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Messages - BruceM

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1
Very sorry to hear you're having serious health problems, 32Coupe.  I hope you'll get a reprieve. 
Best Wishes,
Bruce


2
General Discussion / Re: Electric car question
« on: December 27, 2022, 10:20:50 PM »
A generator charger which could do the 4 KW of battery pre-heating on a sub zero morning could be helpful.  I saw a video where a -12F cold soaked Tesla M3 (parked overnight next to the charger) took 40 minutes of 4KW heating before it would then charge the battery.  If the car is garaged and/or kept above freezing, then that's a non issue. 




3
General Discussion / Re: Electric car question
« on: December 27, 2022, 08:09:31 PM »
https://www.caranddriver.com/features/a36062942/evs-explained-charging-losses/

This is a bit more current on actual charger/battery losses.... and they are seeing about 20% losses for charger and battery, which is way better than starting at 35%. 

ST head efficiency is more likely around 80% despite the simplicity and high THD. So add another 20% to the 80% for charger and battery losses, and it's still 60% efficiency.

So 6 gallons of diesel for 4 gallons of gas mileage is reasonable.  Cold weather is another story; the present LFP batteries need heating in cold temperatures which eats into the charge power/efficiency dramatically.  But if the fuel is free that isn't a deal breaker.

The 6/1 is pretty small for car battery charging. 
Many Chevy Bolt drivers see 3.7 miles per kilowatt hour.  Assuming 3Kwh per hour of 6/1 charging, 12 hours of charging would be 12x3kwh =36 kwhrs x 3.7= 133 miles.  If you estimate your full load fuel use for those 12 hours at 0.33 gallons per hour thats 5.2 gallons for those driven 133 miles.   133 mi/5.2 gallons= 25.5 mpg using the CS as generator for an EV.

This is consistent with my previous estimate.  The fuel consumption at 0.33 gallons per hour at 3KW is something you can check yourself as this may be off.  Plug in your own number and see what you get.


4
General Discussion / Re: Electric car question
« on: December 27, 2022, 07:31:08 PM »
You only need to fudge some additional losses over the standard 35% battery/charger losses for additional ST head losses.  So maybe 55% of total losses over direct diesel car use.  You do gain back energy for regenerative breaking, which can be significant for in town driving.

So if you needed 4 gallons of gas for the car's weekly drive,  you should be around 5-6 gallons of diesel. (Used oil.)

Lithium batteries are way higher in charge/discharge efficiency, over 80%; the 65% figure includes this and charger losses.  38ac's range needs are so low that he can easily stay in the highest efficiency range of battery charge.

Charge efficiency improves at lower charge rates, and you will be operating in the higher efficiency range. 

Bronco is thinking this was a lead acid battery?   There is no penalty for partial charges in lithium batteries, only some penalty for full charging some lithium ion/cobalt batteries.  Not so much for LFP.







5
General Discussion / Re: Electric car question
« on: December 27, 2022, 06:14:24 PM »
I think we are painting a darker picture than is warranted.
Using the same fuel in a diesel engine car will only result in 30% efficiency as well, so the IC engine loss is a wash; you lose it either way so it does not count.

A 65% charge/battery charge combined efficiency is often reported.  So the only question is whether that 35% loss is really a loss considering that the fuel is essentially free.  I'd say so.

This also lends itself to adding some solar so that in sunny parts of the year, the oil can be conserved and CO2 reduction is provided. 





6
General Discussion / Re: Next! 16/2 Lister
« on: December 03, 2022, 10:44:32 PM »
Brilliantly simple boring bar drive, Butch.  My favorite kind of solution.   

7
General Discussion / Re: Next! 16/2 Lister
« on: December 03, 2022, 02:05:19 PM »
Very impressive work, Butch. I have recently enjoyed several boring bar and related tool fabrication videos by an Aussie machinist on youtube.  Its a fascinating process that takes a lot of knowledge and skill.

How did you make the drive connection to the slow speed drill motor?




9
Other Slow Speed Diesels / Re: Bamfords shop work
« on: November 24, 2022, 07:09:35 PM »
What a beauty.   Great that she's going to be a working engine again!

10
General Discussion / Re: Next! 16/2 Lister
« on: November 17, 2022, 03:30:44 PM »
Is that a gap line showing between liner and cylinder or just shadow from liner not flat and flush? 

Can you use Rajkot parts for a replacement cylinder?

Glad you got a bonus on the valve seats!

11
General Discussion / Re: Next! 16/2 Lister
« on: November 17, 2022, 01:23:03 AM »
I look forward to your assessment as the project progresses. 


12
General Discussion / Re: Next! 16/2 Lister
« on: November 17, 2022, 12:45:07 AM »
The 0.010 inches larger at the bottom cylinder bore has me scratching my head.  Perhaps a novice changed a dull cutter and forgot to adjust for it??? 






13
Other Slow Speed Diesels / Re: Bamfords shop work
« on: November 11, 2022, 04:41:24 PM »
I'd forgotten the Bamford is direct injection.  Nice photos, she is a beauty. 

14
Hi Kari,
I replicated the SOM features but only for remote start/stop and automated monitoring.
 
My setup is a bit odd in that running an air compressor is my primary function, generator secondary.  Because I had air and a large receiver tank I use an air starter (Gast 4AM) with rubber drive wheel, air cylinder for engagement pressure, and air cylinders for rack closer and exhaust valve lifter.  Air has it's advantages and the economy of cheap cylinder actuators operated by small inexpensive 12V solenoid valves and 1/4 drip tubes.  It does also have a downside- the air motor consumes a lot of air, and pilot valves, check valves and compressor unloader valves all so leak some.   

I also added oil level sensing and a vibration sensor, plus generator load sensing and compressor idle sensing.  So it can shut itself off after 10 minutes of no load, unless I have the remote no load override switch turned on. 

Its controlled at both Listeroid and remote control ends by a Picaxe 40X chips programmed in Pixaxe Basic.  It uses a CAT5 cable for the remote control.  I can share code and schematics with forum members up to the task.  There are no PCBs, its all hand wired on perf boards.  If I was starting over today I'd seriously consider a redesign for the Arduino, which I have used since for a couple projects.  Mostly you need a lot of logic level gate, low side mosfets to control your actuators.

The simplistic DC bias on the AC line of the SOM is less ideal for today's lighting and other electronic loads, but I expect with some modern IC circuit redesign, the same concept could be used. I had no need for auto start,  remote start with auto shut down control was fine for me. 

Hey Thomas,
Regarding generator power quality and electronics;  most electronics are now switch mode power supply driven, with the first stage of it being a bridge rectifier to bulk capacitor.  They are mostly immune to problems like waveform issues and harmonics that are typical for gensets.  In fact, i operate my computer gear entirely on 120VDC, with standard 120VAC switching power supplies.  In a case of severe EMI on the generator power you might need to add a simple common mode choke filter.  In my case I found that 0.1 uF snubber capactors on each diode of the excitation bridge was highly effective in supressing most of the conducted AC power EMI, so I did not need to add a passive filter.

A commercial inverter will often have worse conducted high frequency interference (EMI ) than your generator.

Best Wishes,
Bruce



15
Other Slow Speed Diesels / Re: Bamfords shop work
« on: November 06, 2022, 05:43:51 PM »
+1,  Fantastic work to fully restore what most would consider scrap.   I didn't realize such serious head defects could be restored, and the amount of highly skilled custom work here is awe inspiring.  Bravo, Butch.

Thanks for taking the time to give us a peek into your busy shop!
Bruce

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