EV Digest 6390
Topics covered in this issue include:
1) Re: Surplus Center Prestolite motor - Seth/Keith's adaptor for golf cart
motor
by Rod Hower <[EMAIL PROTECTED]>
2) Supercapacitor modules
by Martin Klingensmith <[EMAIL PROTECTED]>
3) LPI Magne Charge (reciever-side) parts
by "Steve Hawkins" <[EMAIL PROTECTED]>
4) Re: Crimping Tool Choice
by Electro Automotive <[EMAIL PROTECTED]>
5) Re: Crimping Tool Choice
by "David Roden" <[EMAIL PROTECTED]>
6) Re: LPI Magne Charge (reciever-side) parts
by Christopher Zach <[EMAIL PROTECTED]>
7) RE: Supercapacitor modules
by "Phil Marino" <[EMAIL PROTECTED]>
8) Zytek Diesel Hybrid
by Jeff Major <[EMAIL PROTECTED]>
9) Re: 3-wheeler driving experiences / traction principles
by "Osmo S." <[EMAIL PROTECTED]>
10) Re: [EV] Re: When a controller fails... question
by Victor Tikhonov <[EMAIL PROTECTED]>
11) RE: 3-wheeler driving experiences / traction principles
by Cor van de Water <[EMAIL PROTECTED]>
12) EAA Meeting
by "Bob Rice" <[EMAIL PROTECTED]>
13) Re: Zytek Diesel Hybrid
by "Matt Kenigson" <[EMAIL PROTECTED]>
14) Re: Zytek Diesel Hybrid
by "Matt Kenigson" <[EMAIL PROTECTED]>
15) Re: 3-wheeler driving experiences / traction principles
by "Peter VanDerWal" <[EMAIL PROTECTED]>
16) Re: 3-wheeler driving experiences
by "Michael" <[EMAIL PROTECTED]>
17) Re: [EV] Re: When a controller fails... question
by James Massey <[EMAIL PROTECTED]>
18) Re: HYBRID TECHNOLOGIES INC. (NASD OTCBB: HYBT): UNITED STATES PRESIDENT
GEORGE
by "Bob Rice" <[EMAIL PROTECTED]>
19) Porsche invented the hub -mounted electric motor for his Porsche - Lohner
Chaise exhibited in 1900 at the paris world's fair
by GWMobile <[EMAIL PROTECTED]>
20) Re: Crimping Tool Choice
by Bill Dube <[EMAIL PROTECTED]>
21) Re: Supercapacitor modules
by Martin Klingensmith <[EMAIL PROTECTED]>
22) RE: Porsche invented the hub -mounted electric motor for his Por
sche - Lohner Chaise exhibited in 1900 at the paris world's fair
by Cor van de Water <[EMAIL PROTECTED]>
23) RE: Crimping Tool Choice
by Cor van de Water <[EMAIL PROTECTED]>
24) RE" Crimper
by Sharon G Alexander <[EMAIL PROTECTED]>
25) Porsche invented the hub -mounted electric motor for his Porsche - Lohner
Chaise exhibited in 1900 at the paris world's fair
by GWMobile <[EMAIL PROTECTED]>
26) Re: Porsche invented the hub -mounted electric motor for his Porsche -
Lohner Chaise exhibited in 1900 at the paris world's fair
by Lock Hughes <[EMAIL PROTECTED]>
27) EVLN(SF drawing winner selling new Xebra LSV: $6k)
by bruce parmenter <[EMAIL PROTECTED]>
--- Begin Message ---
about 3 years ago Seth Allen sent me a drawing of an
adaptor plate that goes on an EZ-go motor. Keith
Rightman did a drawing of an adaptor shaft that you
could press a bearing on slide it into the female
splined shaft and then put the end bell on.
Seth originally did this for his Mercury marine motor
in his boat EV. Keith's drawing didn't show the
spline detial, so Keith, you have the complete
drawing?
I still have one of these adaptors and it worked quite
well.
Rod
--- Jeff Major <[EMAIL PROTECTED]> wrote:
> Hi Martin,
>
> This MKF type Prestolite motor had a wire wound
> armature with soldered comm connections, if memory
> serves me. Probably not a good choice for the money
> and work needed for drive bearing. For the same
> money you should be able to get a modern golf cart
> motor with brazed comm. You'd have the same issue
> with the bearing and shaft, but once that was done,
> a much more durable motor. Too bad someone hasn't
> developed a kit to convert the golf cart motor to a
> two bearing, shaft out design. With these guys
> souping up golf carts there are a lot of OE motors
> around.
>
> Jeff
>
> Martin K <[EMAIL PROTECTED]> wrote:
> I realize Roderick talked about this motor
> previously:
>
>
> Would it be possible to mount a bearing on the front
> of the motor? And
> by "possible" I mean "little to no machining"
> Or is it completely missing the front motor cap?
> --
> Martin K
>
>
>
>
> ---------------------------------
> We won't tell. Get more on shows you hate to love
> (and love to hate): Yahoo! TV's Guilty Pleasures
> list.
>
>
--- End Message ---
--- Begin Message ---
I apologize if this has been posted before. I just found these super
capacitor modules (Maxwell)
<http://www.maxwell.com/ultracapacitors/products/modules/bmod0063-125v.asp>
125v 63F
Two in series gives you:
126 coulombs per volt gives you 6300 joules when dropped from 250 to 200
volts
If you drag it down to 200v over 1/2 second, you would be drawing 12,600
watts or 16 HP.
This could help a LiIon pack, I'd assume. It's not cheap though.
I THINK my math is right..
--
Martin Klingensmith
--- End Message ---
--- Begin Message ---
Does anyone have an original manual for the LPI (Large Paddle Inductive)
Mange Charge unit IN THE CAR (USelectricar or S10E). I have the manual for
the Paddle side (external charger), but not the receiver-side (under the
front license plate) and need to find one.
Thanks,
Steve
[EMAIL PROTECTED]
PS: I am also looking for CAR-SIDE Magne Charge PARTS or complete systems
to play with, if someone has one that they are not using and would like to
sell same.
Thanks.
--- End Message ---
--- Begin Message ---
At 11:45 PM 2/6/2007, you wrote:
At 07:47 PM 2/6/2007, you wrote:
At 05:00 PM 2/6/2007, you wrote:
Check the archives for "crimping" to get a full discussion X3 or X5.
If you can weld, here is my suggestion:
http://www.haritech.com/crimp.htm
Folks have successfully used the hammer crimpers, but they are not ideal.]
However, we have sold them to Boeing, so I guess they must be ok.
They most certainly would not be using them for an
airplane. The FAA would have their head on a pike for using a
hammer crimper. Probably for a fork lift or a car battery.
I didn't ask what they were using them for. But apparently the tool
met their standards.
Shari Prange
Electro Automotive POB 1113 Felton CA 95018-1113 Telephone 831-429-1989
http://www.electroauto.com [EMAIL PROTECTED]
Electric Car Conversion Kits * Components * Books * Videos * Since 1979
--- End Message ---
--- Begin Message ---
I've been staying out of this discussion, but I have to say that while a
hammer crimper may not make as solid a crimp as a hex crimper, it's a lot
easier for those of us who don't work out to use it. You need some pretty
good muscles in the chest and arms to work hex crimpers properly. I have
trouble applying enough force to them. At odd angles under the hood, forget
it.
However, I can swing a mason's hammer pretty well. Granted, I have to put
the cable on the floor to fit a lug, which I'll admit is something of a
hassle (but see above about my ability to crimp under the hood anyway).
I have never had any problems with my hammer crimps. If I were racing and
drawing thousands of amps, I might be concerned, and in that case I might
hire out the crimping or something. But for my uses - never more than 600
amps - hammer crimps are fine. As a bonus, the tool is quite affordable.
David Roden - Akron, Ohio, USA
EV List Administrator
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--- End Message ---
--- Begin Message ---
Steve Hawkins wrote:
Does anyone have an original manual for the LPI (Large Paddle Inductive)
Mange Charge unit IN THE CAR (USelectricar or S10E). I have the manual for
the Paddle side (external charger), but not the receiver-side (under the
front license plate) and need to find one.
I doubt there is one, but I'm guessing you have the CC200. We have some
software and a fair bit of experience dealing with it; what's the problem?
Chris
--- End Message ---
--- Begin Message ---
From: Martin Klingensmith <[EMAIL PROTECTED]>
Reply-To: [email protected]
To: [email protected]
Subject: Supercapacitor modules
Date: Wed, 07 Feb 2007 12:42:54 -0500
I apologize if this has been posted before. I just found these super
capacitor modules (Maxwell)
<http://www.maxwell.com/ultracapacitors/products/modules/bmod0063-125v.asp>
125v 63F
Two in series gives you:
126 coulombs per volt gives you 6300 joules when dropped from 250 to 200
volts
I'm not sure how you got from coulombs to watts, but here's another way:
Two of these in series would give you a 31.5F, 250V capacitor. ( two
capacitors in series have half the value of each of the original capacitors)
The energy stored in a capacitor is 1/2 x C x V x V
So, the energy at 250V is 1/2 x 31.5 x 250 x 250 = 980,000 Joules.
The energy at 200V = 1/2 x 31.5 x 200 x 200 = 630,000 J
The difference ( energy you get out by dropping it from 250V to 200V) =
350,000 J
A joule is a watt-second.
So, if you draw it down in 1/2 second, you would be drawing 700,000 watts,
or 0.7 Megawatts ( about 1000 HP).
It might be hard ( and not all that useful) to use all that energy in 1/2
second.
If you draw it down over a minute, you would get 5.800 watts, or about 8 HP.
Phil
If you drag it down to 200v over 1/2 second, you would be drawing 12,600
watts or 16 HP.
This could help a LiIon pack, I'd assume. It's not cheap though.
I THINK my math is right..
--
Martin Klingensmith
_________________________________________________________________
Laugh, share and connect with Windows Live Messenger
http://clk.atdmt.com/MSN/go/msnnkwme0020000001msn/direct/01/?href=http://imagine-msn.com/messenger/launch80/default.aspx?locale=en-us&source=hmtagline
--- End Message ---
--- Begin Message ---
All this talk about hybrids, series vs parallel. This article addresses the
issue. Also looks like a nice product. I know nothing of the company or
product other than what I just read. Sounds reasonable to me.
http://www.sae.org/automag/technewsletter/070201Powertrain/09.htm
Jeff Major
---------------------------------
We won't tell. Get more on shows you hate to love
(and love to hate): Yahoo! TV's Guilty Pleasures list.
--- End Message ---
--- Begin Message ---
There seems to be some contradiction in Peter´s and Lee´s replies. Or
maybe not if there is some other reason two wheels have better
traction besides larger contact area?
Osmo
Peter VanDerWal kirjoitti 7.2.2007 kello 19.33:
In normal applications, the width of the tire makes very little
difference. If everything else remains the same; with a larger
contact
patch you have the vehicles weight spread out over a larger area.
You end
up with less pressure per square inch, but more inches.
This helps a bit on dry sticking surfaces, but hurts on wet or snow
covered surfaces - you stay on top unstead of cutting through.
Lee wrote:
For traction, you want the 2-wheel axle to have the driven wheels.
The Sparrow didn't, and so had traction problems.
--- End Message ---
--- Begin Message ---
I do it all the time for about 6 years now, no problem.
And no stuck contactors danger either, no runaway issues too.
Ah, I forgot, it's AC drive...
Victor
Lock Hughes wrote:
--- Eduardo Kaftanski <[EMAIL PROTECTED]> wrote:
Starting on a hill with the left foot on the brake and right
on the gas is doable, right?
Eduardo K. |
not so much on the EVDL :)
Lock
Toronto
human-electric hybrid
--- End Message ---
--- Begin Message ---
All Lee said that the best thing for a 3-wheeler is to have low
centre of gravity and have the weight divided equally over the
3 wheels, so 2/3 is on the 2-wheeled axle, 1/3 on the single wheel.
Since Sparrow drives the single wheel, traction issues arise from
the low weight, as only 1/3 of the available friction is used
for traction.
Using the axle with two wheels gives you twice the traction in
the case of the optimum weight distribution, compared with the
situation with one driven wheel.
Situation remains that skinny tires can give better traction
in snow from cutting through it (or spikes on the winter tires
as common in Nordic countries - this also cuts into the snow
and ice) while large, low-pressure contact patches can have
advantages on dry roads.
This has nothing to do with using the single wheel or the
two wheel axle for driving the car.
Hope this clarifies,
Cor van de Water
Systems Architect
Proxim Wireless Corporation http://www.proxim.com
Email: [EMAIL PROTECTED] Private: http://www.cvandewater.com
Skype: cor_van_de_water IM: [EMAIL PROTECTED]
Tel: +1 408 542 5225 VoIP: +31 20 3987567 FWD# 25925
Fax: +1 408 731 3675 eFAX: +31-87-784-1130
Second Life: www.secondlife.com/?u=3b42cb3f4ae249319edb487991c30acb
-----Original Message-----
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
Behalf Of Osmo S.
Sent: Wednesday, February 07, 2007 11:51 AM
To: [email protected]
Subject: Re: 3-wheeler driving experiences / traction principles
There seems to be some contradiction in Peter´s and Lee´s replies. Or
maybe not if there is some other reason two wheels have better
traction besides larger contact area?
Osmo
Peter VanDerWal kirjoitti 7.2.2007 kello 19.33:
> In normal applications, the width of the tire makes very little
> difference. If everything else remains the same; with a larger
> contact
> patch you have the vehicles weight spread out over a larger area.
> You end
> up with less pressure per square inch, but more inches.
> This helps a bit on dry sticking surfaces, but hurts on wet or snow
> covered surfaces - you stay on top unstead of cutting through.
Lee wrote:
For traction, you want the 2-wheel axle to have the driven wheels.
The Sparrow didn't, and so had traction problems.
--- End Message ---
--- Begin Message ---
Hi EVerybody;
It's THAT time of the month again; Our monthly New England EAA meeting.
So, come on over, to my place in Killingworth ,CT.26 miles East of New
Haven, as the Electric Car flies. Sit around the fireplace and rehash BBB
and other EV Stuff. It IS fireplace weather, for sure 16 degrez ,now. EVen
got the woodstove going! Winter is here, Sigh! Starting time? Oh, when ya
get here, say 1 or 2pm, for those of ya with EV's a longer charge may be in
order?
Seeya Sat?
Bob
--- End Message ---
--- Begin Message ---
Make that everything I ever wanted in a PHEV!
Matt
On 2/7/07, Matt Kenigson <[EMAIL PROTECTED]> wrote:
Wow. I'm not a gear-head, but this looks like everything I ever
wanted in a hybrid. Now, if it can run on veggie oil or other
biodiesels.... :)
>
> http://www.sae.org/automag/technewsletter/070201Powertrain/09.htm
--- End Message ---
--- Begin Message ---
Wow. I'm not a gear-head, but this looks like everything I ever
wanted in a hybrid. Now, if it can run on veggie oil or other
biodiesels.... :)
Matt
On 2/7/07, Jeff Major <[EMAIL PROTECTED]> wrote:
All this talk about hybrids, series vs parallel. This article addresses the
issue. Also looks like a nice product. I know nothing of the company or
product other than what I just read. Sounds reasonable to me.
http://www.sae.org/automag/technewsletter/070201Powertrain/09.htm
Jeff Major
--- End Message ---
--- Begin Message ---
Not really, we were addressing two different aspects. My point was about
total traction.
Lee's point had more to do with acceleration.
Realize that a given wheel has a finite amount of traction. You can use
all of it for braking, or all for cornering, or all for acceleration; but
can't get full acceleration and cornering at the same time, nor can you
get full braking and full cornering traction at the same time.
I've demonstrated this the hard way on a couple occasions when I tried to
brake hard and turn at the same time. I know that this doesn't work, but
it's hard to overcome your instincts sometimes.
Using two driven wheels spreads the acceleration out over two contact
patchs so you can get twice the acceleration traction.
It does get a bit more complicated in a dynamic application as the
vehicles weight shifts during accleration, braking and/or cornering.
Putting more weight on a given contact patch improves it's traction, and
naturally removing weight reduces traction.
> There seems to be some contradiction in Peter´s and Lee´s replies. Or
> maybe not if there is some other reason two wheels have better
> traction besides larger contact area?
>
> Osmo
>
> Peter VanDerWal kirjoitti 7.2.2007 kello 19.33:
>
>> In normal applications, the width of the tire makes very little
>> difference. If everything else remains the same; with a larger
>> contact
>> patch you have the vehicles weight spread out over a larger area.
>> You end
>> up with less pressure per square inch, but more inches.
>> This helps a bit on dry sticking surfaces, but hurts on wet or snow
>> covered surfaces - you stay on top unstead of cutting through.
>
> Lee wrote:
> For traction, you want the 2-wheel axle to have the driven wheels.
> The Sparrow didn't, and so had traction problems.
>
>
--
If you send email to me, or the EVDL, that has > 4 lines of legalistic
junk at the end; then you are specifically authorizing me to do whatever I
wish with the message. By posting the message you agree that your long
legalistic signature is void.
--- End Message ---
--- Begin Message ---
I didn't notice it being any worse when it was icy out, because I wasn't
crazy enough to drive my 3 wheeler in ice/snow. <g> I did notice it one
day during the first rain of fall, though. This one corner collects a lot
of oil in the middle of the street and, after the rain, the rear end slid
sideways in the corner. (Not a good feeling.)
It's also a lot more difficult to dodge potholes (or debris) in the street.
The main problem I had was with other drivers, however. They'd be turned
around backwards, looking at my rig, rather than watching where they were
going.
> I´d like hear comments from those who have driven a 3-wheeler: how
> does it differ from ordinary 4-wheeler experience? I´m interested
> especially in a 2f1r. For example, I´d imagine the fact that there
> are three wheel tracks or lines(?) instead of two may be a downside
> sometimes - in winter conditions when the two main tracks are melted
> but there is ice or snow in the middle of them. Or driving on a bumpy
> road when you have three tracks to "keep in mind"?
>
> thanks,
> Osmo
--- End Message ---
--- Begin Message ---
G'day All
This talk of redundant safeties, etc, and dopping contactors off a
controller, I thought of my driving habits and I can see that unless you
live on flat ground, dropping out the traction contactor/s with the brake
or clutch pedal *on their own* would make the vehicle undriveable to a
'normal' driver.
So, if dropping the traction B+ contactor with the accelerator 'home'
position, it would be prudent to:
a) monitor the voltage across the precharge resistor and drop out the
system (all contactors) if the precharge resistor voltage exceeds a certain
threshold (of course this needs some 'smarts' attached, so as to get the
controller pre-charged in the first place).
b) Since the accelerator may stick and not return to home position, for a
clutched vehicle it would be possible to drop the B+ traction contactor
when both brake AND clutch pedal together are pressed - and if the
accelerator is still on some then the precharge resistor voltage of (a)
will quickly exceed the threshold voltage and shut down the system. If you
have your foot on both clutch and brake then you haven't got it on the
accelerator.
c) for a clutchless or transmissionless system it it is not possible to
detect 'not got foot on accelerator' so another thing needs to do the job -
and since you need to be able to have your foot on the brake whilst you
bring up motor power to prevent roll-back, simply detecting brake light is
not enough. Detection of high motor loop or moderate battery loop amps +
brake light takes care of controller fail-on, but maybe not stuck throttle
'walk away' with maybe 10% or less power. High brake force under any
circumstances could be used to drop the B+ contactor, but how to detect
high brake force reliably? The position of a brake pedal can vary over
time, plus a slight leak in the master cylinder can allow the pedal to
creep to the floor whilst holding moderate pressure. A switch or a pressure
transducer in the brake line is modifying the braking system so a no-no (at
least seems to be here in Australia).
So where does this leave us for a clutchless or transmissionless vehicle,
for 'reflex action' automatic response to controller walk-away?
Modifying the brake system directly is a no-no, but it could be put that a
creeping pedal is needing to be fixed, so detect the position the pedal
goes to when hard pushed may be a useable option.
Alternatively a load cell in the brake pedal arm could be used to detect
the force - but that sounds more expensive unless the bits can be found
cheaply.
Putting a 'lazy left foot' footrest like a lot of automatics have for the
left foot and detect >foot on footrest+brake light+accelerator not fully
off< as a fault condition would work - if you can make the footrest switch
work properly without more force than a resting foot places.
So what other means are there to detect a reflex action to drop out the B+
contactor/contactors?
Of course, the other option is to decide "walk away" failure is slow enough
to be able to hit the big red button disconnect and not try and detect it.
Even a Zilla is not immune from a stuck accelerator, so to say "buy a
Zilla" and not worry about failure modes is not an option.
Regards
[Technik] James
--- End Message ---
--- Begin Message ---
----- Original Message -----
From: "Death to All Spammers" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Wednesday, February 07, 2007 1:22 AM
Subject: Re: HYBRID TECHNOLOGIES INC. (NASD OTCBB: HYBT): UNITED STATES
PRESIDENT GEORGE
> > So Hybrid Technologies says: "Look! The president mentioned us
> specifically!"
> > The problem is that Hybrid Technologies does not make hybrids.
> >
> > I wonder how many people will be duped by this?
> >
> >
>
> Ahh, but they *are* working on a "Prop-less Wind Powered Generator" in
> partnership with Capstone.
>
And a wheelless car for Ford, GM and Crapsler?
-- Screendoors for a submarine?A Propless one, of course!
Flangeless wheels for Amtrak, to cut down on drag on curves?
Balancing the Budget in Washington. Now I'm going off the Deep End!
Sorry. I couldn't resist!
Bob
--- End Message ---
--- Begin Message ---
He set several speed records with his hybrid and raced it regualry. He
also sold a variant of the hybrid to the firedepartments of the day.
More photos atached.
For those interested in the book the complete title is beyond
expectation
The volkswagen story
By k.b. Hopsinger
London g.t. Foulis & co, ltd.
Printed by the marshall press limited, milford lane, strand, london,
w.c.2.
Introduction is dated march 1954
No print date can be found.
Additionally he conceived of a gas engine driving a generator which
would supply the electric power required to drive the road wheels to
avoid the use of heavy batteries.
Page 17
Fascinating that a revered gas auto designer actually preferred
electrics at the beginning of his career.
In a book called "beyond expectation" by k b hopfinger about ferdinand
porsche I was surprised to learn he invented the hub mounted electric
motor to drive his electrical car design to avoid the losses of
transmissions and drive belts.
One in each front wheel.
9 miles per hour 32 mile range
Porsche was 25 yrs old.
Photo attached.
www.GlobalBoiling.com for daily images about hurricanes, globalwarming
and the melting poles.
www.ElectricQuakes.com daily solar and earthquake images.
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
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--- Begin Message ---
However, we have sold them to Boeing, so I guess they must be ok.
They most certainly would not be using them for an
airplane. The FAA would have their head on a pike for using a
hammer crimper. Probably for a fork lift or a car battery.
I didn't ask what they were using them for. But apparently the tool
met their standards.
Shari Prange
The FAA requires that the crimp operation be done with a
tool that delivers the same (and the correct) displacement every time
it is operated. Ratchet type crimpers that will not retract until
fully actuated are the norm for aircraft use.
A hammer crimper would be unable to meet any "standard"
because the resultant crimp quality is highly variable. Even the same
operator would have varying results. Aside from 100% pull testing and
resistance testing, there would be no way to assure that each
connection was done with consistent quality.
If you hammer too hard or too much, you will cut the strands
of the cable, resulting in a poor connection. If you hammer too light
or too little, you will not deform the crimp enough to swage tightly
against the cable, causing a poor connection.
If it is OK to have an occasional bad connection that you
will correct when it lets go or heats up, then I guess a hammer
crimper will work for you. If, however, you want some degree of
consistency and quality control in your connections, you cannot use a
hammer crimper.
Here is what the FAA requires:
11-178. CRIMP ON TERMINAL LUGS
AND SPLICES (pre-insulated crimp type).
The crimp on terminal lugs and splices must
be installed using a high quality ratchet-type,
crimping tool. We recommend the use of the
proper calibrated tool. Aircraft quality crimp
tools are manufactured to standards. Such
tools are provided with positioners for the wire
size and are adjusted for each wire size. It is
essential that the crimp depth be appropriate
for each wire size. If the crimp is too deep or
not deep enough, it may break or cut individual
strands, or it may not be tight enough to
retain the wire in the terminal or connector.
Crimps that are not tight enough are also susceptible
to high resistance due to corrosion
build-up between the crimped terminal and the
wire. MIL-C22520/2 or MIL-T-DTl2250G
specification covers in detail the general requirement
for crimp tools, inspection gages
and tool kits.
a. Hand, portable, and stationary
power tools are available for crimping terminal
lugs. These tools crimp the barrel to the
conductor, and simultaneously from the insulation
support to the wire insulation.
b. Crimp tools must be carefully inspected:
(1) Insure that the full cycle ratchet
mechanism is tamper-proof so that it cannot be
disengaged prior to or during the crimp cycle.
(2) If the tool does not function or faults
are found, reject the tool and send the tool to
be repaired.
(3) The tool calibration and adjustments
are make only by the manufacturer or an approved
calibration laboratory.
(4) Suitable gages of the Go/No Go
type are available and shall be used prior to
AC 43.13-1B CHG 1 9/27/01
Page 11-70 Par 11-179
any crimping operation and whenever possible
during operation to ensure crimp dimensions.
1
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I should stop trying to make capacitor calculations in emails.
--
Martin K
Phil Marino wrote:
>
> I'm not sure how you got from coulombs to watts, but here's another way:
>
> Two of these in series would give you a 31.5F, 250V capacitor. ( two
> capacitors in series have half the value of each of the original
> capacitors)
>
> The energy stored in a capacitor is 1/2 x C x V x V
>
> So, the energy at 250V is 1/2 x 31.5 x 250 x 250 = 980,000 Joules.
> The energy at 200V = 1/2 x 31.5 x 200 x 200 = 630,000 J
> The difference ( energy you get out by dropping it from 250V to 200V)
> = 350,000 J
>
> A joule is a watt-second.
>
> So, if you draw it down in 1/2 second, you would be drawing 700,000
> watts, or 0.7 Megawatts ( about 1000 HP).
> It might be hard ( and not all that useful) to use all that energy in
> 1/2 second.
>
> If you draw it down over a minute, you would get 5.800 watts, or about
> 8 HP.
>
> Phil
>
>
>> If you drag it down to 200v over 1/2 second, you would be drawing 12,600
>> watts or 16 HP.
>> This could help a LiIon pack, I'd assume. It's not cheap though.
>>
>> I THINK my math is right..
>>
>> --
>> Martin Klingensmith
>>
>
> _________________________________________________________________
> Laugh, share and connect with Windows Live Messenger
> http://clk.atdmt.com/MSN/go/msnnkwme0020000001msn/direct/01/?href=http://imagine-msn.com/messenger/launch80/default.aspx?locale=en-us&source=hmtagline
>
>
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The list does not allow attachments.
Can you upload it somewhere and provide a link?
Cor van de Water
Systems Architect
Proxim Wireless Corporation http://www.proxim.com
Email: [EMAIL PROTECTED] Private: http://www.cvandewater.com
Skype: cor_van_de_water IM: [EMAIL PROTECTED]
Tel: +1 408 542 5225 VoIP: +31 20 3987567 FWD# 25925
Fax: +1 408 731 3675 eFAX: +31-87-784-1130
Second Life: www.secondlife.com/?u=3b42cb3f4ae249319edb487991c30acb
-----Original Message-----
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
Behalf Of GWMobile
Sent: Wednesday, February 07, 2007 1:56 PM
To: [email protected]
Cc: [EMAIL PROTECTED]
Subject: Porsche invented the hub -mounted electric motor for his
Porsche - Lohner Chaise exhibited in 1900 at the paris world's fair
He set several speed records with his hybrid and raced it regualry. He
also sold a variant of the hybrid to the firedepartments of the day.
More photos atached.
For those interested in the book the complete title is beyond
expectation
The volkswagen story
By k.b. Hopsinger
London g.t. Foulis & co, ltd.
Printed by the marshall press limited, milford lane, strand, london,
w.c.2.
Introduction is dated march 1954
No print date can be found.
Additionally he conceived of a gas engine driving a generator which
would supply the electric power required to drive the road wheels to
avoid the use of heavy batteries.
Page 17
Fascinating that a revered gas auto designer actually preferred
electrics at the beginning of his career.
In a book called "beyond expectation" by k b hopfinger about ferdinand
porsche I was surprised to learn he invented the hub mounted electric
motor to drive his electrical car design to avoid the losses of
transmissions and drive belts.
One in each front wheel.
9 miles per hour 32 mile range
Porsche was 25 yrs old.
Photo attached.
www.GlobalBoiling.com for daily images about hurricanes, globalwarming
and the melting poles.
www.ElectricQuakes.com daily solar and earthquake images.
--- End Message ---
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Who says it was used for an aviation application?
FAA rules do not apply if Boeing wanted to make battery
cables for their warehouse forklift.
Cor van de Water
Systems Architect
Proxim Wireless Corporation http://www.proxim.com
Email: [EMAIL PROTECTED] Private: http://www.cvandewater.com
Skype: cor_van_de_water IM: [EMAIL PROTECTED]
Tel: +1 408 542 5225 VoIP: +31 20 3987567 FWD# 25925
Fax: +1 408 731 3675 eFAX: +31-87-784-1130
Second Life: www.secondlife.com/?u=3b42cb3f4ae249319edb487991c30acb
-----Original Message-----
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
Behalf Of Bill Dube
Sent: Wednesday, February 07, 2007 1:50 PM
To: [email protected]
Subject: Re: Crimping Tool Choice
>>>
>>>However, we have sold them to Boeing, so I guess they must be ok.
>>
>> They most certainly would not be using them for an
>> airplane. The FAA would have their head on a pike for using a
>> hammer crimper. Probably for a fork lift or a car battery.
>
>I didn't ask what they were using them for. But apparently the tool
>met their standards.
>
>Shari Prange
The FAA requires that the crimp operation be done with a
tool that delivers the same (and the correct) displacement every time
it is operated. Ratchet type crimpers that will not retract until
fully actuated are the norm for aircraft use.
A hammer crimper would be unable to meet any "standard"
because the resultant crimp quality is highly variable. Even the same
operator would have varying results. Aside from 100% pull testing and
resistance testing, there would be no way to assure that each
connection was done with consistent quality.
If you hammer too hard or too much, you will cut the strands
of the cable, resulting in a poor connection. If you hammer too light
or too little, you will not deform the crimp enough to swage tightly
against the cable, causing a poor connection.
If it is OK to have an occasional bad connection that you
will correct when it lets go or heats up, then I guess a hammer
crimper will work for you. If, however, you want some degree of
consistency and quality control in your connections, you cannot use a
hammer crimper.
Here is what the FAA requires:
11-178. CRIMP ON TERMINAL LUGS
AND SPLICES (pre-insulated crimp type).
The crimp on terminal lugs and splices must
be installed using a high quality ratchet-type,
crimping tool. We recommend the use of the
proper calibrated tool. Aircraft quality crimp
tools are manufactured to standards. Such
tools are provided with positioners for the wire
size and are adjusted for each wire size. It is
essential that the crimp depth be appropriate
for each wire size. If the crimp is too deep or
not deep enough, it may break or cut individual
strands, or it may not be tight enough to
retain the wire in the terminal or connector.
Crimps that are not tight enough are also susceptible
to high resistance due to corrosion
build-up between the crimped terminal and the
wire. MIL-C22520/2 or MIL-T-DTl2250G
specification covers in detail the general requirement
for crimp tools, inspection gages
and tool kits.
a. Hand, portable, and stationary
power tools are available for crimping terminal
lugs. These tools crimp the barrel to the
conductor, and simultaneously from the insulation
support to the wire insulation.
b. Crimp tools must be carefully inspected:
(1) Insure that the full cycle ratchet
mechanism is tamper-proof so that it cannot be
disengaged prior to or during the crimp cycle.
(2) If the tool does not function or faults
are found, reject the tool and send the tool to
be repaired.
(3) The tool calibration and adjustments
are make only by the manufacturer or an approved
calibration laboratory.
(4) Suitable gages of the Go/No Go
type are available and shall be used prior to
AC 43.13-1B CHG 1 9/27/01
Page 11-70 Par 11-179
any crimping operation and whenever possible
during operation to ensure crimp dimensions.
1
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We use a die set we made to crimp on 4 sides in a Hyd press 20 tons, I cut one
in 1/2 to see what it looked like, Just a solid mass of copper.. Wayne
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--- Begin Message ---
In a book called "beyond expectation" by k b hopfinger about ferdinand
porsche I was surprised to learn he invented the hub mounted electric
motor to drive his electrical car design to avoid the losses of
transmissions and drive belts.
One in each front wheel.
9 miles per hour 32 mile range
Porsche was 25 yrs old.
Photo attached.
www.GlobalBoiling.com for daily images about hurricanes, globalwarming
and the melting poles.
www.ElectricQuakes.com daily solar and earthquake images.
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
* ---REMAINDER OF MESSAGE TRUNCATED--- *
* This post contains a forbidden message format *
* (such as an attached file, a v-card, HTML formatting) *
* Lists at sjsu.edu only accept PLAIN TEXT *
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* is not set to send PLAIN TEXT ONLY and needs adjusting *
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
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Seen here:
http://www.coate.org/jim/ev/thesis/chap_2.html
"In 1895, Ogden Bolton Jr. received one of the first patents for an
electric bicycle. His novel idea, shown in figure 2.13, involved the
use of a custom rear wheel, with the motor as an integral part of its
hub."
tks
Lock
Toronto
human-electric hybrid ped
--- GWMobile <[EMAIL PROTECTED]> wrote:
> He set several speed records with his hybrid and raced it regualry.
> He
> also sold a variant of the hybrid to the firedepartments of the day.
>
> More photos atached.
>
> For those interested in the book the complete title is beyond
> expectation
> The volkswagen story
> By k.b. Hopsinger
>
> London g.t. Foulis & co, ltd.
>
> Printed by the marshall press limited, milford lane, strand, london,
> w.c.2.
>
> Introduction is dated march 1954
> No print date can be found.
>
>
> Additionally he conceived of a gas engine driving a generator which
> would supply the electric power required to drive the road wheels to
> avoid the use of heavy batteries.
> Page 17
>
> Fascinating that a revered gas auto designer actually preferred
> electrics at the beginning of his career.
>
>
>
> In a book called "beyond expectation" by k b hopfinger about
> ferdinand
> porsche I was surprised to learn he invented the hub mounted electric
> motor to drive his electrical car design to avoid the losses of
> transmissions and drive belts.
>
> One in each front wheel.
> 9 miles per hour 32 mile range
> Porsche was 25 yrs old.
>
> Photo attached.
>
>
>
>
> www.GlobalBoiling.com for daily images about hurricanes,
> globalwarming
> and the melting poles.
>
> www.ElectricQuakes.com daily solar and earthquake images.
>
> > * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
> * ---REMAINDER OF MESSAGE TRUNCATED--- *
> * This post contains a forbidden message format *
> * (such as an attached file, a v-card, HTML formatting) *
> * Lists at sjsu.edu only accept PLAIN TEXT *
> * If your postings display this message your mail program *
> * is not set to send PLAIN TEXT ONLY and needs adjusting *
> * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
>
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EVLN(SF drawing winner selling new Xebra LSV: $6k)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://sfbay.craigslist.org/sfc/car/271283990.html
2006 (new - still on the lot) lime green Zap Xebra electric car -
$6000
Reply to: [EMAIL PROTECTED]
Date: 2007-01-31, 9:41AM PST
Here's the info on the vehicle:
http://www.zapworld.com/ZAPWorld.aspx?id=188
Great city vehicle with four doors and ample seating. Emissions
free and easy to park (very short length). The green version is
very cute.
$6000 or best offer plus cost of delivery from dealership. (I
have the title to it - the vehicle was won in a drawing.)
===
$200 GEM on ebay
http://cgi.ebay.com/ebaymotors/Chrysler-GEM-CHRYSLER-2002-GEM-E825-ELECTRIC-CAR-4-SEATER-CHRYSLER-GOLF-TURF_W0QQcmdZViewItemQQcategoryZ6181QQihZ010QQitemZ200077052992QQrdZ1
===
EVs4Sale on ebay
http://search.ebay.com/search/search.dll?sofocus=bs&sbrftog=1&from=R10&submitsearch=Search&satitle=%22electric+vehicle%22&sacat=-1%26catref%3DC6&sargn=-1%26saslc%3D2&sadis=200&fpos=94063&ftrt=1&ftrv=1&saprclo=&saprchi=&fpos=94063&lsot=&fsop=3%26fsoo%3D2&coaction=compare&copagenum=1&coentrypage=search
-
Bruce {EVangel} Parmenter
' ____
~/__|o\__
'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor, RE & AFV newswires
. (originator of the above ASCII art)
===== Undo Petroleum Everywhere
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