[EVDL] Uber e-scooter rides> (1st week free)

[brucedp5 via EV]

https://electrek.co/2018/10/03/uber-jump-electric-scooters/
Uber launches first electric scooter share, offers free rides in first week
Oct. 3rd 2018  Micah Toll

[images  
https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2018/10/jumpscooter-eheader.jpg

https://electrek.co/wp-content/uploads/sites/3/2018/10/jump-scooter1.jpg
jump electric scooters

https://electrek.co/wp-content/uploads/sites/3/2018/10/jump-scooter-1-e1538611819932.jpg

https://electrek.co/wp-content/uploads/sites/3/2018/08/scooter-drop-zone-parking-spot.jpg
]

Electric scooter share programs continue to expand at a rapid pace across
the United States and the rest of the world. Uber, known for its
ride-hailing service, doesn’t want to miss the boat. Seeking its own piece
of the pie, Uber has just rolled out its Jump electric scooter share program
in Santa Monica.
Uber’s Jump electric scooters

Uber recently purchased Jump, a dockless electric bicycle sharing company,
in a deal reportedly worth over $100 million.

Jump bikes are available in 10 cities. Now Uber is leveraging Jump to add
electric scooter sharing to their portfolio of services, in addition to ride
hailing and electric bicycle sharing.

CEO Dara Khosrowshahi recently stated that the company expects electric
bicycles and scooters to become the future of urban transportation. He
believes that Uber believes it will offer just as many rides on electric
bicycles and scooters over the next decade as they do in cars.

Khosrowshahi told a crowd recently at Disrupt SF:

“We want to be the Amazon of transportation. And hopefully, 10 years
from now, no one in the audience is going to own a car.”

By rolling out their first electric scooters in Santa Monica, Uber’s Jump
electric scooters have begun the first steps towards joining other competing
electric scooter share companies, such as Lime and Bird.

Those companies have already been operating for around one year, and have
had a significant headstart compared to Uber.

In an attempt to cutting into competitors’ market share, Jump electric
scooters will be free to use until October 7th, according to TechCrunch.
Jump hopes that this will help it establish its electric scooters in a still
young industry.

Jump’s electric scooters work very similarly to other companies. The
scooters are dockless, meaning they can be parked anywhere in the service
area. New riders simply scan them on their phone and start riding the
scooters. Rides cost $1 to begin and 15 cents per minute afterwards. Most
rides end up costing between $2-$4.

The same Uber app which is used to hail a rideshare is also used to located
and claim a Jump electric scooter.

According to the company:

“As we work towards having your phone replace your car, we’re thinking
about all the possible times you’d hop in the car and go, and what smart,
equally as convenient option we could offer to get you there instead.
Whether going that last mile home from the train, to your favorite nearby
restaurant, or between offices, scooters are an affordable, environmentally
friendly way to get there. We can’t wait to bring scooters to more cities
and help people conquer those short trips.”

The electric scooters have not been without their controversy. Many
pedestrians are upset with scooters being ridden on the sidewalk. With
scooters reaching speeds up to 18 mph (29 km/h), they can pose a serious
threat to pedestrians when riders weave in and out of crowds.

Most cities outlaw electric scooter riding on sidewalks, but this doesn’t
always deter the practice.

Additionally, scooters are often parked or strewn around sidewalks. This
results in tripping hazards to pedestrians and can create significant
obstacles for the handicapped.

Long Beach, for example, attempted to solve the problem by requiring
scooters to be left in designated “scooter parking zones” on sidewalks. Such
zones allow scooters to be parked in areas that don’t inhibit free passage
of pedestrians.

Santa Monica recently created a permit program which allowed Uber and Lyft
to operate in the city. Bird and Lime originally didn’t receive permits due
to their poor track record of respecting city regulations. However, after
the pair protested the decision, the city backtracked and allowed their
entry.

One of the conditions for Uber’s Jump electric scooters and others to
operate in Santa Monica is to educate riders on the proper way to park the
scooters in order to avoid inconveniencing the general public.

Electrek’s Take

If Uber’s Jump electric scooters can join the scooter sharing market and
improve it, then that would be a great thing.

Don’t get me wrong, I like the electric scooters. They’re a great way to
introduce the public to personal electric transportation. In fact, after the
scooter share companies began operations, sales of electric scooters on
Amazon skyrocketed. Consumers have embraced the new form of transportation,
scooping up their own personal scooters for around $400.

However, companies like 

[EVDL] EVLN: EV-newswire posts for 20181005

[brucedp5 via EV]

http://electric-vehicle-discussion-list.413529.n4.nabble.com/EVLN-Xing-oversized-Modular-Batteries-Endless-Configurations-tp4691319.html
EVLN: Xing oversized> Modular Batteries= Endless Configurations
Xing Mobility Is Leveraging Its Modular Batteries For Electric Vehicle
Retrofits
October 1st, 2018  As the curtain is pulled back, the inner workings are
exposed. What once was a lobby, suitable for the average passer by to ...
https://cleantechnica.com/files/2018/09/2018.09-taipei-taiwan-xing-mobility-prototype-570x311.jpg


http://electric-vehicle-discussion-list.413529.n4.nabble.com/EVLN-popularmechanics-com-reviews-64k-Tesla-3p-EV-tp4691320.html
EVLN: popularmechanics.com reviews $64k Tesla-3p EV
My 72 Hours With the Tesla Model 3 Performance Edition
Sep 13, 2018 - A few weeks ago, when I went on local TV to chauffeur a news
anchor who didn't have a license and explain why the Tesla Model 3 won our
...
https://hips.hearstapps.com/hmg-prod.s3.amazonaws.com/images/model-3-performance-red-rear-motion-1536692069.jpg


+
https://www.thisismoney.co.uk/money/cars/article-6210933/We-need-electric-car-thats-modern-day-GTI.html
We need an electric car that's a modern day GTI
What will make us want electric cars? There are many practical things, from
incentives and tax benefits, to range, and chargi...
http://electric-vehicle-discussion-list.413529.n4.nabble.com/EVLN-Peugeot-e-Legend-muscle-coupe-concept-r-483km-0-100kph-4-s-tp4691260.html


http://electric-vehicle-discussion-list.413529.n4.nabble.com/Tesla-transport-trailer-R-D-from-production-to-delivery-hell-tp4691308.html
Tesla transport-trailer R> from production to delivery hell
ELECTRIC SHOCK Thousands of Tesla cars spotted parked in mysterious
locations across America as fears raised over Elon Musk’s firm’s future
3rd October 2018  The pictures have again fuelled doubts Musk's firm can
make the jump from making luxury sports cars powered by electricity to
becoming a major automaker.
https://www.thesun.co.uk/wp-content/uploads/2018/10/NINTCHDBPICT000438957997.jpg




For EVLN EV-newswire posts use:
 http://evdl.org/archive/


{brucedp.neocities.org}

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[EVDL] EVLN: popularmechanics.com reviews $64k Tesla-3p EV

[brucedp5 via EV]

https://www.popularmechanics.com/cars/hybrid-electric/a23085684/review-tesla-model-3-performance/
My 72 Hours With the Tesla Model 3 Performance Edition
Sep 13, 2018  Alexander George

[image  / James Lipman
https://hips.hearstapps.com/hmg-prod.s3.amazonaws.com/images/model-3-performance-red-rear-motion-1536692069.jpg

https://hips.hearstapps.com/hmg-prod.s3.amazonaws.com/images/screen-shot-2018-09-11-at-1-51-29-pm-1536691768.png
Me on the TV  / Fox 5 New York  

https://hips.hearstapps.com/hmg-prod.s3.amazonaws.com/images/model-3-performance-dual-motor-badge-1536692311.jpg
The Performance is the Dual Motor Model 3, plus 104 horsepower  / James
Lipman

https://hips.hearstapps.com/hmg-prod.s3.amazonaws.com/images/cms-model-3-interior-dashboard-head-on-1536698853.jpg
The Model 3’s tablet dash is uncluttered brilliance  / Alexis Georgeson 

https://hips.hearstapps.com/hmg-prod.s3.amazonaws.com/images/img-1328-1536700535.jpg
  / Alexander George
]

Three days with the souped-up, extra-fast, $64,000 version of the Model 3.  

A few weeks ago, when I went on local TV to chauffeur a news anchor who
didn’t have a license and explain why the Tesla Model 3 won our magazine’s
Car of the Year award, I screwed up in two ways.

First, I failed to say “Popular Mechanics” on air, which I’m told I should
do whenever possible. Second, I talked about the car like a car salesman on
his first day. Without much criticism I rattled off all the stuff it could
do, the way its price would influence the electric vehicle market, and how
it made me a better person for having driven it.

Had I really become a Tesla loyalist? To find out, I spend a few days behind
the wheel of the Model 3 Performance Edition to find out what a little extra
oomph can do for Elon Musk's "entry-level" electric car.

The Rundown

First, an abridged explanation of why the Tesla Model 3, the car on which
the Performance is based, is exceptional:

Price: As of early September, you cannot purchase the $35,000 base Model 3.
It’s a bummer because that number means entry into electric transportation
for so many people. Until that car arrives, the least expensive Model 3 you
can buy costs $49,000 and comes stock with a 310-mile Long Range Battery and
a Premium Interior that includes wood accents, heated seats, power front
seats, bigger sound system, glass roof, fog lamps, and Tesla's awesome
synthetic leather seats.

Fun: Model 3s have a double-wishbone front suspension and multilink rear
suspension. It’s the same setup found on other fast sedans like the Porsche
Panamera. In practice, that means you can mash a Model 3’s right pedal on an
on-ramp and the car stays level through the turn.

Like a Panamera, hard cornering in this thing makes you giggle because
you’re confident the car will go where you’re pointing it. Also: you can
also move the car with just your phone. Useful? Nah. Cool? Very.

User Experience: Talking vehicle dynamics isn’t quite my thing, but I do
know a lot about product design and user interfaces. On that front, the
Model 3 is hard to criticize. Because the car unlocks when your phone get
close enough, there’s no key fob to lose. Because there’s no engine in
front, the lower windshield lets you see more. And that center-mounted
tablet means fewer glowing numbers distracting you from the road.

After driving a Model 3, every other car’s console feels like a misuse of
wires and visual real estate.

Luxury: Like the Chevy Bolt or even a first-gen Nissan Leaf, electric cars
are as smooth and quiet as a Rolls Royce.

Range: 200-plus miles for $35k is the new standard for mass market electric
vehicles. Whenever Tesla actually starts selling the base Model 3, at least.

Performance Perfection

My ride for the next 72 hours is even nice. The ultra-luxe Performance
variant, at $64,000, adds the kind of stuff that will appeal to anyone who'd
chose a BMW M3 or M4 over the 3-Series. Meaning, it's a car with enough
space to be your only vehicle, but will reward you for finding good back
roads.

A second motor for the front wheels adds power, and takes it from rear- to
all-wheel drive. Upgraded inverters deliver power to both motors more
efficiently than the regular Model 3, Tesla says. Lower suspension makes it
more aerodynamic and reduces body roll. New software developed in-house
(rather than from a supplier, like on other Teslas) helps everything talk to
each other, both for safety and towards the goal of going faster.

After driving a Model 3, every other car’s console feels like a misuse
of wires and visual real estate.

All of that noticeably drops the zero-to-60 time from 5 seconds to 3.5
seconds. Or, just 0.1 seconds slower than a McLaren F1. That means a lot.
CEO Elon Musk told Joe Rogan that a Tesla is a tool for fun. After driving
one, it’s hard to disagree.

Going that fast with electricity is different from using a V12. Having the
battery weight low means the car stays level without requiring a punishingly
stiff suspension. Without 

[EVDL] EVLN: Xing oversized> Modular Batteries= Endless Configurations

[brucedp5 via EV]

https://cleantechnica.com/2018/10/01/xing-mobility-is-leveraging-its-modular-batteries-for-electric-vehicle-retrofits/
Xing Mobility Is Leveraging Its Modular Batteries For Electric Vehicle
Retrofits
October 1st, 2018  Kyle Field 

[images  
https://cleantechnica.com/files/2018/09/2018.09-taipei-taiwan-xing-mobility-prototype-570x311.jpg

https://cleantechnica.com/files/2018/09/2018.09-Xing-Mobility-Taipei-Taiwan-Battery-Modules-570x363.jpg

https://cleantechnica.com/files/2018/09/2018.09-Xing-Mobility-Taiwan-delivery-van-prototype-570x385.jpg
Xing Mobility electric delivery van retrofit prototype
  / Kyle Field

https://cleantechnica.com/files/2018/09/2018.09-Xing-Mobility-Taiwan-Miss-R-Passengers-570x368.jpg

https://cleantechnica.com/files/2018/09/2018.09-Xing-Mobility-Taiwan-Miss-R-Front-Frame-Headlights-570x414.jpg
]

As the curtain is pulled back, the inner workings are exposed. What once was
a lobby, suitable for the average passer by to see is no longer, as the
gears and wires, batteries and motors that bring the machines inside to life
are exposed. In an instant, it became clear that Xing Mobility (think
“ZING”) is anything but a battery company. Xing invited CleanTechnica to its
headquarters in Taipei, Taiwan, to chat with its top brass and to take a
peak behind the curtain.

Fueled by innovation

Xing is a company that brings things to life. A company that energizes,
powers, and tames the wild beast. In this case, in the back corner of the
workshop that would be more at home in Mary Shelley’s Frankenstein than in
an automotive factory, lies the stripped bones of the beast that lives in a
perpetual state of evolution.

She’s called ‘Miss R’ and is the third in a line of a revolutionary racing
vehicles that started off, of all things, with an internal combustion
engine. That’s not a topic we frequent around these parts but as it turns
out, the original dino-powered race vehicle was quickly followed by her much
faster electrified progeny.

Xing Mobility was founded as a racing company. Not long thereafter, Azizi
Tucker came on board fresh off of a stint at none other than Tesla Motors,
and as you might expect, he joined Xing with a bias towards electrified
powertrains. His passion for electrified powertrains led to the second
generation of its race car being fueled with electrons and propelled by a
set of electric motors.

Change is the only constant

At Xing, change is the only constant. As it built up its second generation
vehicle, the company designed a battery pack that was flexible, as it had to
be to keep up with the ever-evolving designs at Xing. Change was the price
of entry, as it’s in their blood. The same can be said of the powertrain, as
Xing upgraded its design from an internal combustion-powered car to one
powered by a much smaller and much more efficient electric motor.

The conversion filled the veins of the team at Xing Mobility with a passion
for improvement which paired well with the skillful young engineers they
staffed up with as Xing grew. In the mad scientist’s lab that is the Xing
Mobility headquarters, it is clear that this passion continues to fuel them
today. In one corner of the lab, a Xing engineer preps a battery pack for
its own destruction as Xing continues to validate the safety of its
industry-leading immersion cooling battery tech.

The core of Xing’s business model is indeed its battery modules, but Xing is
not a battery company. It is a full service emobility company that has been
hard at work defining the building blocks of electric vehicles. Imagine
you’re a tractor company and you want to build electric tractors, but the
company you normally buy motors and transmissions from doesn’t have any
options for you, so you call up the team at Xing.

Xing Mobility is the realization of a dream that CEO Royce YC Hong and CTO
Azizi Tucker shared. They met at a TEDx Taipei conference and their mutual
angst to do, to create, to start seemed to have a carry-on effect that grew
and grew until before they knew it, they were partnering to bring their
dreams to life through Xing Mobility.

Sitting big and bold at the center of the Xing Mobility logo is an oversized
X. They believe that the X is the crossroads. That’s where things meet up,
where things are encountered. Where people meet and where symbiotic ideas
are joined together. Xing is an intersection, a crossing. It’s the place
where they are bringing together an impressive team of engineers that share
a passion for building the next generation of electric vehicles.

More than that, the company is creating, testing and making production ready
all of the disparate parts of an electric powertrain. Xing knows electric
powertrains. That’s what it does. The team specializes in solving problems,
especially when those problems are related to powertrains, electric motors,
battery control units, vehicle control units, and all the little bits and
bytes that bring the total system to life.

Modular Batteries = Endless 

Re: [EVDL] Big Batteries in 1957

[Lawrence Rhodes via EV]

Unless we are talking dog years or you have moved to 2058 that should be 61st 
anniversary. Lawrence Rhodes

   
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Re: [EVDL] Big Batteries in 1957

[EVDL Administrator via EV]

On 5 Oct 2018 at 11:31, Lee Hart via EV wrote:

> Great batteries; but only good for a couple hundred cycles life.  

I recall reading that it was more like a couple DOZEN cycles.

> I think they actually achieved a range of over 1000 miles? Besides not 
> mentioning that using a ton of silver batteries, they neglected to 
> mention that the vehicle was essentially a golf cart, driven on a closed track
> at low speeds for days.

Right!  From what I can find in my archives, it was 1043 miles, some time 
around 1997. I can't find the original reference at the moment, though. I'll 
scout around a little more.

I'd forgotten about that demonstration until you mentioned it.  I was 
actually thinking of an earlier BAT publicity stunt, in the late 1980s or 
early 1990s.  They made a run of several hundred miles with one of their 
subcompact conversions, a Geo Metro, IIRC.  They sidestepped questions about 
the battery, but some EV detective dug out purchase records that showed 
they'd bought a bunch of Eagle-Picher silver zinc batteries.  

I don't know how many EVs BAT ever really sold.  From what I could see, they 
seemed more interested in making PR than in making EVs.  

David Roden - Akron, Ohio, USA
EVDL Administrator

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Re: [EVDL] Big Batteries in 1957

[Lee Hart via EV]

>> I keep wondering when someone will pile hundreds of lbs of lithium
>> cells on a bicycle, and ride it 1001 miles to beat their record.

Peri Hartman via EV wrote:

1000 miles on a bike: the limiting factor isn't the battery, it's the
butt !


Indeed! OK, so use a 3-wheel recumbent with a good seat. It would be a 
purpose-built vehicle anyway, just to set the record.


Oh, and it would need a fancy futuristic body shell, to hold all the 
advertising!


--
Imagination is your preview of life's coming attractions.
(Albert Einstein)
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com
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Re: [EVDL] Big Batteries in 1957

[Peri Hartman via EV]

1000 miles on a bike: the limiting factor isn't the battery, it's the 
butt !


-- Original Message --
From: "Lee Hart via EV" 
To: "Electric Vehicle Discussion List" 
Cc: "Lee Hart" 
Sent: 05-Oct-18 9:31:37 AM
Subject: Re: [EVDL] Big Batteries in 1957


Robert Bruninga wrote:
This is the 101'st anniversary of Sputnick...


Sputnik was a monumental achievement. It was instrumental in putting 
mankind in space. It certainly inspired me (and I was only 7 at the 
time). Though it was just 61 years ago (not 101).



It had taps for powering the screen (90 V) and pentode
grids of the output stages (10 V), as well as the manipulator (20 V).


EVDL Administrator via EV wrote:

I did some tinkering with tubes back in the day, and as far as I can
remember, that's mostly gibberish. A pentode has a control grid, 
screen
grids, and suppressor grids. I've never heard of a "manipulator."  
Maybe

someone else knows what that might be.


My guess is that it's a bad translation of the Russian words for 
cathode, grid, screen, suppressor, and plate (what Americans called the 
5 elements in a pentode).


As for silver zinc batteries, they do have outstanding specific 
energy.  The
downsides are limited cycle life, I think because of dendrite growth, 
and a

price like they were made out of silver, which they are.

IIRC GM used them in at least one of the Electrovairs (Corvair 
conversions)

they built back in the 1960s.


I think both Electrovairs used them. Great batteries; but only good for 
a couple hundred cycles life. Silver is expensive; but back then, its 
price was fixed by the government (like gold). And you did get the 
silver back when the batteries were recycled.


Both silver and zinc are good at growing long thin crystals. Good for 
surface area (high capacity); but bad for producing shorts. I worked 
with silvercells at Kodak in the 1970's -- they were interested in the 
silver recovery end of it (taking the charged battery apart to recover 
the silver). :-)


BAT (remember them?) also built a bragging-rights conversion EV with 
them in
the 1980s, so they could send out news releases about their 
hundreds-of-mile
range (craftily not mentioning how much the battery cost or how long 
it

would survive).


I think they actually achieved a range of over 1000 miles? Besides not 
mentioning that using a ton of silver batteries, they neglected to 
mention that the vehicle was essentially a golf cart, driven on a 
closed track at low speeds for days.


I keep wondering when someone will pile hundreds of lbs of lithium 
cells on a bicycle, and ride it 1001 miles to beat their record.

-- Imagination is your preview of life's coming attractions.
(Albert Einstein)
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com
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Re: [EVDL] Big Batteries in 1957

[Lee Hart via EV]

Robert Bruninga wrote:
This is the 101'st anniversary of Sputnick...


Sputnik was a monumental achievement. It was instrumental in putting 
mankind in space. It certainly inspired me (and I was only 7 at the 
time). Though it was just 61 years ago (not 101).



It had taps for powering the screen (90 V) and pentode
grids of the output stages (10 V), as well as the manipulator (20 V).


EVDL Administrator via EV wrote:

I did some tinkering with tubes back in the day, and as far as I can
remember, that's mostly gibberish. A pentode has a control grid, screen
grids, and suppressor grids. I've never heard of a "manipulator."  Maybe
someone else knows what that might be.


My guess is that it's a bad translation of the Russian words for 
cathode, grid, screen, suppressor, and plate (what Americans called the 
5 elements in a pentode).



As for silver zinc batteries, they do have outstanding specific energy.  The
downsides are limited cycle life, I think because of dendrite growth, and a
price like they were made out of silver, which they are.

IIRC GM used them in at least one of the Electrovairs (Corvair conversions)
they built back in the 1960s.


I think both Electrovairs used them. Great batteries; but only good for 
a couple hundred cycles life. Silver is expensive; but back then, its 
price was fixed by the government (like gold). And you did get the 
silver back when the batteries were recycled.


Both silver and zinc are good at growing long thin crystals. Good for 
surface area (high capacity); but bad for producing shorts. I worked 
with silvercells at Kodak in the 1970's -- they were interested in the 
silver recovery end of it (taking the charged battery apart to recover 
the silver). :-)



BAT (remember them?) also built a bragging-rights conversion EV with them in
the 1980s, so they could send out news releases about their hundreds-of-mile
range (craftily not mentioning how much the battery cost or how long it
would survive).


I think they actually achieved a range of over 1000 miles? Besides not 
mentioning that using a ton of silver batteries, they neglected to 
mention that the vehicle was essentially a golf cart, driven on a closed 
track at low speeds for days.


I keep wondering when someone will pile hundreds of lbs of lithium cells 
on a bicycle, and ride it 1001 miles to beat their record.

--
Imagination is your preview of life's coming attractions.
(Albert Einstein)
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com
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Re: [EVDL] Big Batteries in 1957

[EVDL Administrator via EV]

On 5 Oct 2018 at 11:06, Robert Bruninga via EV wrote:

> It had taps for powering the screen (90 V) and pentode
> grids of the output stages (10 V), as well as the manipulator (20 V).

I did some tinkering with tubes back in the day, and as far as I can 
remember, that's mostly gibberish.  A pentode has a control grid, screen 
grids, and suppressor grids.  I've never heard of a "manipulator."  Maybe 
someone else knows what that might be.

As for silver zinc batteries, they do have outstanding specific energy.  The 
downsides are limited cycle life, I think because of dendrite growth, and a 
price like they were made out of silver, which they are.

IIRC GM used them in at least one of the Electrovairs (Corvair conversions) 
they built back in the 1960s.  

BAT (remember them?) also built a bragging-rights conversion EV with them in 
the 1980s, so they could send out news releases about their hundreds-of-mile 
range (craftily not mentioning how much the battery cost or how long it 
would survive).

Yes, NASA used them.  Maybe still does.

Also back in the 1980s, an acquaintance of mine who'd designed target drones 
for the US Navy told me that about the only thing he could say about the 
drones was that they were powered by silver-zinc batteries.  That's a lot of 
our tax dollars that got blown out of the water.  

David Roden - Akron, Ohio, USA
EVDL Administrator

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[EVDL] Big Batteries in 1957

[Robert Bruninga via EV]

This is the 101'st anniversary of Sputnick.  It was a pair of 3 tube
transmitters.   Hams are talking about it, but this comment on batteries
caught my eye.  Just a passing thought about batteries...

The power supply of the onboard radio equipment of the first satellite was
completely autonomous - from silver-zinc batteries. The filament battery
consisted of five elements SCD-70 with a capacity of 140 Ah and provided a
voltage of 7.5 V. The anode battery consisted of 86 cells SPD-18 with a
capacity of 30 Ah and provided a voltage of 130 V to supply anode
batteries. transmitter chains. It had taps for powering the screen (90 V)
and pentode grids of the output stages (10 V), as well as the manipulator
(20 V). The mass of these batteries was about 50 kg, i.e. it was a
significant part of the mass of the entire satellite. The batteries were
supposed to provide uninterrupted transmitters for 14 days.
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