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Today's Topics:
1. Re: Motor Stink ([EMAIL PROTECTED])
2. Re: Optima hiss/crackle (Lee Hart)
3. Re: Motor Stink...and Dennis motor builder. ([EMAIL PROTECTED])
4. measuring drag and rolling resistance (Michael Wendell)
5. Re: Zenn Says See You Later, Batteries! (Lee Hart)
6. Re: Zenn Says See You Later, Batteries! (Lee Hart)
7. Re: Conductive grease to improve connections? (Lee Hart)
8. Re: Very comprehensive Article on Li-Ion - Thanks to CalCars
(David Roden)
9. Electric Salt Flats Record Attempt (David Dymaxion)
10. Re: Conductive grease to improve connections? (Roland Wiench)
11. Re: Very comprehensive Article on Li-Ion - Thanks to CalCars
(Lee Hart)
12. Re: Electric Salt Flats Record Attempt (Roderick Wilde)
13. Monthly EAA of New England Meeting (Bob Rice)
14. Comparison of Selected Lithium-Ion Battery Chemistries -
Testing Report (Steven Ciciora)
15. Re: Two Parallel Brusa Chargers? (Victor Tikhonov)
16. Re: Two Parallel Brusa Chargers? (Mark Dutko)
17. Re: Best way to run power steering pump @ 8 volts? (Grigg. John)
18. Battery Fuel Gauge (Pestka, Dennis J)
19. Re: Battery Fuel Gauge-options (Mark Dutko)
20. Re: Tranny/differential alignment help needed (Adrian DeLeon)
----------------------------------------------------------------------
Message: 1
Date: Tue, 4 Sep 2007 09:59:46 EDT
From: [EMAIL PROTECTED]
Subject: Re: [EVDL] Motor Stink
To: ev@lists.sjsu.edu
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset="US-ASCII"
In a message dated 9/4/2007 6:37:54 AM US Mountain Standard Time,
[EMAIL PROTECTED] writes:
> e: [EVDL] Motor Stink
> Date:9/4/2007 6:37:54 AM US Mountain Standard Time
> From:[EMAIL PROTECTED]
> Reply-to:ev@lists.sjsu.edu
> To:ev@lists.sjsu.edu
> Received from Internet:
>
>
>
>
> >. It is not Voodo!Bill and others did not believe moveable
> >brush timing would help, I think he now believes.
>
> It isn't that I didn't believe that movable brush timing
> would help in some way. However, there wasn't much point in wasting
> my time (and money) twiddling with motors when they weren't blowing
> up. I was concentrating my efforts on getting powerful batteries
> instead. This proved to be a smart move.
>
> The goal is to go faster. I choose to spend my time on the
> things that make the biggest difference in performance, like batteries.
>
> Adjustable brush timing, by itself, does not make the bike
> go any faster. The bike runs slightly slower with adjustable brush
> timing, actually. All it did was keep the motors from blowing up.
> Since the motors are not blowing up, we can take the next step and
> push more HP into them (until they do.) ;-)
>
> Bill Dube'
You re an engineer Bill so I am sure you will collect the data that proves
that the adjustable timing will indeed make your bike go faster and the side
benifit is its keeping your motors alive! You will learn where to shift the
brushes to improve your 60ft.times and then get lots of mph. Again,congrats on
your
amazing feats this year. Dennis Berube
------------------------------
Message: 2
Date: Tue, 04 Sep 2007 08:25:37 -0500
From: Lee Hart <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Optima hiss/crackle
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=ISO-8859-1; format=flowed
John G. Lussmyer wrote:
> I just tried my brand new set of Optima Bluetops in my Sparrow. Put
> about 3 miles on the bird.
> Now, 1 of the Optimas is giving a just-audible hiss/crackle sound. Even
> with the car completely turned off.
> It's voltage seems ok.
It shouldn't make *any* sound. Perhaps you got one with a bad vent? I
would take it back.
--
Ring the bells that still can ring
Forget the perfect offering
There is a crack in everything
That's how the light gets in -- Leonard Cohen
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
------------------------------
Message: 3
Date: Tue, 4 Sep 2007 10:39:04 EDT
From: [EMAIL PROTECTED]
Subject: Re: [EVDL] Motor Stink...and Dennis motor builder.
To: ev@lists.sjsu.edu
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset="US-ASCII"
In a message dated 9/4/2007 2:03:41 AM US Mountain Standard Time,
[EMAIL PROTECTED] writes:
> r builder.
> Date:9/4/2007 2:03:41 AM US Mountain Standard Time
> From:[EMAIL PROTECTED]
> Reply-to:ev@lists.sjsu.edu
> To:ev@lists.sjsu.edu
> Received from Internet:
>
>
>
> In a message dated 9/2/2007 11:56:41 A.M. Pacific Daylight Time,
> [EMAIL PROTECTED] writes:
>
>
> I feel I owe my potential future sponsors and myself and the people I have
> and will build motors for just a few last tricks I have not written and
> told
> folks about. Really series motors have been out for a long time, and a lot
> has
> been written on them. It is not Voodo!Bill and others did not believe
> moveable
> brush timing would help, I think he now believes. My aim this year is to
> take
> out John Waylands record (he jabbed me to many times last year about HEADS
> UP)
> with a much heavier truck and almost half the battery power and only 1
> motor.
> By the end of next year I should have lithums as well and will bring out
> the
> equipment to take on Bills Killacycle.At that time I may open up a little
> more. Dennis Berube
> _______________________________________________
>
> Dennis, does this mean you would build me a motor for my new scooter
> project??
>
> The Old Jim L.................and still number 1..........
>
>
Jim as long as motors I rebuild/modify do not end up in a dragster I have no
problem.E me off list. Dennis Berube
------------------------------
Message: 4
Date: Tue, 4 Sep 2007 10:37:58 -0400
From: "Michael Wendell" <[EMAIL PROTECTED]>
Subject: [EVDL] measuring drag and rolling resistance
To: "'Electric Vehicle Discussion List'" <ev@lists.sjsu.edu>
Message-ID:
<[EMAIL PROTECTED]>
Content-Type: text/plain; charset="us-ascii"
interesting instructable with a method for measuring drag and rolling
resistance for any car.
http://www.instructables.com/id/ELEE7STF5Y3TMFK/?ALLSTEPS
m.
------------------------------
Message: 5
Date: Tue, 04 Sep 2007 09:57:46 -0500
From: Lee Hart <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Zenn Says See You Later, Batteries!
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=ISO-8859-1; format=flowed
[EMAIL PROTECTED] wrote:
> Maxwell Ultracaps are 5wh/kg, EEStor's proposal is 350wh/kg.
This is why I will doubt EEstor's claims until real samples are
available that can be independently tested.
Very small laboratory samples can achieve very high performance levels
not possible with full-size products. Spiderweb is exceedingly strong;
but you can't make rope out of it. Carbon nanotubes have all sorts of
amazing properties at the submicroscopic level, but they don't translate
into large-scale real-world performance.
So, I suspect EEstor is taking the results at the submicroscopic level,
and simply multiplying them up. I.e. a "capacitor" that consists of a
few molecules of barium titanate with a single atom of metal on opposite
sides for the plates may have an incredible capacitance compared to its
size; but be totally impractical to scale up.
> Traditional controllers would not handle the high voltage in the EEStor
> proposal. In fact there are not many readily available transistor
> options for high current transistors in this voltage range.
Yes; but that's because there is only a tiny market for such parts.
Multi-kilovolt kiloamp SCRs and diodes exist; controllers are built with
them for trains, ships, and other very large electric motors.
> I doubt this will be possible with the familiar brushed DC motor at all.
A series motor's armature doesn't see the full pack voltage; only its
field does. The insulation on the field winding could be considerably
improved; it is a straightforward problem. We already have plenty of
examples of DC motors that run on 400v or more.
> The PWM does not lower the voltage, it only chops it, in this case
> chops it into very short (like <3% duty!) high current 3500V pulses.
This means that the standard buck converter is not an appropriate
choice. You would use a different topology, optimized for a large
step-down ratio; say 120vdc output for 3500vdc input. That's no
different than a conventional switchmode power supply that converts
350vdc to 12vdc.
> EEStor announced a "milestone" of being able to produce the barium
> titaniate powder with the purity required to base a production line on
> (whatever that means).
Well, barium titanate has been used for at least 20 years to make
capacitors. It is a common ceramic capacitor dielectric, that usually
makes rather cheap poor capacitors.
If EEstor really perfects a way to make good capacitors with barium
titanate, why would they waste their time making battery replacements
for the insignificantly small EV market? Instead, they should take over
the conventional capacitor market, which is already huge and profitable.
--
Ring the bells that still can ring
Forget the perfect offering
There is a crack in everything
That's how the light gets in -- Leonard Cohen
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
------------------------------
Message: 6
Date: Tue, 04 Sep 2007 10:09:49 -0500
From: Lee Hart <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Zenn Says See You Later, Batteries!
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=ISO-8859-1; format=flowed
[EMAIL PROTECTED] wrote:
> A transformer is certainly one solution, even an autotransformer like a
> variac. The only thing is that like you say it'd need to be a BIG
> variac. Transformer windings capable of hundreds of amps is a huge
> amount of copper. A core capable of tens of kw is huge too. Well we
> could up the freq (we still need HV transistors for an inverter for the
> Primary side) but skin effect limits on wire diameter, leakage, and core
> losses also increase.
>
> But yeah this illustrates the different thinking necessary when the
> controller's task changes this much.
Right! Be careful about applying conventional solutions to an
unconventional problem. :-)
Normal variacs are built for 50-60 Hz operation. That is why they are so
big. There are also 400 Hz variacs for aircraft applications; they are
about 1/5th the size and weight for a given amount of power.
The field coils of a conventional series motor are the inductor for the
PWM controller. Most of these controllers switch at 15-20 KHz. The field
coils for a 20 HP, 100 lbs motor weigh 10-20 lbs.
If you separate the coil from the motor, you can build it for even
higher frequency operation, which reduces the size even more. Switchmode
power supplies routinely operate at 50-150 KHz with no problem.
--
Ring the bells that still can ring
Forget the perfect offering
There is a crack in everything
That's how the light gets in -- Leonard Cohen
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
------------------------------
Message: 7
Date: Tue, 04 Sep 2007 10:12:08 -0500
From: Lee Hart <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Conductive grease to improve connections?
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=ISO-8859-1; format=flowed
Ian Hooper wrote:
> Has anyone tried using silver filled conductive grease to lower
> resistance of contacts in their EV, e.g painting a little onto the
> terminals of your motor controller before bolting on the cables? I
> recently picked up a tube of this stuff for a different application,
> but it occurred to me that it could be good in EVs too:
>
> (But it also occurred to me that it might actually increase
> resistance - I'm not sure just how conductive this stuff really is..!)
Your intuition is correct. These greases are thousands of times less
conductive than any metal-to-metal connection. The active ingredient is
the grease itself -- it keeps air and water out of the connection. The
actual current-carrying part is simply the two metals being pressed
tightly together.
--
Ring the bells that still can ring
Forget the perfect offering
There is a crack in everything
That's how the light gets in -- Leonard Cohen
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
------------------------------
Message: 8
Date: Tue, 04 Sep 2007 11:17:15 -0400
From: "David Roden" <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Very comprehensive Article on Li-Ion - Thanks to
CalCars
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=US-ASCII
On 4 Sep 2007 at 6:54, Jeff Shanab wrote:
> After picking my self up of the floor, (that was very funny Lee), You
> may have a really good point!
Jeff was responding to Lee's "Batteries not included." I'll let Lee give
the final answer but I don't think he was joking. I'm not when I say that I
still think this is the way forward : sell the EV and lease the batteries.
It takes the largest maintenance problems off the user's shoulders and makes
it more likely that improvements in battery tech will be passed down to the
user.
Pressed for time and can't elaborate further right now but we've discussed
this several times in the past. If you're interested check the EVDL
archives.
David Roden - Akron, Ohio, USA
EVDL Administrator
= = = = = = = = = = = = = = = = = = = = = = = = = = = = =
EVDL Information: 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/ .
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------------------------------
Message: 9
Date: Tue, 4 Sep 2007 08:41:26 -0700 (PDT)
From: David Dymaxion <[EMAIL PROTECTED]>
Subject: [EVDL] Electric Salt Flats Record Attempt
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=us-ascii
Brent Singleton is going to try to be the fastest electric car in the
lightweight electric class. The current record is 132 mph set by Silent
Thunder, an electric Ford Taurus with 4 motors (somehow this slipped into the
"lightweight" class).
<http://www.redorbit.com/news/science/1053560/electriccar_driver_sets_sights_on_136_mph/index.html?source=r_science>
You can see a picture of the car here:
<http://www.explodingdinosaurs.com/race2thefuture18Aug2007/>
____________________________________________________________________________________
Be a better Globetrotter. Get better travel answers from someone who knows.
Yahoo! Answers - Check it out.
http://answers.yahoo.com/dir/?link=list&sid=396545469
------------------------------
Message: 10
Date: Tue, 4 Sep 2007 09:42:01 -0600
From: "Roland Wiench" <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Conductive grease to improve connections?
To: "Electric Vehicle Discussion List" <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset="iso-8859-1"
> Ian Hooper wrote:
> > Has anyone tried using silver filled conductive grease to lower
> > resistance of contacts in their EV, e.g painting a little onto the
> > terminals of your motor controller before bolting on the cables? I
> > recently picked up a tube of this stuff for a different application,
> > but it occurred to me that it could be good in EVs too:
> >
> > (But it also occurred to me that it might actually increase
> > resistance - I'm not sure just how conductive this stuff really is..!)
>
Yes, it will increase the resistance so much so, that it felt like I was
dragging something or its feels like a discharge battery.
I tested out this bi-metal connection compound that we use in all our
electrical connections for overhead line work. To make them less
conductive, you must apply a high pressure connection as we do using
hydraulic crimping tools.
Applying these compound on standard bolt down connections did not work for
me. I do not use any thing, except for gold plated battery connections that
provide a bi-metal connection between zinc plated battery connection and the
lead and pipe in and exhaust plenty of clean filter air. There is no
corrosion at all.
Roland
Roland
------------------------------
Message: 11
Date: Tue, 04 Sep 2007 11:05:30 -0500
From: Lee Hart <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Very comprehensive Article on Li-Ion - Thanks to
CalCars
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=ISO-8859-1; format=flowed
Jeff Shanab wrote:
> If we could establish some kind of set of commodity sizes and
> standardized protocols, then "batteries not included" may be the
> perfect solution.
AA cells are the most common standard battery size. They represent about
50% of the total consumer market for non-rechargeable batteries all by
themselves! Notice that there are dozens of companies making them, and
they often sell for $1 or less. Consumers can easily replace them
themselves. Behold the benefits of mass production and standardization!
As a counterexample, the sub-C is the most common size of rechargeable
cell. They are also manufactured in huge quantities by dozens of
companies, and sell for $2 or so (same capacity as a AA cell but it is
rechargeable). But... no consumer product uses them as loose cells. They
are always glued or sealed into special proprietary boxes. There are no
standards; every product has a unique non-interchangeable battery box.
When they need replacement, consumers are expected to buy these
pre-boxed cells at extreme markups. It is not unusual to have to pay
$100 for a box with $10 worth of sub-C cells inside.
Now, you *can* cut open the battery box from your cordless drill or
camcorder or laptop, buy replacement cells from Radio Shack, and replace
the bad cells yourself. But the manufacturers make it hard; the cases
are difficult to open without wrecking them, the tabs between cells are
welded, etc.
> I don't see it happening with current automotive suppliers, they like to
> own everything.
Exactly. It is the "modern" way to do it. Lock 'em in, and keep it
secret so you can charge the bejesus out of 'em. Notice that all the
recent auto company EVs used special proprietary size batteries, that
can't be replaced with anything available to consumers on the open market.
We EVers are lucky that the standard golf cart battery exists. Without
it, our options for inexpensive reasonable-performing EVs would be
pretty grim.
--
Ring the bells that still can ring
Forget the perfect offering
There is a crack in everything
That's how the light gets in -- Leonard Cohen
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart_at_earthlink.net
------------------------------
Message: 12
Date: Tue, 4 Sep 2007 09:36:10 -0700
From: "Roderick Wilde" <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Electric Salt Flats Record Attempt
To: "Electric Vehicle Discussion List" <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; format=flowed; charset="iso-8859-1";
reply-type=original
I wish Brent all the luck in the world in his attempt! He's a great guy and
has done an incredible amount of work towards getting EVs accepted. I was on
the "Silent Thunder" team at Bonneville when it did the 132 mph run. I
originally built the car and road raced it. After it was purchased by
Michael Murphy he had Bob Schneeveis put in the four eight inch ADC motors.
It wasn't even breathing hard at 132 mph. The motors were barely warm to the
touch after the run. The car just ran out of gearing. Yes it was not
lightweight. When I raced it at Firebird it was carrying 2000 pounds of
batteries and still came in under GVW. At Bonneville it ran a single string
of Optimas at 336 volts. I think this lightweight vehicle weighed in around
3800 pounds if I remember correctly. It has been awhile. All the EV records
are all screwed up by the SCTA. I have personally complained but it does no
good. It all happened when they chose to adopt the F.I.A. weight divisions
for EVs. It appears as if they put all the records in a hat and then drew
out a car and said it gets this record. It is a total mess that they refuse
to deal with. To me it says that the SCTA is not a credible organization, at
least as far as EV Land Speed Records is concerned.
Roderick Wilde
"Suck Amps EV Racing"
www.suckamps.com
----- Original Message -----
From: "David Dymaxion" <[EMAIL PROTECTED]>
To: "Electric Vehicle Discussion List" <ev@lists.sjsu.edu>
Sent: Tuesday, September 04, 2007 8:41 AM
Subject: [EVDL] Electric Salt Flats Record Attempt
> Brent Singleton is going to try to be the fastest electric car in the
> lightweight electric class. The current record is 132 mph set by Silent
> Thunder, an electric Ford Taurus with 4 motors (somehow this slipped into
> the "lightweight" class).
>
> <http://www.redorbit.com/news/science/1053560/electriccar_driver_sets_sights_on_136_mph/index.html?source=r_science>
>
> You can see a picture of the car here:
>
> <http://www.explodingdinosaurs.com/race2thefuture18Aug2007/>SCTA
>
>
>
>
>
>
> ____________________________________________________________________________________
> Be a better Globetrotter. Get better travel answers from someone who
> knows. Yahoo! Answers - Check it out.
> http://answers.yahoo.com/dir/?link=list&sid=396545469
>
> _______________________________________________
> For subscription options, see
> http://lists.sjsu.edu/mailman/listinfo/ev
>
>
>
> --
> No virus found in this incoming message.
> Checked by AVG Free Edition.
> Version: 7.5.485 / Virus Database: 269.13.5/988 - Release Date: 9/4/2007
> 9:14 AM
>
>
------------------------------
Message: 13
Date: Tue, 4 Sep 2007 12:47:18 -0400
From: "Bob Rice" <[EMAIL PROTECTED]>
Subject: [EVDL] Monthly EAA of New England Meeting
To: "Electric Vehicle Discussion List" <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; format=flowed; charset="iso-8859-1";
reply-type=original
Hi EVerybody;
Summers rapidly grinding to a close, dammit! But were STILL doing our
monthly EAA get together at my place in Killingworth CT.Come on down! We
will be doing the regular cookout thing. Welcome new guyz! Will have a few
newbees with interesting cars. As well as 3 EV's. Hoping Dave Oliveria's
Ranger running by them??For it's coming out party.IF Dave Cover has waded
through CT's DOT at getting his Porsche tagged yet?
Come over about 1-or 2 pm. Hoping this gorgious weather holds??
Seeya?
Bob
------------------------------
Message: 14
Date: Tue, 4 Sep 2007 09:57:50 -0700 (PDT)
From: Steven Ciciora <[EMAIL PROTECTED]>
Subject: [EVDL] Comparison of Selected Lithium-Ion Battery Chemistries
- Testing Report
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=iso-8859-1
Please see:
http://www.valence.com/assets/pdf/exponent_final_report.pdf
for a 72 page .pdf entitled:Comparison of Selected
Lithium-Ion Battery Chemistries - Testing Report
I have not had a chance to read it yet, but I believe
it's a study, commissioned by Valence, for testing the
various failure modes for LiIon batteries.
- Steven Ciciora
____________________________________________________________________________________
Yahoo! oneSearch: Finally, mobile search
that gives answers, not web links.
http://mobile.yahoo.com/mobileweb/onesearch?refer=1ONXIC
------------------------------
Message: 15
Date: Tue, 04 Sep 2007 10:01:19 -0700
From: Victor Tikhonov <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Two Parallel Brusa Chargers?
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=ISO-8859-1; format=flowed
Mark,
Yes, you can connect two (or more) BRUSA NLG5 chargers in parallel
as long as you set up different voltages in U section of IUx charging
profile so the chargers don't fight during regulation stage but merely
just add charging power (current) during bulk charge phase.
In general any section of charging profile with fixed voltage should
have different voltage settings for all the chargers in parallel.
This has nothing to do with the battery chemistry, NiCd profile (as well
as any other) is OK for paralleled chargers.
You can also connect two chargers in master-slave configuration, but
it is more complex and expensive (special cables needed) and the outcome
is identical. This is good option only if master charger is not BRUSA
one, the slave is capable of tracking (and so doubling) the current
of any type master charger.
Of course, you can use two separate chargers connected each to the half
of the string. Danger is one half can finish before the other half, and
in general tracking of total Ah charged in this way (which is preferred
for NiCd) is not doable.
Victor
Mark Dutko wrote:
> If I go with a Brusa charger with a nicad profile does anyone know if
> you can use two 3.3kW parallel for faster charging? Victor mentioned
> this and I forgot if it would function the same and if there were
> some issues doing this.
>
> Thanks,
>
> mark
>
>
> _______________________________________________
> For subscription options, see
> http://lists.sjsu.edu/mailman/listinfo/ev
>
>
------------------------------
Message: 16
Date: Tue, 4 Sep 2007 10:21:41 -0700
From: Mark Dutko <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Two Parallel Brusa Chargers?
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=US-ASCII; delsp=yes; format=flowed
Thanks,
Do you have battery temp sensors available for the chargers or is
there some generic sensor brand or model that works?
Mark
On Sep 4, 2007, at 10:01 AM, Victor Tikhonov wrote:
> Mark,
>
> Yes, you can connect two (or more) BRUSA NLG5 chargers in parallel
> as long as you set up different voltages in U section of IUx charging
> profile so the chargers don't fight during regulation stage but merely
> just add charging power (current) during bulk charge phase.
> In general any section of charging profile with fixed voltage should
> have different voltage settings for all the chargers in parallel.
>
> This has nothing to do with the battery chemistry, NiCd profile (as
> well
> as any other) is OK for paralleled chargers.
>
> You can also connect two chargers in master-slave configuration, but
> it is more complex and expensive (special cables needed) and the
> outcome
> is identical. This is good option only if master charger is not BRUSA
> one, the slave is capable of tracking (and so doubling) the current
> of any type master charger.
>
> Of course, you can use two separate chargers connected each to the
> half
> of the string. Danger is one half can finish before the other half,
> and
> in general tracking of total Ah charged in this way (which is
> preferred
> for NiCd) is not doable.
>
> Victor
>
> Mark Dutko wrote:
>> If I go with a Brusa charger with a nicad profile does anyone know if
>> you can use two 3.3kW parallel for faster charging? Victor mentioned
>> this and I forgot if it would function the same and if there were
>> some issues doing this.
>>
>> Thanks,
>>
>> mark
>>
>>
>> _______________________________________________
>> For subscription options, see
>> http://lists.sjsu.edu/mailman/listinfo/ev
>>
>>
>
> _______________________________________________
> For subscription options, see
> http://lists.sjsu.edu/mailman/listinfo/ev
>
------------------------------
Message: 17
Date: Tue, 4 Sep 2007 10:29:00 -0700
From: "Grigg. John" <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Best way to run power steering pump @ 8 volts?
To: "Electric Vehicle Discussion List" <ev@lists.sjsu.edu>
Message-ID:
<[EMAIL PROTECTED]>
Content-Type: text/plain; charset="us-ascii"
Here are some multi-angle pictures of the PS Pump with the rubber bootie
installed on it, Goto:
http://www.napaonline.com/MasterPages/NOLMaster.aspx?PageId=430&PartNum=
215500
Enjoy
John Grigg
-----Original Message-----
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On
Behalf Of Bryan
Sent: Monday, September 03, 2007 2:40 AM
To: Electric Vehicle Discussion List
Subject: Re: [EVDL] Best way to run power steering pump @ 8 volts?
Hmmm.... I was under the impression that the CanEV pumps were the same
as the MR2 pump but I've never seen the real MR2 pump to compare mine
too. I guess I should figure that out before going to all the trouble
of finding the MR2 control unit parts. Has anyone had any luck using
the CanEV pump with the MR2 control unit?
I've got the pump mounting bracket installed on the side of the drive
motor, so it is isolated from the chassis through the engine mounts as
well as the rubber dampers on the pump mounting bracket itself.
Vibration doesn't seem to be an issue, but it the whine of the pump is
very noticeable and I don't think could be described as quiet at all.
Incidentally, the lead that is supposed to be used to signal that the
brushes are low seems to always be indicating that it's time to change
the brushes, and did right from the start. Would old, tired brushes
cause the pump to make more noise than normal?
-Bryan
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------------------------------
Message: 18
Date: Tue, 4 Sep 2007 12:37:30 -0500
From: "Pestka, Dennis J" <[EMAIL PROTECTED]>
Subject: [EVDL] Battery Fuel Gauge
To: <ev@lists.sjsu.edu>
Message-ID:
<[EMAIL PROTECTED]>
Content-Type: text/plain; charset="us-ascii"
Looking at a Link 10 for my 1965 Datsun Pickup
Meter, Prescaler, and DC/DC will run ~ $600.
Any other options to monitor my 156V pack?
Thanks;
Dennis
Elsberry, MO
------------------------------
Message: 19
Date: Tue, 4 Sep 2007 10:55:48 -0700
From: Mark Dutko <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Battery Fuel Gauge-options
To: Electric Vehicle Discussion List <ev@lists.sjsu.edu>
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; charset=US-ASCII; delsp=yes; format=flowed
Meter $220
http://www.affordable-solar.com/xantrex.link.
10.standard.meter.emeter.htm
Scaler and small DC/DC $60 for both
http://belktronix.com/
Complete system $300 with shipping- Using on my car, works great for
lower price
I also have a http://www.paktrakr.com
Or see Victor's unit at www.metricmind.com
Mark
www.electricyaris.com
On Sep 4, 2007, at 10:37 AM, Pestka, Dennis J wrote:
> Looking at a Link 10 for my 1965 Datsun Pickup
> Meter, Prescaler, and DC/DC will run ~ $600.
> Any other options to monitor my 156V pack?
>
> Thanks;
> Dennis
> Elsberry, MO
>
> _______________________________________________
> For subscription options, see
> http://lists.sjsu.edu/mailman/listinfo/ev
>
------------------------------
Message: 20
Date: Tue, 04 Sep 2007 11:09:17 -0700
From: "Adrian DeLeon" <[EMAIL PROTECTED]>
Subject: Re: [EVDL] Tranny/differential alignment help needed
To: ev@lists.sjsu.edu
Message-ID: <[EMAIL PROTECTED]>
Content-Type: text/plain; format=flowed; delsp=yes;
charset=iso-8859-15
<m gol wrote:>
> I used a warp 9" into a 86 Toyota Pickup 4x4.
> I had mounted it as best I could, but the tranny is not at its original
> place. I've driven over 6000 miles.
> does your pickup have a transfer case?
How far off is the front of your transmission? The only reference to how
accurate this alignment should be comes from a company selling alignment
kits (http://www.jagsthatrun.com/Pages/Parts_S10-DrvshftKit-Short.html)
They mention 3 degrees as a maximum mismatch - and that it gets worse when
carrying heavy cargo.
No transfer case, it's a vanilla 2WD, 4cyl w/manual steering. On the plus
side, the odometer works with the ECU disconnected. Can't spin the motor
fast enough to know if the speedo still works too...
<Frank John wrote:>
> The 9" in my '94 is pretty close to that linkage [snip]
> If you raise the motor 1" I'd raise the tranny a bit
> but not as much as Roland suggests.
> Driveshaft movement into the tranny is an issue but you also want to
> minimize any change in driveshaft angle as someone else mentioned.
A 1" tranny lift should be OK. It should still leave 1/2" to the bottom of
the truck floor. A picture of your setup would be great!
Roland's warning was that correcting the tranny/diff alignment may cause
the driveshaft to shove too far into the transmission. This can happen if
the transmission (or suspension) is lowered. In my case, raising the
tranny *increases* this distance, so I have to make sure the driveshaft
still has enough "bite" on the transmission output shaft.
Big thanks to everyone for all of your help and advice!
-Adrian
------------------------------
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End of EV Digest, Vol 2, Issue 9
********************************
