six chargers
- a 24 kw ability).
If I were to sell my EV, I would not expect the
buyer to pay all my expenditures (all the money I
have put into my EV).
I would put the starting price that would be
determined by:
-the condition and age of the donor vehicle,
-the remaining life of the batteries
(never sell a non running EV), and
-the price for a similar EV conversion
...
The $10k price might be from a native seller
that did not know of the EV prices that are
listed on the EV4Sale sites (what we are
familiar with). There is a possibility that
the seller is hoping Ebay buyers do not know
of the EV4Sale site prices.
But also, one should not think that older EV
conversions should be priced to compete with
a nEV. If the EV is in good shape and runs
well, it still has a road worthy value.
...
This thread makes me wonder how much people
think my Blazer is worth. With the ability
to recharge in less than 2 hours and a range
of 50 miles at 55 mph, I think it my Blazer
is worth more than $5k.
=====
' ____
~/__|o\__
'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor & RE newswires
. (originator of the above ASCII art)
=====
__________________________________
Do you Yahoo!?
Yahoo! Calendar - Free online calendar with sync to Outlook(TM).
http://calendar.yahoo.com
--- End Message ---
--- Begin Message ---
Hi EVeryone,
I have posted before (might have been in HTML), but now I can say I am an
"official EV enthusiast"
I am in the process of owning a Zap Lectra Motorcycle that needs: new
batteries & body panels.
Big Questions: Will NiMHs fit the Lectra? Is there a source for Lectra
Parts? Or is it an EV Orphan?
I already emailed ZapWorld two days ago with no reply.
Hopefully, there is an answer on the EVDL. If not, the world may never know.
:-)
Christian
Dayton, Ohio
--- End Message ---
--- Begin Message ---
First, a thank you to Tone Barros, who has graciously spent many emails back
and forth with me trying to rewire my old 1960 electric shopper. I have
posted pictures of various elements of the EV, but am having problems with
one thing.
I have posted a picture of the motor at www.sethwantswork.com/help.htm. The
picture of the motor is the third thumbnail.
Can anyone on this list tell me which two wires are the armature and which
two are the field? For bonus money, please tell me which wires, when hooked
up to a battery, would make the motor go forward, and which would make it go
in reverse.
Thanks for your help in advance! This list is a great resource.
Seth Dallob
--- End Message ---
--- Begin Message ---
Rich Rudman wrote:
> Clearly we have better charge data than Elio has. And YOU CAN charge
> Evercells with peak and hold alogrthyms.
> And yes PFC chargers do it well.
Read what I said:
CC/CC alg cannot be done with PFC charger.
I'm not trashing your charger, I'm stating this simple technical
fact. Relax, there is nothing personal in above statement, is it?
Now, I never said you NEED CC/CC to deal with evercel NiZn batteries;
you have probably done more tests than manufacturer did.
I said this is how he, as evercel rep, suggested one should do it
based on their latest info. Again, you don't have to listen,
that's fine, but I sense you defend your product rather
than discussing NiZn. No one attacks you.
> Yes we could use some more data
> control, But Victor, you should keep to your Lion experiments, I have a
> year or so on you in the Evercell arena.
Well, Reach, you know, I don't care, I'll keep doing whatever
experiments I'm interested in, do you mind? Why shouldn't
I experiment with NiZn, is it prohibited? I don't care who
else does it and how much they know. If someone knows more, I learn
from others. Doesn't mean I can't learn from myself.
Do I say to you keep hands off LiIons?
> When you get a %100 of Capacity charge cycle out of all your Lions in
> series, and have no, "events" while doing it, Let me know.
> Sheer and others have hundreds of Evercell cycles in the data book with
> PFC chargers, EVEN the old Beta units with out any Evercell problems.
> Joe and I have over 400 on the M100 and just peaking over 50 on the
> MB100.
Congratulations, you're experts then. But what it has to do with
me conveying to the list a message from manufacturer, right or wrong.
> When you have data like we have on our site, please let me know what
> kinda gear you have and how you did it.
> Don't tell me I can't do it when I have clients that do it every day.
^^^^
What *it*? Charge NiZn or use CC/CC alg?
Original statement was PFC as it is today CANNOT do CC/CC.
It *doesn't mean* you cannot charge NiZn or *have to* use CC/CC
or do it improperly. See the distinction between these statements?
I'm repeating: you can't do timed CC/CC algorithm with PFC charger.
May be you could try it it you could do it, but simple fact is,
you can't. Yes, CC/CV may work just as nice, but the statement
holds true. No one compared CC/CC to CC/CV.
> Also we are thinking about offering the LiOn crowd Cell conditioning and
> qualification services. Taking every cell and bringing them up to full
> amphours and recoding which ones are good and which are bad. Culling out
> the weak and finding the strong. I think there is going to be a LOT of
> trouble getting and keeping Lions equalized. The first and most
> important step is knowing how good they all are. After a few of your
> customers damage a few of thier cells, I think Joe might have a nice
> Battery test and tune market.
1. I don't have customers and don't sell batteries.
2. If those who bought LiOns blow them up, what it has to do with me?
All I did is offered group purchase to lower the price, I didn't
recommend them nor claimed to be a LiIon expert (as you seem to
claim to be about NiZn).
3. If you offer battery conditioning services, thanks, I may
use them. I'm not interested in batteries business.
4. Why do you steer toward LiIons? what it has to do with the topic?
5. You want to be a king of charging and now allow anyone to experiment
and know something more about batteries than you do? Sorry, ain't
gonna happen.
Note, this has nothing to do with me.
BTW, If someone asks me to program a charger; should I say I don't
care what manufacturer recommends and will do what Rudman said?
Victor
--- End Message ---
--- Begin Message ---
I'm surprised that no-one seems to have seen this type of commercial
enterprize being used at the drag strip.
I have a friend of mine that did just this thing for a living. He had
cameras that he mounted on your dash, another halfway up the strip and
another at the finish line. The cameras transmitted the video and audio
using 2.4GHz Wavecom Jr. audio/video transmitters and receivers. He would
tape the entire event that culminated in your 1/4 mile run down the strip.
He later edited the tapes to create one professional video tape of your
(hopefully) record run.
I do much the same thing for our ATV club.
Jim
www.qsl.net/ki7cx
"see you on the radio"
--------------------------------------------------------------------
mail2web - Check your email from the web at
http://mail2web.com/ .
--- End Message ---
--- Begin Message ---
Hi Mike,
The question still needs to be answered by US Battery engineers.
Will the US-250 and the US-250HC have as many deep cycles,
down to 80 percent depth of discharge, under large discharging loads like
electric cars, as the other smaller US batteries, such as US-145 listed
under golf car and multiuse. We are talking discharges in the
neighborhood of 75 amps to 250 amps instead of a small 25 amp rate for
batteries in something like a sweeper / scrubber or renewable energy
installation. But no one from US Battery wants to answer these
questions along with the actual number of cycles under these heavy loads.
Menlo Park III,
Bill
On Wed, 04 Jun 2003 07:24:40 -0600 Michael Hoskinson <[EMAIL PROTECTED]>
writes:
> I asked Nawaz a while ago about the suitability of the US250 and
> US250HC for EV use. He said no problem, only difference between
> them and smaller 6V deep cycle batteries was that the 250's came
> in a slightly heavier rubber (?) case. This seems to no longer
> be the case, so to speak, since the ones I got have nice two-tone
> blue plastic cases. He recommended that I go for the HC version.
> I did not specifically ask him about cycle life. I assumed
> that their cycle life would be proportional to depth of discharge
> just like any other deep cycle battery. They are pretty heavy,
> and have big L-posts with a hole big enough for an M8 bolt. I
> assume that they have not seen a lot of use in EV's principally
> because they are so heavy. At 78 lbs, a pack of 24 would weigh
> nearly 1900 lbs. I went with these because I have a 96 volt
> system and wanted some range.
>
> So far they have zero cycles. I started installing them and have
> still to make a rack for two of them. Found another place where
> one of the connectors for the controller was nearly touching the
> frame so I'm moving the controller. Also moving the e-meter -
> can't read it in the sun. Too much to do! The garage is a
> mess, I still have to wire up the batteries and rewire the
> charger connections, wire up the 240 volt outlets for the charger
> and the welder I just bought. REV2003 is 3 days away and I don't
> EVen have picures yet. Where does the time go? It's that day
> job. My accountant says I can't retire yet, so there is not much
> choice.
>
> Mike Hoskinson
> Edmonton
>
>
> Bruce EVangel Parmenter wrote:
> > According to
> > http://www.usbattery.com/dealers1.htm#Connecticut
> >
> > Rae Storage Battery Company
> > 51 Deming Road, Berlin CT 06037
> > (860) 828-6007 , Fax (860) 828-4540
> >
> > is your local dealer and can give you the prices you
> > need. Be sure to tell them the quantity you plan to
> > buy (large quantity purchases should cost less).
> >
> > More+
> > http://search.yahoo.com/search?p=%22RAE+Storage+Battery%22
> >
> > Looking at battery manufacturers in your area
> > http://www.gy.com/biz/335911/860.htm
> > You might want to see what they offer in a US-250
> > comparable battery.
> >
> > Verify if they charge for delivery (they don't here)
> > and if they will allow you a 2 week delay before
> > picking up the dead cores. If you do not have
> > dead batteries to return, you will have a per
> > battery charge.
> >
> > I can usually find enough abandoned dead starter
> > batteries in the back of parking lots and shopping
> > malls. Ask, but they usually do not care what
> > battery they take back. All lead-acid batteries
> > are the same: lead+electrolyte+plastic.
> >
> > ...
> > Battery specs can be found on
> > http://www.usbattery.com/specs1.htm
> >
> > Looks like the US-250 models are a 6V battery, but
> > they are not listed on the EV battery page. They are
> > listed on the Renewable Energy/PV page
> > http://www.usbattery.com/photovlt.htm
> > and the sweeper/scruber page
> > http://www.usbattery.com/6vltswpr.htm
> >
> > Looking at the Trojan page, a comparable Trojan battery
> > is the J250P
> > http://www.trojanbattery.com/GeneralDC.asp?Product=186
> >
> > Using their battery picker page
> > http://www.trojanbattery.com/combo.asp
> >
> > I see their J250P not on the golf cart page, but on
> > their renewable energy and deep cycle pages.
> >
> > This makes me think the US-250 is not a traction
> > battery, but a deep cycle battery.
> >
> > If this is true, then like the cheap nEVs that do not
> > use traction batteries, but deep cycle batteries, you
> > should not bring the US-250 down beyond half capacity.
> > Else you will shorten the battery life.
> >
> > Traction batteries like:
> > US-1800 US-2000 US-2200 US-125 US-145
> > or T-105 T-125 T-605 T-145
> > are designed to be deeply discharged.
> >
> > You should ask your US battery dealer (above) if
> > the US-250 models are deep-cycle. IF this is for an
> > EV, ask if the US-205 can handle the vibration an
> > EV can produce.
> >
> > -Bruce
> >
> >
> > --- [EMAIL PROTECTED] wrote:
> >
> >>Hi Bruce,
> >>My Menlo Park III is located in Glastonbury, CT.
> >>I use Menlo Park III as a signoff because one of our previous VPs
> >>of
> >>NEEAA once said my place reminded him of the real Menlo Park after
> >>he
> >>took a tour of all my solar systems, electric vehicles, and
> >>experiemental
> >>projects such as heat pumps and flywheels. There are two real
> >>Menlo
> >>Parks that I know of, so I use Menlo Park III :-).
> >>I still need the answer to the question of deep cycle (80 % DOD)
> on
> >>US
> >>Batteries: US250 and US250HC and ballpark prices for a dozen.
> >>Thanks.
> >>Menlo Park III,
> >>Bill Glickman
> >>1051 Hillstown Road
> >>Glastonbury, CT 06033
> >
> > -
> >
> >
> >
> >
> >
> > =====
> > ' ____
> > ~/__|o\__
> > '@----- @'---(=
> > . http://geocities.com/brucedp/
> > . EV List Editor & RE newswires
> > . (originator of the above ASCII art)
> > =====
> >
> > __________________________________
> > Do you Yahoo!?
> > Yahoo! Calendar - Free online calendar with sync to Outlook(TM).
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If you are wondering where the lease-expired EV1 have gone, a chunk of them
are going to New York. Of course, this is an extremely tight fleet group,
all owned and managed by GM. And look at their goal - for performance for
FCVs! Can't they get a clue? The vehicles work great just recharging from
the grid. If they are commuting <70 miles, then these employees only need to
recharge at the office.
Too bad the public can't use these wonderful cars....
>From ELECTRIC VEHICLE TODAY:
GM Testing 60 EV1s in New York, Massachusetts
Officials with General Motors Corporation (GM) recently launched a new
three-year program that provides employees at the automaker's Global
Alternative Propulsion Center (GAPC) in Honeoye Falls, NY, and an additional
facility in Massachusetts, with its two-seat, battery-powered EV1 electric
vehicles (EV).
The company said the goal of the program, which includes more than 60 EV1s,
is to examine the operation of the vehicles during commutes of 70 miles or
less to collect data for its fuel cell vehicle (FCV) development efforts.GM
officials said researchers are studying the effect of the region's cold
weather climate on the performance of the EV1's batteries, as well as the
vehicles' electric motor controller, which is similar to that used in the
automaker's prototype FCVs.
"Obviously, there aren't a lot of [FCVs] running around yet, but with the
[EVs] you're kind of using the same drive motors and some of the
regenerative braking," said GAPC facilities manager for FCV activities Steve
McIlwaine. "We're getting a whole lot of data and durability on that
electrical drivetrain."
(ROCHESTER DEMOCRAT AND CHRONICLE: 6/3)
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Hi,
I am using the SIADIS software with the two Siemans Inverters that we got
from Metricmind. I am having trouble getting the software to look anywhere
but com1 for the serial connection to the inverter.
I have used notepad to edit the siadis.ini file where I have changed comm =
COM1 to comm = COM3. Despite this, the software is still reading on COM1.
I am running the software as a DOS window under Windows 98. Victor suggests
that under Windows, the .ini might be being ignored. This seems probable
because I have also tried modifying another parameter in the siadis.ini,
buffer length, and it had no effect.
I have tried identifying siadis.ini as the batch file that should be
associated with the DOS window for the SIADIS.exe. I get bad command or
file. I have tried writing a .bat file that says run siadis.ini or just
siadis.ini. Again bad command or file name.
I do not want to just run the computer in straight DOS mode since I have two
inverters and I would like to be able to toggle between two copies of SIADIS
at the same time. I am running a Keyspan USB 4 port serial adapter that
allows me to have extra serial ports on one computer.
Any suggestions.
Cliff
www.ProEV.com
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What a great time of year! The rainy season has ended, so I washed
WATTBMR and unsealed the sunroof so I could take advantage of the great
cooling I can get with it open.
It tends to collect water (if left unsealed) and stores it up to dump
down my collar when I slam on the brakes....so I just don't use it in
our rainy season.
I was in the wrong lane when I came to a freeway entrance, so I turned
in and stopped at a gas station to clean my windshield. A great Big
Stupid Unneccessary Vanity drove up to the other side of the pumps, and
I heard a dismayed and shocked voice say "1.95! A gallon!" I finished
cleaning my windsheild and zipped away, chuckling.
As I finished loading some equipment off the loading dock at work, I
heard the unmistakeable sound of an EV1 cruising in to the parking
area. It turned out to be our harp instructor, who had no idea that I
am an EV enthusiast. She is very unhappy about giving it back in
September, saying "I don't know what I will drive."
I just got new tires and went through all the brakes, so WATTABMR feels
great rolling down the country roads at 50 to 55...Do I really want to
build another EV now? I don't know...It's hard to think about when
everything is so easy right now...and a zippier sports car would just
tempt me to use it the way it was designed (!)
Oh well, life is good, and I am off to the Lone Star State for a visit.
Thanks, EV brothers and sisters for keeping me driving electrically.
Michael B.
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Have you confirmed that your COM3 works from a DOS process? You indicated
it is supported via a USB connection and so unless there is a .vxd driver to
map the COM3 calls out to windows it may be that SIADIS is just defaulting
back to COM1 when it does not find the hardware.
just a thought,
Lawrence
-----Original Message-----
From: Cliff Rassweiler [mailto:[EMAIL PROTECTED]
Sent: June 04, 2003 16:26
To: EV List
Subject: SIADIS Inverter software question-Window 98 problem?
Hi,
I am using the SIADIS software with the two Siemans Inverters that we got
from Metricmind. I am having trouble getting the software to look anywhere
but com1 for the serial connection to the inverter.
I have used notepad to edit the siadis.ini file where I have changed comm =
COM1 to comm = COM3. Despite this, the software is still reading on COM1.
I am running the software as a DOS window under Windows 98. Victor suggests
that under Windows, the .ini might be being ignored. This seems probable
because I have also tried modifying another parameter in the siadis.ini,
buffer length, and it had no effect.
I have tried identifying siadis.ini as the batch file that should be
associated with the DOS window for the SIADIS.exe. I get bad command or
file. I have tried writing a .bat file that says run siadis.ini or just
siadis.ini. Again bad command or file name.
I do not want to just run the computer in straight DOS mode since I have two
inverters and I would like to be able to toggle between two copies of SIADIS
at the same time. I am running a Keyspan USB 4 port serial adapter that
allows me to have extra serial ports on one computer.
Any suggestions.
Cliff
www.ProEV.com
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--- Begin Message ---
Using HTML for email instead of text is simply inefficient with respect to
bandwidth used, readability, conformance to standards and additional
complexity.
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From: Lesley Walker <[EMAIL PROTECTED]>
Reply-To: [EMAIL PROTECTED]
To: [EMAIL PROTECTED]
Subject: OT - Please don't use HTML
Date: Thu, 5 Jun 2003 00:31:23 +1200
Quoting Mike Brandon:
> Lol. Well it is widely used. I use it on both my PC and my Mac.
HTML is for web pages. Use it on your web pages, don't use it in email.
It doubles (at least) the size of your messages, and 99% of the time it
adds no value whatsoever that can't be expressed in plain text.
It seems like my hotmail won't accept HTML. It happens a few times each
day.
Regards, A.K. Howard, Unincorporated Township of Paradise, NV. Board member
Las Vegas EV Association. Staying cool in 100 degree heat at 8 cents per
kwh.
_________________________________________________________________
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Lin Tse Hsu wrote:
>> I hate to say it, but Victor is right. Wasn't there a nice
>> analysis of Auburn controller lifetime that someone did in
>> response to company-out-of-business-situation that was of concern?
Victor Tikhonov wrote:
> How am I suppose to read this? Do you hate that Auburn died
> or you hate when I'm right? Last one would be sad :-(
I haven't seen such an analysis, but it would be interesting to see.
I often see MTBF (Mean Time Between Failure) analyses on various power
supplies and other electronic devices. There is an extensive science of
predicting failure rates based on type of part, and the voltage,
current, and temperature stress levels at which it is operated. Usually,
a product has an MTBF level of 100,000 hours or more, which means it
won't fail for 10+ years even if operated continuously at that stress
level (max power, max temperature, etc.).
It might be possible to size parts for such a high stress level that
failure would be predicted in some very short time, like 1000 hours.
However, I don't think MTBF science works that way. In practice, stress
levels that high would probably result in random violent catastrophic
failures; some immediately, some after many thousands of hours. As a
crude example, a "100-pound test" rope might break immediately at 200
lbs, or hold it for years.
--
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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Paul [EMAIL PROTECTED] wrote:
> Would the powercheq modules do the trick or is there something better.
> We will be running 396V nominal.
The Powercheqs will work, but so will Rudman regulators and other
solutions. Basically, you need to provide a) a way to tell if a
particular battery is lower than the rest, and b) a way to
differentially charge or discharge it so it is the same as the rest.
--
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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A couple of others on the list also doing motorcycles have asked to see
pictures of Sparky. Here are some links.
Here are a few shots of it stripped down. Note - the pictures are in pairs,
the second is a low resolution version.
http://home.attbi.com/~damonhenry/DCP_0033.JPG
http://home.attbi.com/~damonhenry/DCP_0033_sm.jpg
Here are the NiCads out of Ralphs car that I am still trying to figure out
if I can use.
http://home.attbi.com/~damonhenry/DCP_0034.JPG
http://home.attbi.com/~damonhenry/DCP_0034_sm.jpg
This is one 6 volt module sitting on the seat. I am trying to figure out
where to put 8 of them.
I should be able to get 4-6 of them where the current batteries are. After
that I am considering some kind of saddle bag, and/or hanging behind the
back seat arraingement. At 28 pounds a piece I have to be careful where I
put the weight. I was consdering shortening the seat, but then the kids
couldn't get rides anymore :-) The other option is to buy a larger glider.
These NiCads have really thrown a wrench in my thinking. LiIons or NiZN
would have fit where my current pack is, but I was looking at $1200 - 1800
worth of batteries. Ralph gave me these for nothing but the time it took to
get them out of his garage, so it is worth trying to make them work.
http://home.attbi.com/~damonhenry/DCP_0035.JPG
http://home.attbi.com/~damonhenry/DCP_0035_sm.jpg
Here is a closeup of my motor mount and chain. I like the placement of the
motor as it leaves a nice area for batteries, but it has caused me some
grief. I mounted the motor on the frame not realizing that this would make
the chain go slack when the rear suspension compresses. I can overcome this
by either redoing the mount so that it mounts off the pivot point of the
swingarm, or taking out the rear suspension all together and going with a
hard tail. Currently I am riding with the chain tension tuned to my weight
and the suspension set as stiff as it will go. This works fairly well, but
I am concerned about what this might do in the long term to my motor
bearings. I still do have an occasional chain falling off event which
obviously I need to totally eliminate.
http://home.attbi.com/~damonhenry/DCP_0036.JPG
http://home.attbi.com/~damonhenry/DCP_0036_sm.jpg
Another shot of my motor mount and my temporary battery trays. I went cheap
and easy with this knowing it would be temporary until I made a final
battery decision.
http://home.attbi.com/~damonhenry/DCP_0037.JPG
http://home.attbi.com/~damonhenry/DCP_0037_sm.jpg
The backside of my motor and a good view of my badly torn seat. So many
details to work on still!
http://home.attbi.com/~damonhenry/DCP_0038.JPG
http://home.attbi.com/~damonhenry/DCP_0038_sm.jpg
Here it is with the gas tank, fenders and some of the factory trim put back
on. It doesn't look bad this way, although I'm not sure I can keep it
looking this stock with 8 NiCads hanging on it.
http://home.attbi.com/~damonhenry/DCP_0039.JPG
http://home.attbi.com/~damonhenry/DCP_0039_sm.jpg
This is my variac. It is rated 5amps 130V, but I cut the cage and bolted on
a 12V fan out of PC and regularly run it at 10 - 13amps. My current battery
pack only takes an hour to charge so it may be that I am fine until I start
needing to charge all night. It is mounted on top of an old PC power supply
case where I have mounted and heat sinked the rectifier. The case also
holds a 12V dc wall wart that I use to power the two fans.
http://home.attbi.com/~damonhenry/DCP_0040.JPG
http://home.attbi.com/~damonhenry/DCP_0040_sm.jpg
John Wayland took some pictures of me riding it in traffic in Portland.
When I get them, I will post them also. Don't worry, I am planning on
adding it to the EV album, I would just like it to be a bit more finished
first.
damon
_________________________________________________________________
Add photos to your messages with MSN 8. Get 2 months FREE*.
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Hi all,
I just got the Henney back from the brake place (a nightmare that will be
related later) and was going to take her for her first road run.
I know the batts in her are toast, so I don't expect much. I found the receipt
for this battery pack in the stuff the original owner sent me. They were
purchased in 93!! No wonder they don't work well.
BUT I think I have another problem.
Ok, On the henney, there is a 3 "stop" relay system. If you put the car
in "nutral" you can watch the volt meter as you "step" through the voltages.
When the key is off, the voltmeter shows the "full" pack voltage (close to 80v
on this pack).
As soon as you turn the key, you hear the relays "kick" and the voltage drops
to around 24v. As you press down the "gas" you eventually hear the relay
switch and the voltage changes to about 40v. Push farther down, and it
eventually switches to "full" (80 v).
So I am 99% sure that my relays are working properly. BUT if I put the car
in "gear", when I press down on the gas, the voltage reads very low, about 20v,
and never goes over that, no matter how hard I push the gas down. The car
tries to move, but it is very slow, and unless I am no level ground I am not
moving to speak of.
I hear it switch, but nothing seems to happen.
I also noted that the car SEEMS to have more power in reverse than forward.
But there should be no difference between the two. I'm going to guess that it
is because my driveway has a very slight (about 1%) grade, and in reverse I am
going "with" the grade, and in forward, against it.
So, does this sound like dead batteries, or is this signs of another, more
serious probem? My funds are limited, and I dont' want to spring for a new
pack if I have to fix something else first.
Thanks all,
James
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I do believe that the reason HTML is forbidden on this list is to avoid
viruses.
Your statement is simply a matter of opinion although one that some on this
list obviously share. If I send you a 1000 byte message and spice it up
with another 100 bytes of HTML tags, I don't believe that I have really
wasted that much bandwidth. Whether you like the looks of it or not is
totally subjective. If I start including pictures and other attachments then
I can start wasting bandwidth, but that can be done without any HTML. I
could make this sentence appear in bold on your computer with exactly 13
plain text characters that make up the HTML tags. With all the bandwidth
that has been wasted on this topic over the years on this list I could have
made some very catchy e-mails:-) If we are really concerned about the
amount of bandwidth that HTML tags use perhaps we should stop signing our
e-mails and definitely get rid of those sigs with the cute sayings.
Just for the record, I have never sent HTML to this list and have no plans
or desire to do so. Usually the people who do it don't even realize they
have. An occasional off list reminder would probably do the trick. Perhaps
we should elect an HTML monitor to take care of this.
damon
look I could have saved 5 characters there.
Using HTML for email instead of text is simply inefficient with respect to
bandwidth used, readability, conformance to standards and additional
complexity.
_________________________________________________________________
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