EV Digest 2404
Topics covered in this issue include:
1) Sacramento Racing, pics and story.
by Otmar <[EMAIL PROTECTED]>
2) Back from Sac
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
3) advanced IGBTs
by "Suhas Malghan"<[EMAIL PROTECTED]>
4) RE: OT: Bus crash (was auction - the links)
by "Humphrey, Timothy" <[EMAIL PROTECTED]>
5) Re: advanced IGBTs, Comments
by "Bob Rice" <[EMAIL PROTECTED]>
6) RE: auction - the links
by "James Jarrett" <[EMAIL PROTECTED]>
7) Emeter and Palm devices
by "Chuck Alldlrin" <[EMAIL PROTECTED]>
8) Re: Newbie question re: Rabbit conversions
by "Bob Rice" <[EMAIL PROTECTED]>
9) Re: auction - the links, E-buses
by "Bob Rice" <[EMAIL PROTECTED]>
10) Re: An embarassing admission & Q about CE
by Rich Rudman <[EMAIL PROTECTED]>
11) Re: An embarassing admission & Q about CE
by Edward Ang <[EMAIL PROTECTED]>
12) Re: Sacramento Racing, pics and story.
by John Wayland <[EMAIL PROTECTED]>
13) Re: Back from Sac
by Rich Rudman <[EMAIL PROTECTED]>
14) Re: Ceramic heating element efficiency
by "Sell, Ken" <[EMAIL PROTECTED]>
15) AC control power module
by "Rod Hower" <[EMAIL PROTECTED]>
16) An embarassing admission & Q about CE
by Martin Jackson <[EMAIL PROTECTED]>
17) Re: Hardware for regen/dynamic braking set up?
by Victor Tikhonov <[EMAIL PROTECTED]>
18) Re: AC control power module
by Victor Tikhonov <[EMAIL PROTECTED]>
19) Re: advanced IGBTs
by Victor Tikhonov <[EMAIL PROTECTED]>
20) Re: Newbie question re: Rabbit conversions
by [EMAIL PROTECTED]
21) Re: Comutacar brakes
by [EMAIL PROTECTED]
--- Begin Message ---
Hello All,
We're back from "Silent Thunder" in Sacramento, I've posted some
pictures at http://www.cafeelectric.com/2k2sacdrags/
I think it's safe to say that everyone had a good time. My partner
Rane and I pulled in towing the 914 at about 9:30 am. We found
several groups already there including the Thunderstruck gang, Father
Time, Tom and Duane from EV-Parts, Richard Furniss and gang from
Vegas. Soon thereafter Bruce showed up having driven there in his
electric Blazer followed by Rich Brown pulling his quick Rx-7 and
Bill pulled up with his Fiero (part of the Vegas gang) carrying a
fresh and untested set of SVRs.
The weather warmed up quickly. The crew from Tech-TV was interviewing
everyone in sight and when they finished with Rich Brown we went off
racing.
Some of you may remember that I had a little problem with my burn out
in Vegas. My new automatic series/parallel shifting of the motors was
shifting in the middle of my burnout, it was a bit disconcerting. The
Hairball was trying to shift the motors from series to parallel at
the optimum point for maximum power. With my batteries and gearing
this happens at about 50 MPH, or a bit lower when the batteries are
warm. (I don't shift the transmission) For this time I have added a
switch to force the Hairball to keep the motors in series for the
burnout. The first run was with warm sticky tires due to a good
burnout and turned a 14.919 at 90 mph with a 60 foot time of 2.014,
not too bad for cold batteries but still a ways from my record in
Vegas of 14.427 at 95 mph. On this run I recorded a peak motor
current off the line of 1565 amps. I was concerned about spinning the
tires so I adjusted the current low for the first run. On the street
my tires spin at about 1400 amps, it's the sticky race track that
lets me draw more current, but I didn't know how much more.
For the next run I was determined to go faster. So I turned up the
battery current limit from 1200 to about 1400 Amps, and the motor
limit to 1660 amps hoping the tires would still stick. Fortunately
they did, and I could see my low battery light indicator flashing in
the later part of the track indicating that the low battery voltage
limit of 144 Volts (7.2V per battery) was being reached. This tuning
was rewarded with a time of 14.526 at 93 MPH. Getting better but
still not the record.
I'm not sure what I was expecting. I haven't done anything to the car
since Vegas to make it faster. The only major change was that the new
Zilla will pull up to 1800 amps without requiring ice cooling so I
didn't have to hassle with ice at the track this time. Still, my
partner Rane, unlike me, wears sunglasses and I was hoping to win a
set for her by breaking my previous record.
After about 20 minutes of charging from the three Honda EU1000i
generators in parallel, the 8 amps into a 240V pack had filled it
back up. I went out for my third run. Since the tires still didn't
spin on the second run I risked turning up the motor current just a
bit more. I switched on the shift inhibit for the burnout but due to
not getting the tires very wet only got a minor warm up of the tires.
The poor burnout was on my mind while staging and I completely forgot
to turn the shift inhibit back off. Off the line I pulled 1690 amps,
fortunately still with no tire spin. As I launched my Fluke meter
which was recording peak motor amps went flying back from the center
console where I had leaned it and unbeknownst to me bumped the shift
inhibit switch back off. That was fortunate because without that
little accident I'm sure I would not have broken my previous record.
As it was I turned a new best time for my class of 14.399 seconds
with a 60 foot time of 1.924 but with a slower top speed of 93.473.
It's only slightly better than the last record, but I was happy with
it. I explain the slower top speed on the fact that the batteries
were warmer in Vegas but I may be wrong.
Having won the Oakley sunglasses for Rane (Thanks Oakley and Brian!)
I decided to give in and let her take the Porsche down the track for
the last run of the day. I turned the current down to 1400 amps and
instructed her not to do a burnout in order to keep things simpler.
Unfortunately 1400 amps was still a bit high for cold tires and she
ended up with significant tire spin off the line. Despite that she
managed to pull a respectable 15.836 at 94 MPH (she's lighter than I)
and you can see in the picture that she's caught that EV grin!
A few records wer set Saturday. I'll let those who know better list
them. In the end many of us went off for dinner at a local restaurant
to cap it all off.
Many thanks to all those who helped make this happen. I'm really
appreciate having an EV racing event close to the bay area.
Have fun!
-Otmar-
http://www.CafeElectric.com/ Zilla "Got Amps" Shirts now available online.
http://www.evcl.com/914 My electric 914
--- End Message ---
--- Begin Message ---
I have now returned safely from Sacramento.
The EVent was fine, and a fun time for all.
Afterward we had a great dinner together.
...
I spent another night in Voltageville last night
and headed back this morning.
On my trip up and back, I have recorded data
(source voltage, charging amps, pack voltage in
regular time intervals).
I hope to put this together to first POST it as text,
and perhaps later I can put in on a spread sheet.
This was the Fastest charging times I have ever had.
Some of my charging spots had a 12kw source. So I
used both the PFC-50 and my onboard Zivan NG5.
When I had only an AVCON, I used the PFC-50.
Charging time using both chargers: 1 hour.
Using the PFC-50 alone on a AVCON: 2 hours.
The PFC-50 set to draw 32amp AC gave 6kw. The NG5
gave 5kw. Source votages varied at each location.
But I usually got 11kw at the beginning of the
charge cycle.
The AC in current to the PFC-50 stayed solid (at
32 amps AC) until my pack reached about 160VDC,
then the PFC-50 went into a taper.
But the NG5 curve was quite different. It tapered
far sooner than the PFC-50. As the pack voltage
rose, the NG5 throttled back, thus the the charging
kilowatts tapered sooner than the PFC-50.
All-in-all the PFC-50 wins hands down:
-more power into the pack
-can work off the picky ics-200 AVCON (via an adaptor)
-very flexible (any current can be dialed in)
-very little waste heat or fan noise
As you can tell, I am pleased.
=====
' ____
~/__|o\__
'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor & RE newswires
. (originator of the EV ascci art above)
=====
__________________________________________________
Do you Yahoo!?
HotJobs - Search new jobs daily now
http://hotjobs.yahoo.com/
--- End Message ---
--- Begin Message ---
Can't say I understand everything in this press release but it sounds
promising...
New IGBT/FRED technology for AC motor control speed and efficiency
International Rectifier, (IR) has announced a new process technology for
IGBTs (insulated gate bipolar transistor) and FREDs (fast recovery epitaxial
diode), delivering 70% faster turn-off time than previous generation
devices - and more than 20 percent lower power loss than the best product
available on the market, says IR.
The new technology is optimised for IGBTs and FREDs used in bridge-type
inverters found in motor drives, welders and uninterruptible power supplies
(UPS). The process technology enhances device turn-off performance. For
example, new devices are capable of 0.3s turn-off time compared to 1.6s for
previous generation devices. When compared to existing devices, the new
technology increases useful AC motor speed range, reducing the inverter
dead-time by a factor of 3 and expanding proportionally the PWM duty cycle
range and the modulated frequency range. These switching speed improvements
extend the modulation capability of sensorless vector drives for AC induction
motors, making it possible to improve low-speed performance. The consequent
improved low-speed control extends AC induction motors use into applications
that previously required higher performance motors.
Since power loss is reduced, smaller heat sinking and lower system costs are
possible, or higher power levels can be delivered in smaller package
outlines. For example, Super-247T Co-Pack IGBTs made with this new
technology can handle up to 7.5HP and provide a low cost, 10s (at 15VGE)
short-circuit rated solution for applications that currently use modules in
larger packages, saving as much as 74% space.
In addition, lower switching energy (Etot) and delay time (Td(off) ) combine
with hyperfast, yet ultra-soft recovery diode characteristics to reduce
conductive noise by 3dBV to 5dBV in the 1MHz to 30MHz range, resulting in
smaller output filters and lower filter costs.
Gate characteristics have three times greater noise immunity, and dv/dt
induced turn-on current is reduced by a factor of 20, when compared to
competitive devices. Therefore, the new-technology IGBT Co-Pack devices do
not require negative bias to turn off. This eliminates the negative bias
power supply, further reducing circuit cost and complexity.
Two IGBT/FRED Co-Packs using this new technology are now available for
sampling. Rated at 1200V, the two devices have been optimised for
applications such as 400VAC to 480VAC input bridge-type inverters for power
levels up to 7.5HP.
Data sheets are available on the International Rectifier Web site,
www.irf.com.
--- End Message ---
--- Begin Message ---
School Busses in NY, at least in my district, have seat belts for all
occupants. and are required to be worn. This of course is easier to enforce
with the younger crowd.
> -----Original Message-----
> From: Seth [mailto:vze3v25q@;verizon.net]
> Sent: Sunday, November 03, 2002 9:32 PM
> To: [EMAIL PROTECTED]
> Subject: Re: OT: Bus crash (was auction - the links)
>
SNIP
>
> I think that the fact that they are pretty well regulated, very slow,
> more massive than most things they hit, driven by (on paper) better
> trained drivers and painted yellow with retroreflective tape
> keeps them
> pretty safe. State by state regulations dictate most equipment, like
> location of escape hatches. California and NY buses have some of the
> more stringent regulations, it seems.
>
MORE SNIP
>
> Seth
>
--- End Message ---
--- Begin Message ---
Hi Suhas an' All;
Sounds nice! Betya Otmar and Rich have been there? Or hope they stop by.
Parallel a bank of them for the next Zilla? Great stuff, EVery day, coming
yur way. Don't know much about this AC stuff, but it looks promising, for a
great AC drive car to run with a nice lite set oif Evercells.
CT lite dreamin'
Seeya;
Bob
----- Original Message -----
From: Suhas Malghan <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Monday, November 04, 2002 8:52 AM
Subject: advanced IGBTs
> Can't say I understand everything in this press release but it sounds
> promising...
>
> New IGBT/FRED technology for AC motor control speed and efficiency
>
> International Rectifier, (IR) has announced a new process technology for
> IGBTs (insulated gate bipolar transistor) and FREDs (fast recovery
epitaxial
> diode), delivering 70% faster turn-off time than previous generation
> devices - and more than 20 percent lower power loss than the best product
> available on the market, says IR.
> The new technology is optimised for IGBTs and FREDs used in bridge-type
> inverters found in motor drives, welders and uninterruptible power
supplies
> (UPS). The process technology enhances device turn-off performance. For
> example, new devices are capable of 0.3s turn-off time compared to 1.6s
for
> previous generation devices. When compared to existing devices, the new
> technology increases useful AC motor speed range, reducing the inverter
> dead-time by a factor of 3 and expanding proportionally the PWM duty cycle
> range and the modulated frequency range. These switching speed
improvements
> extend the modulation capability of sensorless vector drives for AC
induction
> motors, making it possible to improve low-speed performance. The
consequent
> improved low-speed control extends AC induction motors use into
applications
> that previously required higher performance motors.
>
> Since power loss is reduced, smaller heat sinking and lower system costs
are
> possible, or higher power levels can be delivered in smaller package
> outlines. For example, Super-247T Co-Pack IGBTs made with this new
> technology can handle up to 7.5HP and provide a low cost, 10s (at 15VGE)
> short-circuit rated solution for applications that currently use modules
in
> larger packages, saving as much as 74% space.
>
> In addition, lower switching energy (Etot) and delay time (Td(off) )
combine
> with hyperfast, yet ultra-soft recovery diode characteristics to reduce
> conductive noise by 3dBV to 5dBV in the 1MHz to 30MHz range, resulting in
> smaller output filters and lower filter costs.
>
> Gate characteristics have three times greater noise immunity, and dv/dt
> induced turn-on current is reduced by a factor of 20, when compared to
> competitive devices. Therefore, the new-technology IGBT Co-Pack devices do
> not require negative bias to turn off. This eliminates the negative bias
> power supply, further reducing circuit cost and complexity.
>
> Two IGBT/FRED Co-Packs using this new technology are now available for
> sampling. Rated at 1200V, the two devices have been optimised for
> applications such as 400VAC to 480VAC input bridge-type inverters for
power
> levels up to 7.5HP.
>
> Data sheets are available on the International Rectifier Web site,
> www.irf.com.
>
--- End Message ---
--- Begin Message ---
While we are on the topic of busses, let me relate a conversation I had with
a friend just yesterday.
We were talking about electric cars and the like, and we agreed that it
would be REALLY fun to convert an old school bus to electric.
We were envisioning a huge battery bank under the floor with access panels
for easy watering / service.
This would, of course, have to be a high voltage system, and we were
wondering if it would not be better to run two systems. Say a 300v string
down each side of the bus. Each side would be connected to a separate motor
with some kind of belt or transmission system to tie them both into the rear
wheels.
Yes, this would require two chargers and two controllers run in parallel,
but it gives you the advantage of not having too high a voltage on the
system and some redundancy. IF one conroller or motor dies, the other could
get the bus home, slowly yes, but could do it.
Would this be practical or would it still be better to do a single high
voltage (5-600v) strand and a single mack-daddy of a motor?
The reason I ask is there is a school bus for sale just down the road. She
is in good shape physically, just needs motor work, and will go for a song.
Sounds kinda like fun.
James
---
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--- End Message ---
--- Begin Message ---
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--- End Message ---
--- Begin Message ---
Hi Chuck, an' All;
Had to break in on this one; I know how the vacuum brake thing can drive
you bonkers! The #$%^ RACKET of a vacuum pump. Do yu have a motor with a
shaft sticking out the Arm. end, like I do, a sort of PTO shaft? Good! If yu
do. Get an old Diesel Rabbit Vacuum pump, systen is used to it anyhow, it
will feel right at home plated to the front of the motor, belt driven, belt
it down, to ;LARGE pully, about 6 inches, biggest one that will fit in your
limited space, and, say 2" on the motor. After all the motor runs faster
than the Diseasel did, so sloooow it down as best yu can. Caviet here; The
pump USED to lube off the Diesel's oil system, so ya gotta open it up and
goop it down, in it's crankcase, with silicon grease, like from my last CV
joint repacking, That's what I had left over, seems to work. If it starts to
go dry, it did once,"-Eeek, Eeek, Eeek", it WILL tell you when it's unhappy.
Just crawl underneith, pull belt off, til yu get a chance to dose it again.
THEN ya appreciate what it duz for you. Just got a cheapo piece of plastic
line from True Value to run up to the Brake Vacuum pak. Yu still have that,
hopefully? You can muffle the 'Oink oink oink' of the "Output" side of the
pump with a few inches of the line, stuffed with cut up green "Scrubbie"
pads, a poor mans' 'Muffler"
Voila! No electrical system, tanks regulaters, any of that crap! And
SILENT! And when the pump diaphram dies you can BUY THEM at any VW place for
about 15 bux! My kind of vacuum pump, 15 minute, 6 bolt changeout as the
pump is MADE to be repaired, a very Un American concept! With 3300 tare
weight car yu need all the brakes yu can get! With me aboard, took kit and
RR work bag, figure car is over 3600 lbs. Scary! Yu bet, but it works for
me. Lots of thought of a newer car Evercells and AC drive, regen down our
400 amp hills and STILL be under GVW, next time?
It's getting to be winter here, cold, relattively speaking, in 20's at
nite when I come home, motor LOVES it, barely runs warm, batteries are doing
fine. But the car is ether driving or charging so they stay warm. One good
thing about 1400 lbs of lead. Plan to run all winter, except the snow and
slush, don't wanna weaken the body with rust. The trusty Sentra will be
pressed into service if it snows again in CT, this year.
Hope the above story can help others in the braking dept. OH yeah! Didn't
mention it before. The front grilles of Wabbits fiberglas off smooth, adding
a nice touch to yur conversion. Veery easy, quick way to seal off the
"engineroom" too. After all ,whatthehell DO you need a grille for, anyhow?
Grille crappy? JC Whitney sells nice Chinesey new ones for around 25 bux, as
I remember. Sand the plastic to get rid of the phony chrome, so yur "glas
resin will stick. Use the thick, fiberglas matt stuff, and ya only need one
pass. Bondo will fill in the imperfections. Sand it down nice and you can
get a job that looks nice. Get some Plasticote touch up spray cans to match
car's color. Good luck! A real afternoon "Feel Good" project. Like replacing
those plastic bumper ends on Rabbit, too.
Seeya...in those short hops around town, Rabbit!
Bob
----- Original Message -----
From: Chuck Hursch <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Sunday, November 03, 2002 7:08 PM
Subject: Re: Newbie question re: Rabbit conversions
> Robert Nansel wrote:
>
> > Are VW Rabbit conversions still a viable route to a good EV? I
> ask because
> > both Brant's book and the Convert It! manual say that cars
> older than ten
> > years might not be good donor prospects, and (other than
> Cabrios) all those
> > Rabbits out there are now quite long in the tooth by this rule.
> >
> > I like the clean design of the Voltsrabbit conversion, though
> it is a bit
> > pricey, which gives me pause -- does it make sense to sink $10k
> into a
> > chassis 17 or more years old? Is there a logical successor
> vehicle to the
> > Rabbit still in production?
>
> As of 1993, when I was looking for a way to own and drive an EV,
> I had driven several conversion EVs (too early for the OEMs in
> all their delayin', and I couldn't have had one at my apt
> anyways, as it turns out). About that time, the Cornells (Scott
> and Anna) offered me a test drive in Anna's cherry EV Rabbit that
> they had converted using the battery racks and some other items
> (motor adapter...?) available at ElectroAutomotive. Anna's car
> really struck me as a nice usable EV that rode well, handled
> reasonably well, had good carrying capacity, four seats, could
> more or less get out of its own way, etc. It was not a lead
> sled, nor a high-performance short range EV. In short, more or
> less a regular small car, except that it was electric. Something
> that I could drive many many years, and have enough practicality
> and range to get me into town from my renewable-energy
> off-the-grid place out in the country (that's the next big
> project, if I ever get there).
>
> So while originally I was more enamored of the idea of converting
> a mid-80s Honda Civic or somesuch, driving Anna's car made me
> realize that for my skill level, doing a Rabbit and using the
> ElectroAutomotive VoltsRabbit kit was most likely going to get me
> into an EV and a step in the direction of where I want to go.
>
> So in April 1994, I found an '80 Rabbit diesel in pretty good
> condition in the Sunset district in San Francisco (it was stated
> "mint" in the newspaper ad, but upon closer inspection, it had
> some rust in one of the fenders). I drove it for a few months as
> a diesel (50mpg highway!) to see how I could tolerate the
> chassis, and that went ok. I certainly knew I had a 14 year old
> chassis, but felt that since the vehicle was basically in pretty
> good shape, and that there should be a lot of Rabbit parts to
> replace things that wore out, it wasn't so much of an issue.
> Besides, I had just given up my '68 Bug that I had driven for 15
> years, so the concept of a in-the-dash fan and such was quite an
> update!
>
> So a fellow EV'er (Preston McCoy) and I undertook the VoltsRabbit
> conversion, and with the step-by-step installation guide
> instructions, and Preston's experience, skill and help, and some
> modifications to the kit, the Rabbit rolled out of the garage
> some three months later (now Oct) as an electric. Got 'er done,
> and the car is still humming happily down the road some seven to
> eight years later. Also got my mug in HomePower (the writeup is
> in issues 51-53, but the CD has the wrong pictures).
>
> The cost to get the car rolling out the door was about $10K,
> including the cost of the donor car ($1600), batteries, and
> RUSSCO heater.
>
> There were only two real problems with the VoltsRabbit kit. One
> was the vacuum pump system, and the other was the Curtis 1221B
> controller. We really never got the vacuum system worked out,
> and down through the years I have learned what it's probably
> going to take to set up a nice, QUIET system, and it's on my
> things_to_do list (I look forward to it as a fun project). The
> car is certainly driveable without the power assist for the
> brakes - you just have to get used to it, and I can now even
> switch between vehicles with power assist and this vehicle, and
> not produce any front nose-stands. The controller became too hot
> and was operating without much motor-amp headroom on the
> up-and-down Marin territory that I drive, so it failed after a
> year. I upgraded to a 1231C, rearranged the controller mount
> situation so that the controller hangs upside down off the stock
> Curtis heatsink, which itself has two ~4-in fans running on top.
> This arrangement never gets hot, even in 100+ temps, and the
> controller is happy-as-a-clam after seven years.
>
> That said, this is a custom car. I have spent a fair amount of
> time the last several years tinkering with it, upgrading it, and
> the like. Batteries are a steep learning curve, and require lots
> of TLC. But it's an educational experience too. I've learned a
> lot of skills and knowledge, much of which can be applied to the
> next adventure (such as living off-the-grid waaay out in the
> country).
>
> One thing I have been rather disappointed about is parts
> availability. The dealer here in Marin (Sonnen VW) does not have
> a good record in finding parts for an '80 Rabbit. Bumper trim,
> door locks, window cranks, right-side mirror - those kind of
> things that won't likely stop a car from running, but
> nevertheless need to be kept up and had to have a nice vehicle
> are "not available". I am actually rather skittish when klutzy
> passengers roll that window crank in a hurry - "please don't
> break it", I think to myself.
>
> Sharkey writes:
>
> > Finally, if you want to know if there is any enthusiast
> interest in the VW
> > Rabbit, I suggest you visit the A1 forum on the VW Vortex,
> where you'll
> > find a large committed and helpful group of members who think
> that the
> > driving experience of the Rabbit is superior to any econo-box
> > transportation made before or since...
> > http://forums.vwvortex.com/zeroforum?id=11 Oh yes, the battle
> cry of the
> > Rabbit crowd is: Die Honda!!! (BTW, the Vortex seems to be down
> this
> > evening, try again tomorrow morning.)
>
> Thanks for the pointer! You know, it seems like when I read
> JCWhitney catalogs in my VW Bug 10 to 20 years ago, the best
> parts selection was for the water-cooled VWs (Rabbits, Dashers,
> Sciroccos, Cabriolets and Golfs were pretty new then). Now that
> I have my "watercooled" chassis (or at least a few years ago),
> the situation seems reversed - page after page in their VW
> catalog for the aircooled vehicles. (Can never be on the right
> side of the fence!) So pointers to parts resources (like getting
> that window crank in tan rather than only in black), are
> appreciated. I still see a lot of Rabbits tooling around, but it
> just really isn't in the interests of VW and its dealers to keep
> them going. Gotta sell new cars! All this stuff's gotta hit the
> dump eventually - geez! Also, the autodump here in cherry Marin
> rarely had Rabbits (at least when I called), and now it is gone
> all together - time to make the drive over to East Bay or Central
> Valley (that last is a bit beyond the range of my Rabbit, and
> takes a good chunk out of a day).
>
> I think if I was to do another conversion here in 2002, I'd
> probably shoot for a 90s vehicle. Another interesting approach
> that some are getting into would be to find an Insight with a
> trashed engine, or a Prius, and get into the more modern and
> efficient chassis and drivetrain scene, plus current in the parts
> department. That Insight would certainly make a cool-looking EV
> too!
>
> If ElectroAutomotive could come up with a step-by-step conversion
> kit for a 90s vehicle, I think that could help a fair number of
> people who would want to enter the EV scene. However, that's a
> risky endeavor for ElectroAutomotive, given the conversion market
> and current climate, and takes a whole lot of energy, time and
> financial commitment.
>
> By the way, Bob Rice writes:
>
> > One of my biggest beefs with Rabbits is that they LEAK!
> @#$%^^ floors
> > are perpetually wet, if it rains regularly, and yu get in the
> habit on a
> > nice day, chocking the doors open to dry things out I have
> never had a damn
> > VW that didn't LEAK, Jetta, Rabbit ,beatle, so yu KNOW they are
> rotting away
> > as you drive. Water retained by that hairy underlayment under
> the carepet!
> > Thats why I sorta look longingly at my Nissan Sentra as a
> conversion, Floors
> > are DRY in the rain! Japanese Auto engineers seem to have
> solved this
> > sillyness that the Germans are at a loss for.
>
> I've never had a leakage problem that I recall being a fault of
> the car itself. When we converted the car, we neglected to put a
> grommet back in the firewall that we had pulled out to deal with
> a wiring issue. The winter after the conversion's summer and
> fall was rather soppy, and one time I left my car up in Petaluma
> on a fellow EV'ers driveway to charge in a big rainstorm.
> Driving back down to Marin, I noticed that I could not turn the
> car off. Unfortunately, water had managed to run down the
> firewall (because I hadn't installed drains yet (tore the old
> crap out)), and entered past the dislocated grommet into the
> relay and fusebox underneath the dash. It took some time to
> figure out what had gone wrong, but it was practically hilarious
> to Preston and myself when I pulled one of the relays out, turned
> it over and water poured out of it. Not hilarious in getting the
> nice wiring that car had under the dash wet, but apparently it
> hasn't hurt it much.
>
> But this kind of issue is why a Japanese car would be better,
> especially a Honda, and I knew that back in the early 90s too.
> My neighbor drives his '94 Honda Civic everyday, and about all he
> ever has to do is the routine recommended maintenance. Nothing
> hardly ever breaks. My '86 4Runner is almost that good, although
> a truck is costlier to run and maintain.
>
> Well, long ago time to cut it...
> Chuck Hursch
> Larkspur, CA
> www.geocities.com/nbeaa
> http://www.austinev.org/evalbum/339.html
>
--- End Message ---
--- Begin Message ---
----- Original Message -----
From: James Jarrett <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Monday, November 04, 2002 10:19 AM
Subject: RE: auction - the links
>
Hi James;
Intreaging idea! I think a school bus woukld serv it's origional
function, as electric, just great, hell, it sits around, most of the time
and woould have "down time" to charge during the day. Or it could out SUV
the SUVs ,for take EVerybody out for Pizza now and again.Or as a camper.
>
> While we are on the topic of busses, let me relate a conversation I had
with
> a friend just yesterday.
>
> We were talking about electric cars and the like, and we agreed that it
> would be REALLY fun to convert an old school bus to electric.
>
> We were envisioning a huge battery bank under the floor with access panels
> for easy watering / service.
>
T-145's or those taller floor sweeper batteries yu always see at the
battery place? Ya have plenty of room underneith the bus, for sure!
> This would, of course, have to be a high voltage system, and we were
> wondering if it would not be better to run two systems. Say a 300v string
> down each side of the bus. Each side would be connected to a separate
motor
> with some kind of belt or transmission system to tie them both into the
rear
> wheels.
>
I think I would go with a nice slow turning motor shafted into the
diff, directly. They are geared pretty high, already, for stop an' go
servive to begin with.
> Yes, this would require two chargers and two controllers run in parallel,
> but it gives you the advantage of not having too high a voltage on the
> system and some redundancy. IF one conroller or motor dies, the other
could
> get the bus home, slowly yes, but could do it.
>
> Would this be practical or would it still be better to do a single high
> voltage (5-600v) strand and a single mack-daddy of a motor?
> Think it's alot cheaper to go with one good system, after all, yur not at
sea for weeks at a time, where it's nice to have a duplicate drive train, if
anything dies.
> The reason I ask is there is a school bus for sale just down the road.
She
> is in good shape physically, just needs motor work, and will go for a
song.
>
Tempting, I DID that 30 years ago, with an old International bus,
myself, still have it, they make great tow-support vehicles for EV's and
moving vans. I didn't convert it but EVerybody asks me!
They do go cheap, most people don't have room in their driveway to park the
thing, , or the neighbors bitch, anyhow, if they did.
> Sounds kinda like fun.
>
Bussing isn't just for kids, anymore!
Bob
--- End Message ---
--- Begin Message ---
Sharkey wrote:
>
> First, I have to admit that I don't read every post on this list, in fact,
> I don't even see every post. I'm signed up for "web access only, no e-mail"
> which means that I read the archives (usually on Yahoo) and just pick out
> the messages or complete threads that interest me.
>
> The reson that this is coming up now is that I remember several threads
> about software for Windows CE that could be used for accumulating data from
> an E-meter/Link 10. Previously, I did this using a laptop, but as of today
> I'm the owner of a Sharp Mobilon HC-4100, and I'm thinking it would be the
> perfect companion for logging that info from the EV's Link 10.
>
> So, how 'bout it, anyone want to recap the topic, or send along some
> pointers? I did a search in the Yahoo archives, but CE returned a
> kazilllion results, and Windows did the same, none of them what I was
> looking for. Also searched the Crest archives for the last 12 months, and
> didn't find anything....
>
> -S
UMMMM I use 15 year old Procomm for doing logging. I did a Bunch of
Evercells recently.
Sorry folks THAT data is under a NDA.
But the old stuff I used in the Host mode days before Internet... worked
perfect on my 266 laptop, and all you need is a 9 pin female to female
from Radio shack and thier 9 pin male to female NULL MODEM adapter, cost
me $25 on the way out of town.
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
--- End Message ---
--- Begin Message ---
As far as I know, I am the only one that have
developed "PalmDash" type of application on MS WinCE
OS. In its current state, it will only show the
voltage and current in big font. It also calculates
the realtime internal resistance of the battery pack.
I was hoping to get SOC from it. There is no logging
functionalities yet. I am caught with other projects
and won't have time to get back to it anytime soon.
These are some screen shots I made.
http://movingcam.com/EV/
Also, Sharp Mobilon HC-4100 is a Handheld PC. My
application current only runs on Palm PC running
PocketPC 2000 or later. I haven't ported it to WinCE
2.11 (also a Palm PC) yet. It will never run on WinCE
2.0 or earlier. I haven't even considered the
possibility of running it on a handheld PC yet.
So, in short, I don't think we have anything for your
machine yet.
Ed Ang
--- Sharkey <[EMAIL PROTECTED]> wrote:
> First, I have to admit that I don't read every post
> on this list, in fact,
> I don't even see every post. I'm signed up for "web
> access only, no e-mail"
> which means that I read the archives (usually on
> Yahoo) and just pick out
> the messages or complete threads that interest me.
>
> The reson that this is coming up now is that I
> remember several threads
> about software for Windows CE that could be used for
> accumulating data from
> an E-meter/Link 10. Previously, I did this using a
> laptop, but as of today
> I'm the owner of a Sharp Mobilon HC-4100, and I'm
> thinking it would be the
> perfect companion for logging that info from the
> EV's Link 10.
>
> So, how 'bout it, anyone want to recap the topic, or
> send along some
> pointers? I did a search in the Yahoo archives, but
> CE returned a
> kazilllion results, and Windows did the same, none
> of them what I was
> looking for. Also searched the Crest archives for
> the last 12 months, and
> didn't find anything....
>
> -S
>
__________________________________________________
Do you Yahoo!?
HotJobs - Search new jobs daily now
http://hotjobs.yahoo.com/
--- End Message ---
--- Begin Message ---
Hello to All,
Otmar wrote:
> Hello All,
>
> We're back from "Silent Thunder" in Sacramento...I turned a new best time for my
>class
> of 14.399 seconds
> with a 60 foot time of 1.924 but with a slower top speed of 93.473.
> It's only slightly better than the last record, but I was happy with
> it.
Congrats, Oat! A new record is a new record, whether it's by a whole bunch or just
incrementally better. If you told the fanatical 914 gasser dudes you had one that
weighed
over 3000 lbs. but still ran low 14's, they might not believe you...tell them it weighs
over 3000 lbs., and runs on 'lektristy', and turned a 14.3, and they'll really not
believe
you! ...tell them it weighs over 3000 lbs., runs on 'bat-trees', turned a 14.3, and
that
you launch from rest without using the clutch in 3rd gear, and they'll think you're
ready
to be locked up...hmm, they might be right about that last part :-)
Sounds like you and Rane had fun...tell her 'hi' for me.
See Ya......John Wayland
--- End Message ---
--- Begin Message ---
Bruce EVangel Parmenter wrote:
>
> I have now returned safely from Sacramento.
> The EVent was fine, and a fun time for all.
> Afterward we had a great dinner together.
>
> ...
> I spent another night in Voltageville last night
> and headed back this morning.
>
> On my trip up and back, I have recorded data
> (source voltage, charging amps, pack voltage in
> regular time intervals).
>
> I hope to put this together to first POST it as text,
> and perhaps later I can put in on a spread sheet.
>
> This was the Fastest charging times I have ever had.
> Some of my charging spots had a 12kw source. So I
> used both the PFC-50 and my onboard Zivan NG5.
> When I had only an AVCON, I used the PFC-50.
>
> Charging time using both chargers: 1 hour.
> Using the PFC-50 alone on a AVCON: 2 hours.
>
> The PFC-50 set to draw 32amp AC gave 6kw. The NG5
> gave 5kw. Source votages varied at each location.
> But I usually got 11kw at the beginning of the
> charge cycle.
>
> The AC in current to the PFC-50 stayed solid (at
> 32 amps AC) until my pack reached about 160VDC,
> then the PFC-50 went into a taper.
>
> But the NG5 curve was quite different. It tapered
> far sooner than the PFC-50. As the pack voltage
> rose, the NG5 throttled back, thus the the charging
> kilowatts tapered sooner than the PFC-50.
>
> All-in-all the PFC-50 wins hands down:
> -more power into the pack
> -can work off the picky ics-200 AVCON (via an adaptor)
> -very flexible (any current can be dialed in)
> -very little waste heat or fan noise
>
> As you can tell, I am pleased.
>
> =====
> ' ____
> ~/__|o\__
> '@----- @'---(=
> . http://geocities.com/brucedp/
> . EV List Editor & RE newswires
> . (originator of the EV ascci art above)
> =====
>
> __________________________________________________
> Do you Yahoo!?
> HotJobs - Search new jobs daily now
> http://hotjobs.yahoo.com/
Bruce it's nice and cool out When ya gonna fire wall that 50 and suck
12.5 Kw on a single Charger???
My notes say it makes just over 10Kw, into the lead. I used that unit
for Space heat for days!!! Man I sure could use it down here in the old
NON insulated shop this morning.... Brrrr!!!!
--
Rich Rudman
Manzanita Micro
www.manzanitamicro.com
1-360-297-7383,Cell 1-360-620-6266
--- End Message ---
--- Begin Message ---
Hi,
These devices will only put out 140 watts or so.
Do you think that is enough to defog/defrost a
windshield here in Silicon Valley?
Thanks,
....Ken
> I don't know if anyone has mentioned this yet, but good old JC Whitney has
> little defrosters/heaters that have a cigarette lighter plug attached, all ready to
>go:
<http://www.jcwhitney.com/productnoitem.jhtml?CATID=59029&BQ=jcw2>
<http://www.jcwhitney.com/product.jhtml?CATID=5639&BQ=jcw2>
<http://www.jcwhitney.com/product.jhtml?CATID=5632&BQ=jcw2>
>
>Yeah, yeah, I know these draw some amps, but for a short drive,
>they certainly make life a bit clearer.
Jon
--- End Message ---
--- Begin Message ---
http://www.ixys.com/l520.pdf
This would be a nice module for an AC power golfcart.
350A, 75V 3-phase Trench MOSFET.
--- End Message ---
--- Begin Message ---
Sharkey <[EMAIL PROTECTED]> wrote:
"The reason that this is coming up now is that I remember several threads
about software for Windows CE that could be used for accumulating data from
an E-meter/Link 10."
The bottom line is that the CE machine lacks a scripting or reasonable
programming language or I would have written the program. Visual Basic
plus the CE compiler costs ~US$ 650.00. The computer could easily do
the job. I'm not about to get into the C language. It's cumbersome and
unfriendly and just as expensive. The program would be very simple
since you only use it to record and print out one or two numbers
continuously. I have a CE 2.0 machine with an almost unreadable screen
which was free and was worth what I paid.
"So, how 'bout it, anyone want to recap the topic, or send along some
pointers?"
Trade it in for a cheap (color) Palm.
______________________________________________________________________
--- End Message ---
--- Begin Message ---
Cliff Rassweiler wrote:
>
> David,
>
> We chose AWD because we felt range was going to be our biggest limiting
> factor in racing. To improve range we needed to maximize regen. To maximize
> regen without unsettling the car, we needed to regen with all 4 wheels. Thus
> AWD was chosen for it's advantages in braking not acceleration.
>
> To add AWD to our set up only required a differential and two half shafts
> which is less than a 50 lbs addition. As you pointed out, it should help us
> in Autocross.
Cliff, since one inverter controls front wheels regen and another - rear
wheels, and both take input from common regen pot, think of possible
adjustments
you may need to implement, if front of the car regens harder (or softer)
then
the rear.
Victor
--- End Message ---
--- Begin Message ---
You'd want one with integrated gate drivers.
Victor
Rod Hower wrote:
>
> http://www.ixys.com/l520.pdf
>
> This would be a nice module for an AC power golfcart.
> 350A, 75V 3-phase Trench MOSFET.
--- End Message ---
--- Begin Message ---
Suhas Malghan wrote:
>
> Can't say I understand everything in this press release but it sounds
> promising...
...
For
> example, new devices are capable of 0.3s turn-off time compared to 1.6s for
> previous generation devices.
They probably meant uS, not seconds (!)
Victor
--- End Message ---
--- Begin Message ---
> Is there a logical successor vehicle to the Rabbit still in production?
The Mk1 Golf (Rabbit) is still in production....
In South Africa
Paul Compton
BVS technical officer www.bvs.org.uk
www.sciroccoev.co.uk
--- End Message ---
--- Begin Message ---
The Mini used 7" drums with a 4" PCD bolt pattern. There are even finned
alloy drums with iron liners available. There's nothing like a well loved OLD
car for parts availability.
Paul Compton
BVS technical officer www.bvs.org.uk
www.sciroccoev.co.uk
--- End Message ---
