EV Digest 6547
Topics covered in this issue include:
1) EVLN(Satanic Prius fire)
by bruce parmenter <[EMAIL PROTECTED]>
2) Doran done using unibody.
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
3) EVLN(GM: battery costs mean phEVs will sell for thousand$ more)-long
by bruce parmenter <[EMAIL PROTECTED]>
4) EVLN(Green Meadow Farm's WVO delivery vehicle)
by bruce parmenter <[EMAIL PROTECTED]>
5) Re: Doran done using unibody.
by "Lawrence Rhodes" <[EMAIL PROTECTED]>
6) Removing chips from a SMT board
by Christopher Zach <[EMAIL PROTECTED]>
7) Re: Removing chips from a SMT board
by Rod Hower <[EMAIL PROTECTED]>
8) Re: Removing chips from a SMT board
by Jack Murray <[EMAIL PROTECTED]>
9) Re: adding end-cap and bearing
by Jim Husted <[EMAIL PROTECTED]>
10) Re: Removing chips from a SMT board
by "Peter Gabrielsson" <[EMAIL PROTECTED]>
11) ok, time for some new batteries
by Jeff Shanab <[EMAIL PROTECTED]>
12) Re: Removing chips from a SMT board
by Christopher Zach <[EMAIL PROTECTED]>
13) Re: EV Towing Damage. Motor and Transmission Help
by Mark Brueggemann <[EMAIL PROTECTED]>
14) Re: 98 metro question
by Mark Brueggemann <[EMAIL PROTECTED]>
15) distributed charging
by "Al" <[EMAIL PROTECTED]>
16) RE: Sprint/Metro Drivetrain losses
by "Claudio Natoli" <[EMAIL PROTECTED]>
17) Re: Doran molds on ebay - Just kidding dept.
by "David Roden" <[EMAIL PROTECTED]>
18) RE: Sprint/Metro Drivetrain losses
by "Peter VanDerWal" <[EMAIL PROTECTED]>
19) Re: distributed charging
by "David Roden" <[EMAIL PROTECTED]>
20) Re: EV Towing Damage. Motor and Transmission Help
by [EMAIL PROTECTED]
21) Re: distributed charging
by "Ted C." <[EMAIL PROTECTED]>
22) RE: Report from Saturday.
by Mike Willmon <[EMAIL PROTECTED]>
--- Begin Message ---
EVLN(Satanic Prius fire)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.theregister.co.uk/2007/03/12/kamikaze_prius/
The Register » Science » Rise of the Machines »
Hybrid vehicle attacks petrol station By Lester Haines
Published Monday 12th March 2007 11:58 GMT RoTM
The driver of a Toyota Prius had a narrow escape recently
when his vehicle decided to do away with its human master by
ploughing into a Tacoma petrol station "narrowly missing a clerk
and sparking a fire".
Shaken victim Art Robinson of DuPont told KING5.com he'd just
bought the hybrid on the morning of 6 March, but "only after he
was absolutely sure it was safe to drive". Two different dealers
passed it as posing no threat to mankind, and one even
"certified" it.
Pretty soon, however, the car "began to act strangely". Robinson,
evidently oblivious to the activities of killer Renault Lagunas
(http://www.theregister.co.uk/2005/03/18/renault_laguna_terror_ordeal/)
, decided to take it back to the dealers. The Prius evidently
sensed the plan, because it "began accelerating even though
[Robinson] applied the brakes and the emergency brake".
Robinson recounted: "I could not stop the car. Because of its
design I couldn't shift into neutral. It happened so fast I
didn't have time to be scared then. I'm scared now."
And with good reason, because the satanic Japanese motor decided
to launch a kamikaze-style assault on the Hosmer Food Store and
76 gas station, where clerk Linda Kinard was innocently putting
away groceries.
Kinard said of the impact: "There was just an explosion. To me it
sounded like a bomb and things were just flying all over." Kinard
found herself pinned behind the counter by the impact, which
quickly provoked a fire. She later admitted: "It was very
scary."
Petrol station attendant Art Smith, who'd been pumping gas at the
time of the attack, told KING5.com: "I was at the gas pump and I
heard this 'whooshing' go by me and the next thing I know, this
car's in the building and at first I was shocked, of course. I
didn't know what to think."
Smith quickly advised Robinson to vacate the Prius, and was then
able to extricate Kinard from the wreckage before firefighters
arrived to bring the blaze under control. A "team of Toyota
experts" subsequently arrived to remove the vehicle.
Smith later consoled Robsinson with: "You can replace a car, you
can replace a building, you can't replace a person ever."
Robinson, clearly unaware of the implications of the incident,
said he was indeed "going to try to make the dealership replace
the car".
-
Bruce {EVangel} Parmenter
' ____
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. EV List Editor, RE & AFV newswires
. (originator of the above ASCII art)
===== Undo Petroleum Everywhere
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Now that's room service! Choose from over 150,000 hotels
in 45,000 destinations on Yahoo! Travel to find your fit.
http://farechase.yahoo.com/promo-generic-14795097
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--- Begin Message ---
I'd think a Chevy Sprint to a small Saturn might have some potential as a
three wheeler. That's two wheels up front and the modification in the rear.
Cut out the quarterpanels. Sleek it up to a point in the back and weld it
all back together. Are there any plans out there for doing this sort of
thing. I saw that article in Popular Mechanics that Jay Leno did on the one
of a kind three wheeler built in the middle of the last century using an old
Indian motorcycle as the power train. If you look at the Doran it looks a
little GM in the front part of the design. Are there plans out there?
Would a frame based vehicle work better? Just curious. Lawrence
Rhodes.......
--- End Message ---
--- Begin Message ---
EVLN(GM: battery costs mean phEVs will sell for thousand$
more)-long
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.nytimes.com/2007/03/11/business/yourmoney/11stream.html?_r=1&ref=yourmoney&oref=slogin
The New York Times March 11, 2007 Slipstream
A New Battery Takes Off in a Race to Electric Cars
By JASON PONTIN
[image - by Rick Friedman for The New York Times
http://graphics8.nytimes.com/images/2007/03/11/business/11stream.1.600.jpg
>From left, Yet-Ming Chiang, Bart Riley, Ric Fulop and David Vieau
of A123Systems, with rechargeable lithium batteries at the
companys headquarters in Watertown, Mass.]
VROOOOM! Or, rather, much more softly: brmmm.
A123Systems, a start-up in Watertown, Mass., says it has created
a powerful, safe, long-lived battery. If the cell fulfills the
ambitions of its maker, that softer sound will be the future of
automobiles.
To date, all-electric vehicles have failed because their
batteries were inadequate. General Motors futuristic EV1 car of
the late 1990s was doted upon by environmentally conscious
drivers who admired its innovative engineering, but because the
car used large, primitive nickel metal hydride batteries, its
range was limited, its acceleration degraded as the batteries
weakened with age, and its two-seat layout was not very
comfortable for big, corn-fed North Americans.
The problem came down to usability, said Nick Zelenski, G.M.s
chief vehicle engineer. You had to plan your life around when
you were going to charge the EV1. G.M. built only 1,117 of the
experimental cars because it believed that American drivers would
not buy such an affront to the national ideal of the open road.
Now, G.M. is planning two plug-in hybrid vehicles. Like the
Toyota Prius and other available hybrids, the G.M. models will
supplement their electric motors with power from internal
combustion engines. Whats different is that most of the power
for daily commuting will come from battery packs that can be
recharged from ordinary household sockets. The new models are
expected to have a range of at least 40 miles without using their
gas engines. While that is less than the range of the
all-electric EV1, the hybrid nature of the new models will give
them far greater total range.
G.M. says that the extra cost for the battery packs mean that
plug-in hybrids will sell for thousands of dollars more than
comparable, non-electric vehicles. But the average driver, going
40 miles a day, would also save $450 a year if gasoline were $2 a
gallon. Because the median daily travel of the average American
car is 33 miles (well within the new models electric range), the
cars would achieve 155 miles to the gallon, and many drivers
would fill up with gasoline only every few months.
G.M. hopes to begin selling the first car, a plug-in hybrid
version of the Saturn Vue sport utility, as soon as 2009. The
second, the Chevrolet Volt, which exists only as a concept-model
prototype, is a startling departure from traditional automotive
design. The Volts internal combustion engine is not attached to
the drive train as current hybrids are. In the case of the Volt,
it is used only to recharge the vehicles batteries. In short,
the Volt would function as a true electric car, with the
insurance of an internal combustion engine and not
coincidentally it is also designed as a recognizably conventional
American compact, seating five, which could drive hundreds of
miles to Mothers at Thanksgiving.
The real breakthrough is with the new batteries, which offered us
energy density which in turn provided us with a reliable,
high-powered package in a relatively small space, Mr. Zelenski
said.
G.M. selected A123Systems (along with its partner Cobasys) to
develop batteries that might be used for the Saturn Vue, he said,
and it is considering awarding A123Systems a similar contract for
the Volt concept car, to take advantage of the companys
remarkable new rechargeable lithium batteries.
Rechargeable lithium batteries have been used in laptop computers
and mobile phones since the early 1990s. (Their common name,
lithium ion batteries, is a tautology, since all batteries
conduct electric current by allowing the passage of ions between
two electrodes.) But despite their lightness, rechargeable
lithium batteries which often use a compound of highly reactive
cobalt oxide have hitherto been thought impractical for
transportation because they are insufficiently powerful and
might, if pierced, jarred or overheated, explode or burst into
flames.
A123Systems batteries are different. Yet-Ming Chiang, a professor
of materials science and engineering at M.I.T. and a co-founder
of A123Systems, described their advantages: Used in a hybrid
vehicle, our batteries deliver faster acceleration than any other
batteries of the same size, Professor Chiang said. And the
chemical stability of the cathode material greatly improves
safety as well as extending battery life.
The history of A123Systems offers a lesson in entrepreneurial
adaptability. When Professor Chiang and two others founded the
company in 2002, it was devoted to a radical business
proposition: it hoped to develop a technique where component
materials would self assemble into a practical lithium battery.
Imagine sprayable batteries, conforming to the shape of a device
or an appliance, Professor Chiang said. They could also be
deposited in very small volumes to power micro and nano
devices.
But self-assembling batteries, despite their intriguing
potential, proved intractably hard to develop or, at least,
more expensive and less sure than the immediate commercial
possibilities of a rechargeable lithium battery with novel
applications. It just wasnt working, said Bart Riley, another
of the co-founders, and A123s vice president for research and
development. (The third co-founder is Ric Fulop, now vice
president for business development, who has also participated in
the start-up of five other companies.)
By late 2003, the company had abandoned self-assembly for
another, less alchemical but still dramatic technology. In place
of cobalt oxide, it used a commonplace substance, iron phosphate,
but assembled it in a novel, nano-structure the particles used
were 100 times smaller than conventional oxides and eight orders
of magnitude more conductive than conventional phosphates. The
new combination offers high power, stability and longevity.
Shifting to the new technology seems to have been a wise, if
hard, decision. Today, A123Systems, a privately held venture, has
raised more than $102 million in funding from a variety of
investors including Sequoia Capital, Motorola and General
Electric. It has 250 employees in China, Taiwan, South Korea and
the United States. Apart from its developmental work with G.M.,
it manufactures the batteries that drive Black & Decker and
DeWalt professional power tools.
According to David Vieau, A123Systems chief executive, the
company enjoys hundreds of millions of dollars in contracts.
The former commitment to self-assembly is preserved only in the
companys nerdy name, derived from an equation called the
Hamaker force constant, which is used to calculate attractive
and repulsive forces at nano-dimensions, and which begins
A123...
While A123Systems still hopes to return to self-assembling
batteries one day, it remains focused for now on the future of
transportation. In this, the companys founders and senior
officers mix business acumen with a kind of millennial fervor:
they sincerely believe that their rechargeable lithium batteries
could reduce the carbon emissions that contribute to global
warming.
These plug-in hybrids will cut gasoline demand over 70 percent
for most drivers, and carbon emissions by 50 percent, which will
have a significant effect on the environment, Mr. Vieau said.
Driving a plug-in hybrid powered by batteries from A123, most
drivers would seldom use their gasoline engines. And while the
electricity that charged the batteries would derive mostly from
carbon dioxide-producing power plants, burning gasoline is the
most polluting transportation energy of all, according to a 2005
study by the Argonne National Laboratory.
A123Systems ambition is to apply a new technology, born from
original science, to solve a difficult problem. The companys
chairman is Gururaj Deshpande, the entrepreneur who also is a
co-founder and chairman of Sycamore Networks. As he explained:
This company can play a role in reducing our dependence on oil
and in cleaning up the environment. Any company that gets to
contribute to those efforts in whatever measure would have done
good in the world.
Jason Pontin is the editor in chief and publisher of Technology
Review, a magazine and Web site owned by M.I.T. E-mail:
[EMAIL PROTECTED]
===
http://www.wilmingtonstar.com/apps/pbcs.dll/article?AID=/20070311/ZNYT01/703110488/1002/business
-
Bruce {EVangel} Parmenter
' ____
~/__|o\__
'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor, RE & AFV newswires
. (originator of the above ASCII art)
===== Undo Petroleum Everywhere
____________________________________________________________________________________
Looking for earth-friendly autos?
Browse Top Cars by "Green Rating" at Yahoo! Autos' Green Center.
http://autos.yahoo.com/green_center/
--- End Message ---
--- Begin Message ---
EVLN(Green Meadow Farm's WVO delivery vehicle)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.lancasterfarming.com/node/460
One Restaurant's Junk Is a Grower's Treasure
Submitted by Editor on Fri, 03/09/2007 - 9:03am.
Waste Vegetable Oil Heats Greenhouses on Gap Farm
CHRIS TORRES Staff Writer
[
http://lancasterfarming.com/system/files/LFAcVegieoil23m10_sm.JPG
]
GAP, Pa. With oil prices going through the roof, Glenn Brendle
thought he would never achieve his dream of having a greenhouse
on his farm in the Gap area.
But through a little ingenuity and a lot of creativity, Brendle
has been able to achieve his dream through what might seem an
unlikely source, vegetable oil.
>From his Green Meadow Farm, Brendle has been delivering fresh
fruits and vegetables to upscale restaurants in the Philadelphia
area for more than 20 years. But in 2001, he started noticing
something each restaurant had in common. They were throwing away
large barrels of used vegetable oil, which is used in fryers.
Restaurants pay companies to have the oil discarded. For Brendle,
he saw it as a potential gold mine. "I started thinking about
possibilities," he said.
Through a little research, he found vegetable oil could be used
as an energy source. So he collected the oil in jugs of his own
and started taking it home with him.
Unlike some biofuels, which can be used in existing oil burners,
vegetable oil needs its own system. Brendle improvised by
purchasing an outdoor furnace and drilling a hole through its
door. He then installed new burners and filters and soon had a
new heating system.
He found heating with vegetable oil was not a simple science,
though. Not only does he have to get the oil, he runs the oil
through a water filter to get rid of harmful particles. He then
stores the oil in large barrels and keeps it at 40 degrees
Fahrenheit to prevent it from hardening.
After saving up enough money, he eventually bought a brand new
burner which can produce up to 350,000 BTUs worth of heat. The
new system heats his home, hot water, two greenhouses and a
smokehouse.
The heat travels through an underground piping system he
installed himself. He uses heat exchangers in his greenhouses
where he grows microgreens. Each exchanger produces between
175,000 and 200,000 BTUs each. His shop is heated through a
radiation fan.
And Brendle has left no stone unturned when it comes to trying to
save money and utilize space. The jugs he transports the oil in
are used to grow tomatoes, cucumbers and melons. They are cleaned
and stuffed with compost and are then hung inside the
greenhouses.
The excess filter sludge that comes from the oil is used as
pavement for his driveway. Brendle said the sludge is
biodegradable and lasts about two years. "You can put it on your
driveway and it makes very nice paving," he said.
Even his diesel car is run on vegetable oil. He uses a 5-micron
filter and a heat exchange coil to make the oil compatible with
the engine. It cost him $600 to install and would probably cost
between $1,000 and $1,200 for a mechanic to install. The oil does
not increase his gas mileage, though. It has actually decreased
it by one mile per gallon. Still, he loves the fact he doesn't
have to buy as much diesel as he used to. "I have it and it
really works good," he said.
All told, Brendle said he uses about 20,000 gallons of vegetable
oil a year. His heater uses 2.5 gallons of oil per hour.
He is so passionate about vegetable oil he has begun to talk
about it at public events. He recently spoke at the Mid-Atlantic
Fruit and Vegetable Convention along with Fred Phillips of Clean
Burn. Farmers and growers asked many questions of the technology
that some hadn't known was possible. "I think it's really
interesting," said one farmer.
Brendle and Phillips were also at the recent Pennsylvania
Association for Sustainable Agriculture (PASA) Conference in
State College.
Brendle said getting his system going was not easy. He spent more
than $10,000 on parts and installation. Most of the work he did
himself. He spends about 15 to 20 minutes one day a week on
maintenance.
But he said the money he has saved on fuel costs has already paid
for his large investment. How much does he spend on vegetable
oil? It's free. "I can't begin to tell you how much money I have
saved," he said.
Copyright © 2006 Lancaster Farming. All Rights Reserved.
-
Bruce {EVangel} Parmenter
' ____
~/__|o\__
'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor, RE & AFV newswires
. (originator of the above ASCII art)
===== Undo Petroleum Everywhere
____________________________________________________________________________________
Don't pick lemons.
See all the new 2007 cars at Yahoo! Autos.
http://autos.yahoo.com/new_cars.html
--- End Message ---
--- Begin Message ---
http://www.3wheelers.com/projgal3.html Look what I found. It has already
been done. LR.......
----- Original Message -----
From: "Lawrence Rhodes" <[EMAIL PROTECTED]>
To: "Electric Vehicle Discussion List" <[email protected]>
Cc: <[EMAIL PROTECTED]>; <[EMAIL PROTECTED]>
Sent: Monday, March 12, 2007 4:38 PM
Subject: Doran done using unibody.
> I'd think a Chevy Sprint to a small Saturn might have some potential as a
> three wheeler. That's two wheels up front and the modification in the
rear.
> Cut out the quarterpanels. Sleek it up to a point in the back and weld it
> all back together. Are there any plans out there for doing this sort of
> thing. I saw that article in Popular Mechanics that Jay Leno did on the
one
> of a kind three wheeler built in the middle of the last century using an
old
> Indian motorcycle as the power train. If you look at the Doran it looks a
> little GM in the front part of the design. Are there plans out there?
> Would a frame based vehicle work better? Just curious. Lawrence
> Rhodes.......
>
--- End Message ---
--- Begin Message ---
I have a question: I have a need to remove an 80 pin integrated circuit
from a Dolphin board. It's soldered to the board, but the board is SMT
and I don't want to damage either the pads or the board itself.
What tool would be best for gently un-soldering this? Should I get a
custom SMT blower-iron, or could I use my generic solder-sucker with a
10 watt iron?
Chris
--- End Message ---
--- Begin Message ---
Do you want to save the chip you are pulling off the
board?
If not, I would recommend using a fine nose cutter and
removing the pins of the chip individually (close to
the plastic body). Then use your soldering iron and
some fine nosed pliers to pluck each pin off the board
making sure you don't 'linger' on each pad too long
(so you don't pull the pad off the FR4 board) I've
done this many times with success.
Another method if you have a very steady hand, take
your dremel and cut all the leads off the micro making
sure you don't cut too deep, then remove the remaining
pins on the FR4 with an iron and small tweezers or
some copper braid.
Good luck and let us know what you are replacing this
chip with :-)
Rod
--- Christopher Zach <[EMAIL PROTECTED]> wrote:
> I have a question: I have a need to remove an 80 pin
> integrated circuit
> from a Dolphin board. It's soldered to the board,
> but the board is SMT
> and I don't want to damage either the pads or the
> board itself.
>
> What tool would be best for gently un-soldering
> this? Should I get a
> custom SMT blower-iron, or could I use my generic
> solder-sucker with a
> 10 watt iron?
>
> Chris
>
>
--- End Message ---
--- Begin Message ---
You need to get a "Chip Quik" desoldering kit,
http://www.chipquik.com/smd1.htm
Basically, it has a kind of solder that doesn't cool and harden quickly,
so you melt it around the pads, and the chip will fall off.
I've used it many times, works like a charm, a bit of an expensive, but
given the cost of a chip or moreover the cost of a board that is ruined
by doing it another way, its a deal.
Jack
Christopher Zach wrote:
I have a question: I have a need to remove an 80 pin integrated circuit
from a Dolphin board. It's soldered to the board, but the board is SMT
and I don't want to damage either the pads or the board itself.
What tool would be best for gently un-soldering this? Should I get a
custom SMT blower-iron, or could I use my generic solder-sucker with a
10 watt iron?
Chris
--- End Message ---
--- Begin Message ---
Hey all
Jeff put a nice posting to this but I thought I'd
chime in also. I just got asked about this from
another listee a couple of days ago and there are a
few tings I'd like people to be aware of.
First off alot of golf cart motors are what I call a
short comm motors. Most of those are made by GE where
they'll make a shorter comm'ed armature (and motor)
for a golf cart and then make a long comm'ed version
for a pallet jack motor. Everything's the same but
they use half a brush, lol. Even on the ADC's like an
EZ-GO cart (know them well I have a few dealer
accounts) the cart motor uses an A-89 brush where a
pallet jack motor uses the B-89 brush which is a
little longer, although not nearly as drastic as on
the GE motors.
The second comm related differences are they also
typically use a thinner brush ring base. 1/8th" thick
as oppossed to 1/4. Although you can burn both out,
the 1/8th not only quicker but if you heat them they
start to bow out from spring tension and it causes the
brushes to wear at an angle.
Like Jeff stated, that shaft is not machined to a
bearing size so it must be measured (where the journal
stops), removed, and machined. Now on most of these
but not all, the shaft barely sticks past the housing
edge so I'm wondering exactly how much journal bite
you'll be able to get.
On must of the DE plated motors of this size the end
bell juts out there at the bearing journal allowing it
to grab the whole bearing thickness while the plate
remains outside the housing edge. With a single 1" AL
plate it'll be pretty close. Now on the GE style not
a problem to allow the plate to recess into the
housing for more bearing bite as there is room, on an
ADC style there's a lot less before you hit the field
coils.
Anyway this seems like a lot of work to do just to get
a female shafted motor to be a full motor. It is only
now that the other coupler proccess starts.
As an example (and yes I know everyone's not me 8^P )
Lets take a look at this motor from my point of view.
Pop the shaft out and put in a new one and you've
solved both the bearing machine work, and two, have a
nice shaft to work with. Slap on an ADC plate maybe
slightly modded and it's done, well if you're not
cleaning, replacing brushes, ect. So about $150.00
in parts and a couple hours time (minus any other
build time stated above).
Now if you get a hold of a lift motor you'll have more
beef, that DE plate you needed (lol) and they can be
found pretty cheap. Now you might have to visit the
scrap yards or forklift places but they really are out
there if you look. They're are sep-ex styles also
starting to go out of service so more of those will be
scrapping out.
I'm not saying it can't be done I'm just hoping to
point out some pitfalls. I just can't see how this
would be of less cost or time for most people
comparing it to it's cousin the lift motor, although
they make those without plates also they're just not
as common.
BTW I wasn't trying to give your idea the shaft 8^P
just things to be aware of 8^)
Hope this helps.
Jim Husted
Hi-Torque Electric
____________________________________________________________________________________
The fish are biting.
Get more visitors on your site using Yahoo! Search Marketing.
http://searchmarketing.yahoo.com/arp/sponsoredsearch_v2.php
--- End Message ---
--- Begin Message ---
If you don't care about the chip you can do it with a soldering iron,
just heat one pin at a time and when the solder melts bend the pin up
from the board with a sharp tool like an exacto knife or similar. I've
done this several times and you really need to be carefull and not try
to force the pins or you'll rip up the pads.
Other option is to get a hot air gun, shield the rest of the board
from the hot air with some heat resistant tape and then heat the legs
of the component until all the solder has melted. Lift the component
off the board with a suitable tool.
Third option which is not for the faint of heart is to use a toaster
oven. I've succesfully reworked small BGAs with a toaster oven.
However I would say it's too risky if you care about the board.
On 3/12/07, Christopher Zach <[EMAIL PROTECTED]> wrote:
I have a question: I have a need to remove an 80 pin integrated circuit
from a Dolphin board. It's soldered to the board, but the board is SMT
and I don't want to damage either the pads or the board itself.
What tool would be best for gently un-soldering this? Should I get a
custom SMT blower-iron, or could I use my generic solder-sucker with a
10 watt iron?
Chris
--
www.electric-lemon.com
--- End Message ---
--- Begin Message ---
I have apparently murdered my first pack but I don't understand how. I
am starting now to think I overheated them?
I want to replace them but I need to know what to avoid next time.
I have 24 orbitals. made in apr and sept of 2005 bought by me in nov
2005 from the distributer. While I was diespleased by the mixed set, the
worst batteries and the best batteries are totally mixed. I have 13 in
back and 11 up front under the hood. I just replace 4 under warentee in
the back and after a week of driveing I got home today and did some load
testing.
After pulling out 16ah...
The newly replaced are 12.5V and drop to 11.2 with 250A load for 15
seconds.
The rest in back drop to 6.5 or 7V supplying 200Amp for less than 15
seconds.
Now here is the weird part. The batteries under the hood drop to 10.3
after 15 seconds of 250A.
Why are the batteries in the un-insulated under hood area in better
shape? The are all the same age and have seen the same usage after
purchase. The only thing I can think of is that during driving last
summer, the batteries in back would of gotten warmer? where the ones up
front had air flowing across them?
Anyone know of any bb600's available, I have mulled that idea over a bit.
--- End Message ---
--- Begin Message ---
Rod Hower wrote:
Do you want to save the chip you are pulling off the
board?
*nod* Yes I do. It's a pretty important chip and not made anymore. I'm
finding that chips have a short life, even something as "common" as a
68HC711K4 type processor is not find-able now. And with ROHS it will
probably never be made again. Crud.
Good luck and let us know what you are replacing this
chip with :-)
Well, actually I have found a few prototype Dolphin boards. These are
interesting in that they have the Mach 220 chip removed from the board
itself and a PLCC type socket in it's place. My guess is they were doing
experimentations and put the socket in to "swap" the Mach's around.
Since the 220 is the vector control state machine, I wonder if they were
trying different types of motor windings or something.
Anyway, it could be a way to replace a totally destroyed Dolphin CPU
board, the trick is getting the chip off the old board. And since we
never destroy boards, it has to be done in a non-destructive manner.
Chris
--- End Message ---
--- Begin Message ---
--- Dave Davidson <[EMAIL PROTECTED]> wrote:
> If you still have the original owners manual, it sometimes
> lists acceptable towing
I have the owner's manual for my '85 S-10:
"Your vehicle, if equipped with an automatic transmission, may
be towed on all four wheels at speeds less than 35mph for distances
up to 50 miles. These speed and distance do not apply if your
vehicle has a manual transmission. The driveline and steering
must operate normally.
For such towing, the steering must be unlocked, transmission in
neutral, and the parking brake released. Connect the towing device
to main structural parts of the vehicle."
That all being said, I have a hard time believing the transmission
fell into gear. For that to happen, the syncros would've had to
have matched the driveline with the flywheel/motor speed, with a
constant force on the lever. My guess is it was put in gear while
either preparing to tow or while retrieving something from in the
cab while stopped. Anyone with a clutchless EV understands what it
would take to force the vehicle into gear while underway.
FWIW, it's a 10 minute job to disconnect the driveshaft at the
differential and tie the end off to the frame of the vehicle (in
the case of an S-10).
Mark "EV Basher" Brueggemann
Albuquerque, NM
S-10 EV
--- End Message ---
--- Begin Message ---
On Mar 12, 2007, at 10:21 AM, mike golub wrote:
> > When I removed the engine I carefully labeled all the
> > electrical wires.
> >
> > Except for the wires that are going back to the
> > transmission, can any of the other wires be reused?
Out of the 25 or so wires coming from the dash to the engine
compartment, I think I ended up using four of them after
conversion. Clutch switch, switched ignition, key start and
the one that lit the batt light, which I use to signify
traction pack connection. The rest are carefully bundled
and tucked away in the fender, but to date I haven't found
a use for any of them.
Mark "EV Basher" Brueggemann
Albuquerque, NM
S-10 EV
--- End Message ---
--- Begin Message ---
With all the talk about battery equalization, I wonder has anyone went to the
extreme and implemented a charger per battery scheme?
I looked into it, thinking of using the Vicor battmod units but they are
expen$ive and they don't make 6 volters.
There are some very nice dc-dc converters available that are very small,
efficient. and light, but again, expen$ive.
So I thought, how about modifying a very cheap and plentiful converter - A PC
power supply. It can run on AC or DC from 100 to 240 volts, whaterver you have
available. It is isolated and could be modded to be contolled by a central PC.
I have seen 300W active PFC supllies for $30-$40.
Had this been done, attempted?
Al
--- End Message ---
--- Begin Message ---
Hi Roger,
> The tranny is full of fresh 75W90 gear oil, per the manual, however,
> I've been advised that the manual is wrong and a GM semi-synthetic lube
> is what should be in there. I'm skeptical that the lube alone could be
> responsible for this sort of loss, but since an oil change is easier
> than rebuilding the tranny, I'll try that first ;^>
I'll be interested to hear what difference that makes :-)
This weekend, in terms of changes I only got as far as removing the right front
caliper and hand-spinning the wheel again - it certainly made a considerable
difference, but time did not permit me to do a great deal more, or make
detailed "after" measurements.
> Just for curiousity, at the end of the test, I also measured
> consumption
> at a couple of other points (all in 2nd gear):
>
> 28kph(17.5mph): 19.5A @ 123.0V (137Wh/mi or 86Wh/km)
> 38kph(24mph) : 26.2A @ 122.0V (133Wh/mi or 84Wh/km)
> 50kph(31mph) : 34.5A @ 121.0V (135Wh/mi or 83Wh/km)
>
> Which appears to suggest that the losses I'm experiencing are
> independent of speed?!
That matches what I've observed; with mostly frictional losses then the
magnitude in absolute terms should be (more or less) proportional to speed, and
so the Wh/distance should not change wildly, right?
As Lee alluded to in his comments in the previous related threads, I think
you'd find that your motor current was pretty constant across the measurements,
with motor voltage rising in proportion to speed. At least, I can confirm I
found the same thing with the Zilla DAQ measurements I've taken thus far.
> And, as before, I would be quite interested in seeing what sort of
> losses others observe with their vehicles (battery-side values, please
> ;^)
I'm hoping to get another chance to jack the car and take some measurements
this weekend. Will post when I have more details.
Cheers,
Claudio
--- End Message ---
--- Begin Message ---
Rick Doran and his car are kind of legendary. I have no idea whether the
tooling is really worth what he's asking - maybe not - but I wouldn't be
quite so quick to dismiss this.
David Roden - Akron, Ohio, USA
EV List Administrator
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--- End Message ---
--- Begin Message ---
> Peter VanDerWal wrote:
>
>> You might try putting it in neutral and seeing
>> how much power the motor takes to spin just itself
>> and the input to the tranny. If you have a clutch,
>> you can try pulling in the clutch also.
>
> Unfortunately, it is very difficult to do this meaningfully without a
> working tachometer (I haven't got around to hooking mine up yet).
>
Well, it's not quantifiable, but it is meaningful. The fact that the
motor spins with very little power indicates that the motor is ok.
The larger power requirements to spin the tranny in neutral sounds a bit
suspicious to me, but I have no data to compare it too. It just seems to
me that the input to my tranny was very easy spin by hand while in
neutral. It wouldn't spin freely and coast down, but it didn't take much
effort to turn either.
The wheels turning while in neutral sounds like your synchros have a bit
too much friction. Thinner lube might help, but you need to make sure
it's compatible with your synchros.
There is also the possibility of the motor/tranny shaft misalignment I
mentioned before. Unfortunately I can't think of a way to test that
without removing the transmission.
Good luck, I hope this helps.
--
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 ---
On 12 Mar 2007 at 22:35, Al wrote:
> I wonder has anyone went to the
> extreme and implemented a charger per battery scheme?
Yes. This has been extensively discussed here many times. Check the
archives. Search for "modular charging."
> So I thought, how about modifying a very cheap and plentiful converter -
> A PC power supply. It can run on AC or DC from 100 to 240 volts,
> whaterver you have available.
This has also been discussed, though perhaps not as extensively. Check the
archives. Try "pc power supply."
http://autos.groups.yahoo.com/group/ev-list-archive/
David Roden - Akron, Ohio, USA
EV List Administrator
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Want to unsubscribe, stop the EV list mail while you're on vacation,
or switch to digest mode? See how: http://www.evdl.org/help/
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
Note: mail sent to "evpost" or "etpost" addresses will not reach me.
To send a private message, please obtain my email address from
the webpage http://www.evdl.org/help/ .
= = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = = =
--- End Message ---
--- Begin Message ---
Hey Mark,
What can I do to help?
I'd recommend _www.car-parts.com_ (http://www.car-parts.com) as a great
source of used parts at reasonable prices. I once got an axle for a jeep
through
them, had it in 3 days shipped in from Utah.
The local auto recycler is Klode lots of Colorado locations and their
inventory (whole cars) is online.
Mike Bachand
Denver Electric Vehicle Council (DEVC) - Colorado Chapter of the EAA
1994 Kawasaki Ninja EV
<BR><BR><BR>**************************************<BR> AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
--- End Message ---
--- Begin Message ---
Al,
A charger per battery is not as "extreme" as one might think. This is how I
charge my 144volt lead acid EV pack. It has work quite nicely in the year
and half that I have been doing it. The three banks of four charges pull a
little over 15 amps from a 120volt outlet for about 5 to 10 minutes. Then
gradually work it's way down over the next 8 hours. At the end of the main
charge it will maintain the pack using 98 watts. I have left it this way for
long periods of time(months) with no damage to the pack.
The LED indicators for each charger gives me an idea if there are any
batteries that are having problems. I have my eye on one battery that is a
little slow to come up to a full charge.
http://www.austinev.org/evalbum/915
The owner of this car before me did what your talking about with a PC
controlling the final charge. He used the Bonn charger (bad boy charger) to
get the first stage of the charging done. Then switch to the PC controlled
charger like what your talking about. This sort of worked till the PC would
crash or something else would go wrong. Then cook the pack. The pack got
cooked several times. He then employed the KISS principle (Keep It Simple
Stupid) and went with the charging set up I have now. He never really
finished it so when I got the car, I had to buy one more dual pro charger
and a fresh battery pack.
Ted
Olympia, WA
N47 03.442 W122 49.108
" We were few and they were many. Now we are many and they are few"
Confucius
----- Original Message -----
From: "Al" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Monday, March 12, 2007 8:35 PM
Subject: distributed charging
With all the talk about battery equalization, I wonder has anyone went to
the extreme and implemented a charger per battery scheme?
I looked into it, thinking of using the Vicor battmod units but they are
expen$ive and they don't make 6 volters.
There are some very nice dc-dc converters available that are very small,
efficient. and light, but again, expen$ive.
So I thought, how about modifying a very cheap and plentiful converter - A
PC power supply. It can run on AC or DC from 100 to 240 volts, whaterver
you have available. It is isolated and could be modded to be contolled by
a central PC. I have seen 300W active PFC supllies for $30-$40.
Had this been done, attempted?
Al
--- End Message ---
--- Begin Message ---
Hey good show Nikki. So it looks like you can have 4 vehicles there at once.
Are these in a parking lot thats close to all the
amenities of town? I need to get my office building to put 1 or two in.
Mike,
Anchorage, Ak.
> -----Original Message-----
> From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]
> Behalf Of nikki
> Sent: Monday, March 12, 2007 6:25 AM
> To: [email protected]
> Subject: Report from Saturday.
>
>
> Hi Everyone,
>
> Well, after lots of organising, lots of stressing and about four days
> solid on the telephone we finally got our electric vehicle charging
> points all officially launched.
>
> We had a fantastic turn out with two Vectrixes, two City Els, an
> Elcat, Electric Smart (non OEM), Twike, Enfield, PHEV Prius, a
> selection of E-bicycles and lots of interest. We think it was
> probably one of the largest gatherings this side of the UK - so thank
> you to everyone who took part!
>
> Our 'celebrity' unveilers (Brigit and James Strawbridge from BBC's
> "it's not easy being green" show) were absolutely fantastic and we
> had a great time showing them all the EVs. James I think was
> especially impressed and we leant him a few books to get him thinking
> about building or converting a car for himself.
>
> I thought those on the list may like to see the photographs that my
> friend and fellow CIty El owner John took.
>
> http://flickr.com/photos/[EMAIL PROTECTED]/sets/72157594584199738/
>
> Enjoy!
>
> Nikki.
>
>
> _______________________________
> Old car? New tricks?
> Visit aminorjourney.com to see the transformation from Hebe to EV.
>
> E-minor isn't just a key any more...
> _______________________________
>
>
--- End Message ---
