Posts tagged batteries
ISS On-Orbit Status 08/06/12 all ISS systems continue to function nominally, except those noted previously or below. Underway: Week 6 of Increment 32 (six-person crew). At wakeup, FE-2 Revin performed the routine inspection of the SM (Service Module) PSS Caution & Warning panel as part of regular Daily Morning Inspection. CDR Padalka conducted the weekly checkup behind ASU/toilet panel 139 in the SM of a fluid connector (MNR-NS) of the SM-U urine collection system, looking for potential moisture. FE-5 Williams began another round of acoustic dosimeter operations, today donning a crew-worn dosimeter (#1005) for measurements for the next 24 hrs. in the course of the day, Sunita also successively set up four power tool batteries (Makita Batteries) for charging for upcoming ICV (Integrated Cardiovascular) Ambulatory Monitoring sessions. Gennady spent several hours on SM outfitting, reviewing and then installing a manual antenna switch (RAP) for the Kurs-P (passive) autopilot system with its HF (high-frequency) cabling behind the SM medical locker. Later, the CDR performed an audit on GFI-1 Relaksatsiya (Relaxation) payload equipment, inventorying & photographing the contents of three kits (Relaksatsiya storage bag, Adapter bracket kit, Spectrometer kit), then taking pictures of the space behind the GFI-1 panels, to be downlinked via high-speed RSPI Data Transmission Radio Link. Inventorying was also a major task of FE-2 Revin who spent several hours auditing the onboard set of SMV Intermodular Ventilation equipment for the DC1 Pirs Docking Compartment (Bag 00054996R), accompanied by taking documentary photography of the contents for subsequent RSPI downlink for IMS (Inventory Management System) updating. FE-3 Acaba started another sampling run with the AQM (Air Quality Monitor), deactivating the system ~5 hrs later. [Consisting of the EHS GC/DMS (Environmental Health Systems Gas Chromatograph / Differential Mobility Spectrometer), the system is controlled with "Sionex" expert software from the SSC (Station Support Computer)-12 laptop. the AQM demonstrates COTS (Commercial Off-the-Shelf) technology for identifying volatile organic compounds, similar to the VOA (Volatile Organics Analyzer). this evaluation will continue over the course of several months as it helps to eventually certify the GC/DMS as nominal CHeCS (Crew Health Care Systems) hardware.] using the electrical compressor (#41) with pressure adapter, FE-4 Malenchenko performed the regular bladder leak check on the empty Tank 2 of the ATV3 WDS (Automated Transfer Vehicle 3 Water Distribution System), first pressurizing its bladder and after the leak check depressurizing it again. [Since the ATV cabin fan has been switched off since 8/1 in order to preserve its lifetime (until the upcoming O2 transfer), a continual crew presence in ATV during compressor operation is required for fire detection.] afterwards, Yuri started his first session of the standard 24-hour ECG (electrocardiogram) recording under the Russian MedOps PZE MO-2-1 protocol which monitors human cardiovascular performance in the space flight environment. [After 24 hrs of ECG recording and blood pressure measurements with the Kardiomed (CDM) system, Malenchenko will doff the five-electrode Holter harness that read his dynamic (in motion) heart function from two leads and recorded on the "Kardioregistrator 90205" unit. the examination results will then be downloaded from the Holter ECG device to the RSE-Med laptop, controlled by the Kardiomed application. Later, the data will be downlinked as a compressed .zip-file via OCA.] Working in the US A/L (Airlock) on the BSA (Battery Stowage Assembly), Sunita Williams terminated the charge/discharge cycle on EVA-31 batteries and stowed one REBA (Rechargeable EVA Battery) and 2 HL (Helmet Light) batteries in a bag for the spacewalk. with Sunita taking historical photography, FE-3 Acaba set up the camcorder for recording his subsequent BCAT-C1 (Binary Colloidal Alloy Test C1) activities, then conducted sample homogenization and several runs for SFU and NYU experimenters. [Major differences to other BCATs are specific flash angle, increased lens-to-SGM distance, and the freedom to use the focus adjustment ring.] after setting up the DOUG (Dynamic Onboard Ubiquitous Graphics) application on SSCs (Station Support Computers) 16 & 11, transferring the laptops from Lab/Node-2 to the JPM (JEM Pressurized Module), leaving the Lab camera connected to the AVIU (Advanced Video Interface Unit) and converting SSC15 to wired operation for best streaming video performance, Aki Hoshide & Joe Acaba used the Japanese RMS MA (Robotic Manipulator system Main Arm) to grapple the HTV-EP (H-II Transfer Vehicle Exposed Pallet) from the SSRMS and then transfer it from the handover position to the EFU10 (Exposed Facility Unit 10 of the external EF, installing it via its capture latches. the video was downlinked via MPC (Multi-Protocol Converter). [RMS was then deactivated and the equipment closed out. EP was handed over from SSRMS to JEMRMS overnight by ground commanding.] Later, Hoshide started his first JAXA BLR48 (Biological Rhythms 48/BIORHYTHMS) experiment, with an Actiwatch with BLR48 software and the medical laptop. [First, Aki uses Holter 1 for data recording, then swapping it within 24 hrs (and 10 min after power-up) with Holter 2.] Williams conducted her 2nd session with the RFx (Reversible Figures) experiment payload in COL (Columbus Orbital Laboratory), first adjusting the VCA1 (Video Cameras Assembly 1) for coverage, then connecting the RFx hardware to the ESA MPLT (Multipurpose Payload Laptop), followed by performance of the science protocol in free-floating position. Session data were then copied to PCMCIA memory card, and the hardware stowed. [RFx is an ESA experiment designed to investigate the adaptive nature of the human neuro-vestibular system in the processing of gravitational information related to 3D visual perception. the Reversible Figures investigation involves comparisons of pre-flight, in-flight, and post-flight perceptions with regards to ambiguous perspective-reversible figures to assess the influence of micro-G. the question is whether the perception of ambiguous perspective-reversible figures (figures that can normally be seen in 1g to change in perspective or orientation in two different ways) is affected by micro-G. a comparison of the perceived reversals during visualization of the figures in crewmembers occurs before, during and after long-term exposure to microgravity. it is expected that measurable, perceptual differences can expand our understanding of human cognitive-perception dynamics by examining the differences that exist between the micro-G environment of the ISS and that of the Earth's surface. the hypothesis that the perceived reversal of 2D figures is not affected in micro-G is to be verified by determining for all phases of the spaceflight: (1) the time for first reversal and the number of perceived reversals of 3D and 2D reversible figures in a given time frame; and (2) the probability for seeing each view/reversal within a figure.] in preparation for tomorrow’s scheduled FSL VMU (Fluid Science Laboratory Video Management Unit) maintenance of installing EMI (Electro-Magnetic Interference) filters, FE-5 had ~15 min for gathering the necessary equipment & tools. Suni also performed ~3.5 hrs of IFM (In-Flight Maintenance) on the WRS-2 (Water Recovery system 2) Rack’s Recycle Tank in Node-3, first retrieving required gear from stowage, then using the RFTA (Recycle Filter Tank Assembly) modification kit to modify WRS-2 to accept the RFTA and associated filters, followed by installation of the Recycle Tank, filters and depress hose for nominal UPA (Urine Processor Assembly) processing. Sergei Revin removed an old-style SD1-5 lighting fixture in the SM and replaced it with a new-generation SSD 301 unit, then moved on to the MRM1 Rassvet module to swap 4 SD1-7 light units with new SD1-7 fixtures (on panels 301, 303, 308 & 310). afterwards, FE-2 completed the routine daily servicing of the SOZh system (Environment Control & Life Support system, ECLSS) in the SM. [Regular daily SOZh maintenance consists, among else, of checking the ASU toilet facilities, replacement of the KTO & KBO solid waste containers, replacement of EDV-SV waste water and EDV-U urine containers and filling EDV-SV, KOV (for Elektron), EDV-ZV & EDV on RP flow regulator.] Revin also took care of the daily IMS maintenance, updating/editing its standard “delta file” including stowage locations, for the regular weekly automated export/import to its three databases on the ground (Houston, Moscow, Baikonur). Joe reviewed procedural material on tomorrow’s major IFM at the CIR (Combustion Integrated Rack) where he needs to replace the Needle 2 and Igniter Tips in the MDCA CIA (Multi-User Droplet Combustion Apparatus Chamber Insert Assembly). [Following these replacements, the ground can resume MDCA FLEX-2 Quiescent & Convective Flow test points.] FE-6 Hoshide reviewed tomorrow’s planned EPO (Education Payload Operations) demo of Spatial Orientation, studying procedures, gathering materials and preparing for the demo. Padalka & Malenchenko spent several hours transferring cargo from Progress 48P to the ISS, tracking moves for the IMS database. Shortly before sleeptime, Aki begins his first experiment with the onboard DK (Diagnostic Kit), to continue for 2 straight days with brainwave measurements. [Starting tonight with the first (of 2) EEG (Electroencephalograph) recordings of brainwaves overnight during sleep, a second EEG overnight session will follow tomorrow. Purpose of these activities is to perform diagnostic measurements with medical equipment in order to evaluate the equipment for development of a future diagnostic system on board. DK includes: Medical laptop, USB Camera, Pulse Oximeter, Stethoscope, Sleep Monitor and Digital Walk Holter/Electrocardiograph and Electroencephalograph (for brain waves).] Suni had a time slot/placeholder reserved for making entries in her electronic Journal on the personal SSC (Station Support Computer). [Required are three journaling sessions per week.] Before Presleep, FE-3 Acaba turns on the MPC (Multi-Protocol Converter) and start the Ku-band data flow of video recorded during the day to the ground, with POIC (Payload Operations & Integration Center) routing the onboard HRDL (High-Rate Data Link). after about an hour, Joe turns MPC routing off again. [This is a routine operation which regularly transmits HD onboard video (live or tape playback) to the ground on a daily basis before sleeptime.] the crew worked out on the CEVIS cycle ergometer with vibration isolation (FE-5), TVIS treadmill with vibration isolation & stabilization (CDR, FE-2, FE-4), ARED advanced resistive exerciser (CDR, FE-2, FE-3, FE-5, FE-6), T2/COLBERT advanced treadmill (FE-5, FE-6), and VELO ergometer bike with load trainer (FE-2, FE-4). after his workout on the T2 machine, Joe closed down the treadmill software on its laptop for data transfer, then turned off the T2 display. [After the display shutdown, the T2 rack is power cycled (turned off/on) from the ground, and T2 is then ready for use. these power cycles allow for the T2 data to be transferred to the Server for downlink.] Tasks listed for Revin, Malenchenko & Padalka on the Russian discretionary “time permitting” job for today were – a ~30-min. session for Russia’s EKON Environmental Safety Agency, making observations and taking KPT-3 aerial photography of environmental conditions on Earth using the NIKON D3X camera with the RSK-1 laptop, and more preparation & downlinking of reportages (written text, photos, videos) for the Roskosmos website to promote Russia’s manned space program (max. file size 500 Mb). no CEO (Crew Earth Observation) targets uplinked for today. ISS Orbit (as of this morning, 6:56am EDT [= epoch]) mean altitude – 402.2 km Apogee height – 403.0 km Perigee height – 401.3 km Period — 92.60 min. Inclination (to Equator) — 51.64 deg Eccentricity — 0.0001286 Solar Beta Angle — 65.5 deg (magnitude increasing) Orbits per 24-hr. day — 15.55 mean altitude loss in the last 24 hours — 59 m Revolutions since FGB/Zarya launch (Nov. 98) – 78,583 Time in orbit (station) — 5008 days Time in orbit (crews, cum.) — 4295 days. Significant Events ahead (all dates Eastern Time and subject to change): ————–Six-crew operations—————- 08/16/12 — Russian EVA-31 08/30/12 — US EVA-18 09/06/12 — HTV3 undocking 09/08/12 — HTV3 reentry 09/17/12 — Soyuz TMA-04M/30S undock/landing (End of Increment 32) ————–Three-crew operations————- 09/25/12 — ATV3 undocking 10/15/12 — Soyuz TMA-06M/32S launch – K.Ford (CDR-34)/O.Novitsky/E.Tarelkin 10/17/12 — Soyuz TMA-06M/32S docking ————–Six-crew operations————- 11/01/12 — Progress M-17M/49P launch 11/03/12 — Progress M-17M/49P docking 11/12/12 — Soyuz TMA-05M/31S undock/landing (End of Increment 33) ————–Three-crew operations————- 12/05/12 — Soyuz TMA-07M/33S launch – C.Hadfield (CDR-35)/T.Mashburn/R.Romanenko 12/07/12 — Soyuz TMA-07M/33S docking ————–Six-crew operations————- 12/26/12 — Progress M-18M/50P launch 12/28/12 — Progress M-18M/50P docking 03/19/13 — Soyuz TMA-06M/32S undock/landing (End of Increment 34) ————–Three-crew operations————- 04/02/13 — Soyuz TMA-08M/34S launch – P.Vinogradov (CDR-36)/C.Cassidy/A.Misurkin 04/04/13 — Soyuz TMA-08M/34S docking ————–Six-crew operations————- 05/16/13 — Soyuz TMA-07M/33S undock/landing (End of Increment 35) ————–Three-crew operations————- 05/29/13 — Soyuz TMA-09M/35S launch – M.Suraev (CDR-37)/K.Nyberg/L.Parmitano 05/31/13 — Soyuz TMA-09M/35S docking ————–Six-crew operations————- 09/xx/13 — Soyuz TMA-08M/34S undock/landing (End of Increment 36) ————–Three-crew operations————- 09/xx/13 — Soyuz TMA-10M/36S launch – M.Hopkins/TBD (CDR-38)/TBD 09/xx/13 — Soyuz TMA-10M/36S docking ————–Six-crew operations————- 11/xx/13 — Soyuz TMA-09M/35S undock/landing (End of Increment 37) ————–Three-crew operations————- 11/xx/13 — Soyuz TMA-11M/37S launch – K.Wakata (CDR-39)/R.Mastracchio/TBD 11/xx/13 — Soyuz TMA-11M/37S docking ————–Six-crew operations————- 03/xx/14 — Soyuz TMA-10M/36S undock/landing (End of Increment 38) ————–Three-crew operations————-
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Standby power prevents utility outages from leaving a building, or certain equipment within a building, without electricity. Systems that provide emergency power usually rely on two technologies: standby generators and uninterruptible power supplies (UPS). some standby power systems use generators and UPS devices synergistically. the latter ensures that electricity is uninterrupted as the former comes online, and then provides extended support. there are also times when only one source is used. for companies that can choose one technology or the other, below are advantages and disadvantages for each one.
Depending on a company’s building space and electrical needs, a generator could have the following advantages and disadvantages, among others:
Advantage: Economical for Large Buildings
Unlike UPS devices, commercial generators run on fuel and not batteries. for large buildings that need complete support, this can make them less expensive than devices whose batteries provide equivalent support. Large, high-powered UPS devices do exist, but their price makes them impractical for most companies.
Advantage: Prolonged Support
Because they run on fuel, generators have the potential to sustain a facility for days, whereas battery powered devices are usually exhausted within hours, if not sooner. a diesel generator (especially when equipped with a Bi-Fuel system) or a natural gas generator is the best choice for buildings that require extended support.
Disadvantage: Uneconomical for Certain Companies
If a company only needs time to shut down sensitive equipment instead of extended support, installing one or more UPS devices could be less expensive than buying a generator and paying for fuel, fuel delivery, and additional breaker testing. If your building doesn’t require extended support during outages, investing in a generator could be a pointless expense.
Uninterruptible Power Supplies
Depending on a company’s building space and electrical needs, a UPS device could have the following advantages and disadvantages, among others:
Advantage: Ideal for Small Spaces
For companies that have an office in a high rise, operating a generator is often impossible. As an alternative, they use one or more battery devices to backup their computers. If a company requires extended support in a high rise situation, identifying a high rise that contains a powerful, well-maintained generator should be a priority.
Advantage: Guarantee Uninterruptible Electricity
Although generators that feature automatic make before break switches ensure that electricity remains continuous, there can still be milliseconds between the end of utility feed and the beginning of generator feed. UPS devices eliminate this infinitesimal gap by instantly supplying battery feed when utility feed deteriorates or stops abruptly.
Disadvantage: Limited Support
If a company needs extended support, relying on battery devices can be extremely risky, especially when critical services such as data retention, health monitoring, and emergency response are at stake. more often than not, buildings that need extended support use UPS devices to ensure that electricity remains uninterrupted while a generator comes online.
For more information on which standby power source is right for your building, or to have its present source repaired, retrofitted, tested, or serviced, contact a provider of commercial electrical solutions.
ScienceDaily (July 12, 2012) — Heat can damage the batteries of electric vehicles — even just driving fast on the freeway in summer temperatures can overheat the battery. an innovative new coolant conducts heat away from the battery three times more effectively than water, keeping the battery temperature within an acceptable range even in extreme driving situations.
Batteries provide the "fuel" that drives electric cars — in effect, the vehicles’ lifeblood. If batteries are to have a long service life, overheating must be avoided. a battery’s "comfort zone" lies between 20°C and 35°C. but even a Sunday drive in the midday heat of summer can push a battery’s temperature well beyond that range.
The damage caused can be serious: operating a battery at a temperature of 45°C instead of 35°C halves its service life. and batteries are expensive — a new one can cost as much as half the price of the entire vehicle. that is why it is so important to keep them cool. Thus far, conventional cooling systems have not reached their full potential: either the batteries are not cooled at all — which is the case with ones that are simply exchanged for a fully charged battery at the "service station" — or they are air cooled. but air can absorb only very little heat and is also a poor conductor of it. What’s more, air cooling requires big spaces between the battery’s cells to allow sufficient fresh air to circulate between them. Water-cooling systems are still in their infancy. though their thermal capacity exceeds that of air-cooling systems and they are better at conducting away heat, their downside is the limited supply of water in the system compared with the essentially limitless amount of air that can flow through a battery.
More space under the hood
In future, another option will be available for keeping batteries cool — a coolant by the name of CryoSolplus. It is a dispersion that mixes water and paraffin along with stabilizing tensides and a dash of the anti-freeze agent glycol. The advantage is that CryoSolplus can absorb three times as much heat as water, and functions better as a buffer in extreme situations such as trips on the freeway at the height of summer. This means that the holding tank for the coolant can be much smaller than those of watercooling systems — saving both weight and space under the hood. In addition, CryoSolplus is good at conducting away heat, moving it very quickly from the battery cells into the coolant. with additional costs of just 50 to 100 euros, the new cooling system is only marginally more expensive than water cooling. The coolant was developed by researchers at the Fraunhofer Institute for Environmental, Safety and Energy Technology UMSICHT in Oberhausen.
As CryoSolplus absorbs heat, the solid paraffin droplets within it melt, storing the heat in the process. when the solution cools, the droplets revert to their solid form. Scientists call such substances phase change materials or PCMs. "The main problem we had to overcome during development was to make the dispersion stable," explains Dipl.-Ing. Tobias Kappels, a scientist at UMSICHT. The individual solid droplets of paraffin had to be prevented from agglomerating or — as they are lighter than water — collecting on the surface of the dispersion. they need to be evenly distributed throughout the water. Tensides serve to stabilize the dispersion, depositing themselves on the paraffin droplets and forming a type of protective coating. "To find out which tensides are best suited to this purpose, we examined the dispersion in three different stress situations: How long can it be stored without deteriorating? How well does it withstand mechanical stresses such as being pumped through pipes? and how stable is it when exposed to thermal stresses, for instance when the paraffin particles freeze and then thaw again?" says Kappels. other properties of the dispersion that the researchers are optimizing include its heat capacity, its ability to transfer heat and its flow capability. The scientists’ next task will be to carry out field tests, trying out the coolant in an experimental vehicle.
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The above story is reprinted from materials provided by Fraunhofer-Gesellschaft.
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Charging new Drill batteries can be frustrating. most people have been told that they should charge their new battery before using it. some of you already know that trying to charge the battery first does not always work. Depending on how long the battery has been sitting on the shelf is directly related to how much energy is left in the battery pack. Batteries are not shipped fully charged, but they do get an initial charge from the factory to energize the cells and test the integrity of the pack. if you receive a new or recently built battery pack, your charger may not recognize that the battery needs to be charged.
Some chargers, sample the voltage of a battery pack to determine weather or not the pack needs charging and if it see the voltage where it should be like in the case of a freshly manufactured battery pack, it will not start to charge. the charger believes the battery is already at full charge and does nothing or it may light up momentarily and the stop. what is needed is to put the pack into the drill and run it down a little and then try putting it back into the charger. if the charger still will not charge the battery, then you may have a defective charger, but try this first.
Also,the main reason that Drill batteries go bad is they’re run down too low before recharging. This will not be the case with a brand new battery. Brand new batteries, right out of the box can be used until you experience a slowing of the drill at which time you should place it on the charger. if you run a battery down continuously over a prolonged period of time , your can cause a polarity reversal in some cells, which is why they fail to recharge to their operating voltage over time.
If your generator isn’t exercising as it should, you may have a dead battery. before you toss it out, check to see if it can be recharged. there are different types of charges. The most common are a manual charger, trickle, and a pulse charger – just to name a few. and there are different types of batteries and they can affect the charge outcome.
Different Types of Batteries
According to Wikipedia, A battery charger is a device used to put energy into a secondary cell or rechargeable battery by forcing an electric current through it. Whether a battery takes a charge depends upon the size and the type of battery being charged. there are 3 main types:
- Lead acid
- Nickel-based NiCd
- Air glass mat
Different Types of Chargers
Many people use an automatic charger. When you try to charge up a battery and you are using a digital charger, will it work? A digital instrument will tell you if the battery falls below the 80%. Many people say it can’t be recharged if it falls that low but it is not necessarily true. some batteries can be rejuvenated and just need a charge to start, depending upon the age of the battery.
One customer had a problem with a generator. his battery charger indicated it was dead. He was using an automatic charger but you can have problems with an automatic charger too, if you battery falls below 80%. A battery has to have a certain amount of charge for it to start charging.
You need to understand how to check batteries. Auto parts stores will tell you that your battery doesn’t have enough voltage so they can’t charge it. What I recommend is to keep putting low voltage back in to your battery and see if it will come back up. A trickle charger may not bring it up at all because a trickle charger needs a certain amount of voltage for it to recharge. Sometimes you have to have a manual charger in place of an automatic because an automatic has to have voltage to start it.
Problems With Battery Chargers
Charger might tell you that your battery is dead when it still could be a good battery and be fully charged. Chargers can be deceiving. Problems can occur when trying to charge you battery.
- Chargers go bad.
- Battery dropped below their 80% level.
- Dead cell
If it’s a newer battery, it may come back up if it didn’t kill a cell. A hydrometer is a tool that will test for a dead cell by checking the electrolytes. With sealed batteries, you can’t open them to tell. if your automatic charger says it’s dead, then try and put a little charge back in to it, manually and slowly. but be careful you don’t know the condition of the battery. It’s dangerous. you could blow a battery apart.
Batteries can get complicated. Automatic chargers may not recharge your battery. you may need to use a manual charger to bring up your battery. another opting is to bring it to an auto parts dealer and have them charge it for you. They use sophisticated equipment.
Some people are wasting money and filling up the garbage dumps with batteries because they are incorrectly charging them. Don’t waste money. Make sure your batteries are completely dead before replacing them.
Notebook computers. At this point in the 21st century, they have become an indispensable part of many people’s everyday lives. From the commuting business executive and the busy college student, we all want to be mobile with our computers. The big drawback of that is the fact that there is not always a plug around when you need one. A notebook computer’s battery is its life-blood. Without proper care, your notebook battery could fail much earlier than anticipated. By following a few simple steps, you can expect to get the greatest amount of usage possible out of your notebook battery before a replacement is needed.
1. upon purchase, charge the battery to full capacity. Whether you have purchased a new computer have purchased a new battery for your laptop, charging it fully as soon as you open the box is the best recommendation. this allows the battery to reach a full capacity before you begin to use it unplugged. most batteries come with a partial charge, enough to get you going if you absolutely had to. Giving that battery a full charge when it is brand new will help set the charge capacity for the battery at its highest possible level.
2. Once you reach a full charge, leave the computer plugged in for at least 2 hours. this action lets the battery rest at a full charge for a fairly lengthy period of time. At this point, the battery is not drawing power from your wall socket to charge, and it is also not supplying any power to your system. Letting your battery rest for a time after a full charge helps to lock-in that full charge capacity.
3. Unplug the computer and drain the battery. it might sound silly, but now that you have gotten that battery to a full charge, you need to drain the power almost completely. again, this will help determine the charge capacity of the battery. Leave your computer unplugged and use it until you get a warning telling you that the battery is almost completely discharge. then save whatever you are working on and power the computer down. Plug back into the wall socket for a fresh charge. then use the computer at your leisure.
If you follow these steps about once a month, your notebook battery should last a nice long while. Not to say that you will never have to replace it, but at least it will be a long time before you need to.
Today, technology has enabled us to be able to do things almost automatically, instantly, by ourselves. Same thing happens with batteries too with a very little knowledge, it is extremely easy to recondition a battery, any battery, and more specifically, an auto battery reconditioning is a piece of cake.
Following a well written guide, just anyone can teach themselves auto battery reconditioning. If you just search the internet, you will discover guides that at around 40-50 dollars can show you how. you download them instantly and if you want you print them for easier reading (I know that I do this)
People just don’t know, as it is not publicly aware, that the concepts covered are elementary and the equipment needed costs well under $200 if you want to take things to a more professional level, and of course, even less for home use and on one’s own vehicle.
The great thing about the guide, is that a few reconditions (normally a four to five, you CAN take things to a professional level.
To explain a little further, as a battery is used through time and has been recharged again and again, it gradually loses its capacity, which, (this capacity) then needs to be restored. you can take advantage of this little known secret, by using quick testing techniques and fast rejuvenation that are described in the guide.
To tell you the truth, it is very easy to make money by repairing batteries. First of all you get the materials for free – mechanics and garages, friends and other people, instead of dumping them, they GIVE them to you, at no cost. Then you can work from home, and even start an online business at eBay, Amazon or maybe your own site, shipping auto batteries and other batteries nationally and internationally. It can be part time or full time.
As said before, that is easy, and I’ m not not talking hype here – with a recommended guide, an e-book, downloadable from the internet, that explains everything and with support from a recognized author and certified technician.
"It doesn't have the charge-discharge cycling stability that we would like," Professor Dai said. "Right now it decays by about 20 percent over 800 cycles. That's about the same as a lithium-ion battery. but our battery is really fast, so we'd be using it more often. Ideally, we don't want it to decay at all."who said that you can’t teach an old dog new tricks? Scientists at Stanford University have done just that by using 21st century wonder material graphene, to enhance the utility of Thomas Edison’s 100 year old invention, the nickel-iron battery. while the researchers still have a few longevity issues to overcome, I suspect that we will be generating a lot more graphene interest in a whole lot more older technology. We will be hearing a lot more about these new nickel-iron-graphene batteries this decade I suspect, especially in the area of electric vehicles. You have to wonder what great advances Thomas Alva Edison himself would have made, if he’d only know about some of the properties of graphene.“Anything that won't sell, I don't want to invent. Its sale is proof of utility, and utility is success.”Thomas Alva Edison.Stanford University Scientists Breath new Life into The Nickel-Iron BatteryJune 26, 2012To demonstrate the reliability of the Edison nickel-iron battery, drivers rode a battery-powered Bailey in a 1,000-mile endurance run in 1910. Stanford University scientists have breathed new life into the nickel-iron battery, a rechargeable technology developed by Thomas Edison more than a century ago.Designed in the early 1900s to power electric vehicles, the Edison battery largely went out of favor in the mid-1970s. Today only a handful of companies manufacture nickel-iron batteries, primarily to store surplus electricity from solar panels and wind turbines.—– Now, Dai and his colleagues have dramatically improved the performance of this century-old technology. The Stanford team has created an ultrafast nickel-iron battery that can be fully charged in about 2 minutes and discharged in less than 30 seconds. —-Graduate student Hailiang Wang, lead author of the study, said the team managed to increase the charging and discharging rate by nearly 1,000 times.“We’ve made it really fast,” Wang said.The high-performance, low-cost battery could someday be used to help power electric vehicles, much as Edison originally intended, Dai said.MoreAn ultrafast nickel–iron battery from strongly coupled inorganic nanoparticle/nanocarbon hybrid materialsUltrafast rechargeable batteries made from low-cost and abundant electrode materials operating in safe aqueous electrolytes could be attractive for electrochemical energy storage. If both high specific power and energy are achieved, such batteries would be useful for power quality applications such as to assist propelling electric vehicles that require fast acceleration and intense braking. here we develop a new type of Ni–Fe battery by employing novel inorganic nanoparticle/graphitic nanocarbon (carbon nanotubes and graphene) hybrid materials as electrode materials. We successfully increase the charging and discharging rates by nearly 1,000-fold over traditional Ni–Fe batteries while attaining high energy density.Link
Date: 2012.06.20 | Category: Automotive | Tags: Automotive
TIANJIN, China, June 6, 2012 /PRNewswire via COMTEX/ –Johnson Controls, inc., the world’s leading supplier of automotive batteries, today participated in a signing ceremony in Tianjin, China to announce a planned $200 million automotive battery plant, pending final approval. The state-of-the-art facility will supply automakers and the aftermarket in China with high quality maintenance-free lead-acid starter batteries and advanced batteries for Start-Stop vehicles.
“This plant demonstrates our long-term commitment to the rapidly growing automotive industry in China,” said Alex Molinaroli, president, Johnson Controls Power Solutions. “We are forecasting 25 million in annual new car sales in China by 2015. This plant is a further indication of the strategic importance of this market for Johnson Controls.”
Johnson Controls Chairman and Chief Executive Officer Steve Roell attended the ceremony along with local government official Deputy Secretary-General of the CPC Tianjin Municipal Committee he Lifeng and Vice President and General Manager for Johnson Controls Power Solutions Asia Shu Yang.
“We are now striving to develop new energy and green industries to realize the commitment to sustainability via energy saving and emission reduction,” said Lifeng. “Johnson Controls is a global leader in the fields of auto parts and building efficiency. It has diversified technologies and enjoys a high market share. This project will be a great platform to leverage Johnson Controls’ leading technologies and expand its investment in China. We will try the best to provide a more investment-friendly environment to fully support the development of companies in Binhai new Area. This is a win-win situation to both of us.”
Johnson Controls plans to grow to 30 million in annual battery capacity in China by 2017. The company recently launched production at its Changxing facility and its Chongqing plant is scheduled to launch later this year. The company also has an automotive battery plant in Shanghai that was part of an acquisition in 2005.
“The city of Tianjin offers excellent leadership in industry and economic development that will help us to achieve our long-term investment plan for growth in the China market,” said Yang. “with the in-depth and highly collaborative support from local governments, we have built our plants in Changxing and Chongqing, and we look forward to establishing our footprint in the North here in Tianjin.”
Tianjin is the largest coastal city in the North and is considered the economic center of the region. its population is approaching 13 million, with a growth rate of 17.4 percent and a GDP of US$174.6 billion in 2011, pushing the growth rate to 16.5 percent. Located on the East Coast of Tianjin and center of Circum-Bohai-Sea Region, Tianjin Binhai new Area has a planning area of 2,270 square kilometers and a population of 2.48 million. As part of China’s strategic development plan, Tianjin Binhai new Area has become another engine for regional economic growth after Shenzhen Special Economic Zone and Pudong new Area.
Construction for the Tianjin plant will begin between 2012 and the first half of 2013 with production expected to start in late 2014. The Tianjin Plant will produce more than 6 million batteries annually at full capacity.
About Johnson Controls
Johnson Controls is a global diversified technology and industrial leader serving customers in more than 150 countries. Our 162,000 employees create quality products, services and solutions to optimize energy and operational efficiencies of buildings; lead-acid automotive batteries and advanced batteries for hybrid and electric vehicles; and interior systems for automobiles. Our commitment to sustainability dates back to our roots in 1885, with the invention of the first electric room thermostat. Through our growth strategies and by increasing market share we are committed to delivering value to shareholders and making our customers successful. for additional information, please visitjohnsoncontrols.com .
About Johnson Controls Power Solutions
Johnson Controls Power Solutions is the global leader in lead-acid automotive batteries and advanced batteries for Start-Stop, hybrid and electric vehicles. Our 50 manufacturing, recycling and distribution centers supply more than one-third of the world’s lead-acid batteries to major automakers and aftermarket retailers. Through our innovations we are building the advanced battery industry for hybrid and electric vehicles. We were the first company in the world to produce lithium-ion batteries for mass-production hybrid vehicles. Our commitment to sustainability is evidenced by our world-class technology, manufacturing and recycling capabilities.
CONTACT: Dan Yu +86-136-11695625 Dan.a. Rebecca Fitzgerald +1-414-524-2945
SOURCE Johnson Controls
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