280V motor on 230V circuit

[Claude Hopper (11) 5. ?]

captainvideo462002@yahoo.com wrote:

I use Internet Explorer as my web access for my business. We are in
sales and we all work on commisions here based on the leads we
generate. So privacy is very important. Computer access is shared
among employees. My search procedure is that I usually just go to
google or dogpile and type in the word of the site I'm looking for and
when I'm shown a list I click on it and it takes me there. There is
never a record of the visit stored on Google so I always felt that
this is a secure way to search. However, I just noticed that most
computers keeps a running memory of which sites have been visited in
the address bar. I noticed this quite by accident when attempting to
type an address in the address bar and as soon as I typed so much as
www, a list of things came up. Further, if I type www.s for instance
every site beginning with s that has been visited comes up. I've gone
into Internet options and deleted cookies and offline content. The
addresses remained until I cleared history. However that clears
everything else as well. What I am asking is this. If I go to a
computer that has an existing history on it and I visit a site, can I
make it so that there is no record of my visit yet retain all the
existing sites in the computer's history? This is very important to
me as the security of my job may depend on it. Thanks, John.

If you had two separate browser installations you could use one for
logging and the other set for delete all cookies and history on exit.
You could add Firefox, Opera or Seamonkey browsers and set them to
delete everything on exit.

--
Claude Hopper

? ? Ľ

 

[Thomas Tornblom]

"Michael A. Terrell" <mike.terrell@earthlink.net> writes:

Thomas Tornblom wrote:

"Michael A. Terrell" <mike.terrell@earthlink.net> writes:

maarten@panic.xx.tudelft.nl wrote:

In sci.electronics.repair jakdedert <jakdedert@bellsouth.net> wrote:
I'm a little confused about a 230 volt circuit. In what part of the
world does the utility supply 230v?

Continental Europe used to have 220 volts (before that it was 127 volts in
some places), the UK used to have 240 volts. Nowadays, the common voltage
is 230 volts -10% +6%.


In other words, nothing has changed. They just wrote sloppier specs.

It has changed, the voltage is now close to 230V, at least in Sweden.

I guess the sloppiness was specified to allow a gradual switch from
220/240 to 230 and still be within spec.

Do the math. The specifications allow continued use of the old
standard n each country.

If you read my comment you will see that I agree that the new spec
covers the old voltages. I do not agree with your statement that
"nothing has changed". We had 220V before and we now have 230V, so the
actual voltage has definitely changed.

 

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[daestrom]

"Don Kelly" <dhky@shaw.ca> wrote in message
news:%K9Wj.264923$pM4.64562@pd7urf1no...

----------------------------
"daestrom" <daestrom@NO_SPAM_HEREtwcny.rr.com> wrote in message
news:4828b193$0$7075$4c368faf@roadrunner.com...

phil-news-nospam@ipal.net> wrote in message
news:g0a7ts1t0c@news5.newsguy.com...
In alt.engineering.electrical Michael Moroney
moroney@world.std.spaamtrap.com> wrote:

| Are the load tap generators configured make-before-break?
| Break-before-make would mean a (very short) power outage every
activation
| but make-before-break would mean a momentarily short-circuited winding
and
| the break would involve interrupting a large short circuit current.

I wonder how much regulation could be managed through the use of
variable
leakage inductance in the transformer windings.


I suppose you could, but increasing leakage inductance means you're
increasing losses aren't you? Just a percent or two on a unit rated for
250 MVA can be too much to tolerate.

daestrom
-------------
I don't see changing leakage inductance having much effect on losses ( a
great effect on voltage regulation -likely all to the bad) but the problem
is one of changing leakage inductance.
Does this mean changing a gap in the core? Does it mean moving one winding
with respect to another? In any case it does mean some fiddling with the
core or winding.
This has been done for series lighting circuits where the load current was
kept constant by using a transformer which balanced the forces between
coils against a fixed weight. If the current changed the secondary coil
moved so that there was more or less leakage. The units that I have seen
were rather cumbersome.

Yep. Seen those types of units and was about to mention them. One model
had a core that had a space in it much like a D'Arsonval meter movement.
The space was filled with a 'bobbin' that when cross-ways left two large
air-gaps and when aligned would neatly bring the gap between the two sides
of the core. A weight and lever would turn the 'bobbin' into/outof the core
to control the current.

Problem with those is, if you get a loose connection or arc, the unit will
just keep pumping power to the system no matter what.

daestrom

 

[James Sweet]

Yep. Seen those types of units and was about to mention them. One
model had a core that had a space in it much like a D'Arsonval meter
movement. The space was filled with a 'bobbin' that when cross-ways left
two large air-gaps and when aligned would neatly bring the gap between
the two sides of the core. A weight and lever would turn the 'bobbin'
into/outof the core to control the current.

Problem with those is, if you get a loose connection or arc, the unit
will just keep pumping power to the system no matter what.

daestrom

The only place I've seen those used was for regulating current in 6.6A
(usually) series loop streetlighting. Lots of this still left in the Los
Angeles area and a few other pockets but most is gone by now. It was
very common from the 20s up through the 60s though, incandescent at
first, but 6.6A matching transformer "ballasts" are available for HID
lamps as well. Most airfield illumination is still 6.6A series, I
suspect the modern control gear is solid state.

Westinghouse had a design where the secondary was on a linear mechanism
with a counterweight and would float above the primary. Current was
adjusted by moving the counterweight.

 

[ctops.legal]

On May 13, 6:58 pm, "Michael A. Terrell" <mike.terr...@earthlink.net>
wrote:

"ctops.legal" wrote:

Yea I know all that I am trying to find the hardware that make the USB
x USB work, see-
http://www.usb-ware.com/usb-2-usb-data-link-file-transfer-cable-uc250...

There about $35.00 right down the street I want to make my own, there
must be a do it yourself site or blog somewhere, an ethernet
connection would require 2 complicated drivers and compatibility
issues with Vista units and older systems, plus it's my hobby, thanks
guys.
                                                         ctops.legal

   Then go to the OEM websites and find out who makes the chipset, then
spend a couple thousand dollars for the development kit, and pay the
license fees.  USB isn't a simple cable interface, and USB 2.0 is even
harder to get working.

   start here, but you'll spend a lot more than if you just bought the
interface already built. <http://www.lvr.com/usbc.htm

--http://improve-usenet.org/index.html

Use any search engine other than Google till they stop polluting USENET
with porn and junk commercial SPAM

If you have broadband, your ISP may have a NNTP news server included in
your account:http://www.usenettools.net/ISP.htm

Hey I will just buy the interface cable and go into the interface
hardware that's the easy way, all the reading don't get to the problem
ALWAYS find a simple way, I guess the caveman had to break a s**tload
of rocks before he found one that would roll, thanks guys.


ctops.legal

 

[Art]

<str00ntz@aol.com> wrote in message
news:f85101ec-488a-4968-83e0-4e71ce06f9ce@b64g2000hsa.googlegroups.com...

On May 13, 4:11 pm, eganders <egand...@yahoo.com> wrote:

Does anyone know where the receiver unit is on the chassis? What does
it look like. I have been all over that chassis, but I don't even see
any discussion about the IR receiver in the service manual.

It's inside the TV, mounted to the top of the light box, and aims at
the mirror. The entire screen of the TV essentially becomes the IR
(window) of the TV.

Depending on the model, it may be accessed through the back or may require
removal of the screen assembly. Suggest obtaining a service manual for your
specific product to facilitate your search.

 

[daestrom]

"Tzortzakakis Dimitrios" <noone@nospam.void> wrote in message
news:g0f3n6$bpg$1@mouse.otenet.gr...

? "daestrom" <daestrom@NO_SPAM_HEREtwcny.rr.com> ?????? ??? ??????
news:4829fd51$0$30162$4c368faf@roadrunner.com...

snip
Nice thing about the newer solid-state control systems (AC-Generator/
DC-Traction) is the ability to control wheel-slip. In the old days it
took a skilled engineer (the train-driving kind) to get maximum power
without slipping a lot (and wasting a lot of sand). Now modern units
have speed sensors on each individual wheel set and control the power
flow to individual traction motors. As soon as a wheel set starts to
slip it can redirect power flow to other traction motors to prevent the
slipping set from 'polishing the rail'. This prolongs life of the wheels
and rail and actually improves the maximum tractive effort a locomotive
can deliver. And when hauling 100+ cars of coal in a unit train up grade,
tractive effort is what keeps you moving.

I have no idea about train driving, but in Germany I got a local train
from a small city to Mannheim, and the Lokfuehrer (train driver) was
driving it like a race car... He accelerated fully to 130 km/h, and when
he was close to the next stop, he braked fully, too. It had one E-Lok, and
two cars. Also, the ICE starts like a race car. It's longer than 500 m, 12
cars, and I think it accelerates to 100 km/h in 10 seconds.

There is little doubt that electric trains are faster than other types as
far as acceleration and overall speed.

<snip>

Some diesel-electric unitl have six axles and six traction motors. The
trade-off is between how much power you can get to the traction motors
and how much weight you can keep on the wheels to keep them from
slipping. Sand is okay for starting and some special situations, but you
can't carry enough to use it for an entire run. But of course too much
weight and you need more axles to protect the rail from damage (depending
on the size of the rail being used).

But isn't a locomotive by itself heavy enough? Like 120 tons and above,
with fuel and all?
(Check at www.wartsila.com some large diesels). In our new power station,
they have installed two 50 MW, 70,000 HP two-stroke diesels. To see how
2-stroke diesels work, look in www.howstuffworks.com..

I'm quite aware of how a 2-stroke works, as the large EMD's (654 series, up
to V-20 cylinder) that have been around for years are exactly that. Also
how the turbo-charger works, the four different lube-oil pumps (scavenging,
piston-cooling, main, and soak-back). Not to mention the fuel injectors,
overspeed trip, high-crankcase pressure shutdown, and air-start systems to
name a few of the various components. And Westinghouse air brakes with
several variations, and the MU (multi-unit) interface used to connect
several locomotives together and allow them all to be 'driven' from one cab.


But the trouble with overall weight is the combination of weight, power and
rail capacity. When you get to larger units, the rail used on a lot of
roads can't handle more than about 50,000 lbm per wheel set. That means
you're limited to about 100 tons for a unit with just 2 axles per truck (4
total). Go up to a 120 ton and you need 3 axles per truck. But a 100 ton,
4-axle unit has 12,500 lbm per axle, while a 120 ton, 6-axle unit has only
10,000 lbm per axle. If the wheel friction coefficients are the same, the
4-axle unit can develop 25% more tractive effort when starting before
slipping wheels.

Of course if the 120 ton, 6-axle unit has more overall horsepower, then even
though it develops less tractive effort at low speeds, it can achieve a
higher speed when loaded to it's rated tractive effort. Below a certain
speed, the maximum you can pull is dictated by wheel slip. Then you're
limited by tractive motor cooling up to a second point. Beyond that, the
overall horsepower becomes the limit. Once you're 'horsepower limited', you
can go faster, but only if you can reduce the amount of tractive effort
needed (i.e. you want to go faster, you have to pull fewer cars or not climb
as steep a grade). This 'hp limited speed' is in the range of just 15 to 20
mph for a lot of 4-axle units, somewhat faster for 6-axle units.

With typical freight trains in the US, they look at the steepest grade on
the road and figure out enough locomotive units and maximum cars to just be
horsepower limited on that grade. So while the train may go faster on less
steep sections or level grade, it'll be at notch 8 (full throttle) and
struggling to make about 15 mph up the steepest part of the route. And
stalled if one of the locomotive units dies.

So more hp means you may be able to pull it faster, but you can't always
pull as much.

Kind of 'weird' until you work out a few problems, but that's how it works.

daestrom

 

Thanks for all the great answers you guys. I was leaning towards the
power supply issue. Another thing I notice is that when I initially
turn the TV on, a relay clicks on (most likely on the PSU), then as
the status LED goes to red, it clicks off. If I turn it on again soon
enough, I can see the backlight flash for a split second.

I've had good luck repairing PSUs with noticeable parts that have gone
bad (ie, electrolytic capacitors that are clearly not feeling well),
so I'll check this one out, too.

I'll check the outputs of the PSU to see if they are within ranges
that are standard (3.3, 5, 12, etc). Hopefully I can find my long T5
torx screwdriver since driver bits are too thick...

 

[Felix Maier]

hello,

I´ve got a broken ASA PVA 2700E power amplifer and looking for the
schematic. The service manuals would also be nice.

thanks
Felix

 

[greshams]

Hi,
I wonder if anyone can help?
I would like to repair an in car display that uses a 36 way printed
connector which connects the display to the main pcb.

Lots of the printed connections are broken and I wonder if anyone
knows of a supplier for these types of connectors?

Many thanks

 

[James Sweet]

Sam Goldwasser wrote:

Dick <lost@nowhere.org> writes:

I have the CT-90, which only goes to 600 Mhz. Uses a different
pre-scaler (11C90.) The schematic probably wouldn't do you much good.
Couldn't find anything about the series on the Ramsey site. You could
always contact them to see if they have something in the archives.
http://www.ramseyelectronics.com/

I have sent them email. No reply so far.

Thanks.

Could always give them a call, much harder to ignore, pain in the butt
though, I hate calling places

 

www.tradertrade.com

 

[Luc]

The USB connector operates the entire HP printer. The software for the
unit is available from www.hp.com


On Fri, 16 May 2008 05:18:44 GMT, propman <prop_m@hotmail.com> wrote:

problems@gmail wrote in news:1210912716.272916@vasbyt.isdsl.net:

In our office they've got this HP Laser Jet 3050 Printer/Copy/Scanner,
but without a manual. Since it's got a USB connector, I guess that's
for the scanner input to a computer.

I once used some HP software for OCR, so I'm guessing that HP
provides software for/with its HP 3050 machine ?

Or am I wasting my time ?

== TIA.




Log on to the following HP support site:

http://www.hp.com/#Support


......do your own search or use the following TinyURL reference to go
directly to the relevent web page concerning your unit:

http://tinyurl.com/5s8rbp

 

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[VWWall]

daestrom wrote:

"krw" <krw@att.bizzzzzzzzzz> wrote in message
news:MPG.2297afa66f89b465989c1a@news.individual.net...
In article <4fa0724480charles@charleshope.demon.co.uk>,
charles@charleshope.demon.co.uk says...
In article <MPG.2297621d47f3215f989c18@news.individual.net>,
krw <krw@att.bizzzzzzzzzz> wrote:
In article <Xns9AA04BA6F2C05WQAHBGMXSZHVspammote@130.39.198.139>,
bz+ser@ch100-5.chem.lsu.edu says...
NameNotImportant <Dont@sk.com> wrote in
news:CfWdnQNR9cg0wbHVnZ2dnUVZ_rTinZ2d@earthlink.com:

lbm?

I'm not sure on your units.

pounds (mass), lbm, as opposed to pounds (force), lbf, or lb.

It is necessary to distinguish between mass and force but they
are > > both
measured in pounds in the english system.

The "English" system uses the "stone" as the measurement of mass.
The pound ('lb') is the unit of *FORCE*.

The 'Stone' is a unit of mass, not "The unit of mass"

It is *the* unit of mass. The pound-mass is a recent abortion.


If you call the past 100 years or so, 'recent'. I myself have
text-books from the '50's that use this 'recent abortion' as you call it.

Considering the separation of force and mass was first worked out
*after* the original 'pound' for weight was in common use, it was
necessary to separate which 'kind' of 'pound' was being talked about.
The one that represents how much *force* is being applied to something,
or the one that describes how much resistance to acceleration something
has.

But for a long time a 'pound' of something was a certain amount of mass
-or- the force applied to a surface by placing that certain amount of
mass on it (such as used in 'dead-weight' testers for pressure
instruments).

In a few obscure bits of engineering, you can even find the term
'kilograms of force' used. Obviously that is the force applied by
placing a kilogram of mass on top of something. You can even find some
pressure gauges calibrated to read 'kg/cm^2'. Proof that you can mess
up things even with the metric system. ;-)

I'm not sure how old the 'stone' is, but I suspect it too was around
before we knew the difference between force and mass. Stone is common
in UK still, but it never caught on in the colonies, even as far back as
colonial days when 'hundredweight' and 'long ton' were in common usage.

Trouble with pound-mass (lbm) and pound-force (lbf) is that to make F=MA
work out, you need to keep another 'conversion factor', the dreaded
g-sub-c (g-sub-c = 32.2 lbm-ft / lbf-s^2), around and figure out when to
throw that into the mix.

An excellent compilation of measurement units, may be found here:

http://www.unc.edu/~rowlett/units/index.html

Note that mass, (kilogram), is the only fundamental unit that is not
defined by a property of nature.

--
Virg Wall, P.E.

 

[VWWall]

krw wrote:

I first heard pound-mass about ten years ago. All through high
school and college the English unit for mass was the stone (as in
the FSF system of measurements).

Is the unit for "Are you getting any lately?", still furlongs per fortnight?

--
Virg Wall

 

I am repairing a TEAC CT M805SR tv from the kerbside...dry joints
fixed but now it looks like the EEPROM is corrupt. Anyone have a dump
of IC104 from this set?
Thanks
Russell

 

[James Sweet]

Dave Plowman (News) wrote:

In article
7ed255a1-27b0-4b66-84e2-cddad5ab96a9@j33g2000pri.googlegroups.com>,
jango2 <crow_slapper@yahoo.co.uk> wrote:
Dave Plowman: "The bios power management
page again showed the CPU overheating - going from ambient to overheat
in
around a minute. But the heatsink was cool to the touch. ;-) "

Franc Zabkar: "There is a thermal diode on the CPU die. The diode
appears on two
pins, THERMDA and THERMDC (anode and cathode?). An external hardware
monitor chip senses the diode voltage and adds calibration factors
(eg
temperature offset) as per the CPU's Thermtrip Status Register.
Furthermore AMD's datasheet states that "if the temperature sensor
has
an ideality factor different from 1.008, a small correction to this
offset is required".

Me: Find the diode and replace it.

Inside the CPU? Good trick if you can do it.

It's part of the same die, it'd be much easier to disable it.

 

[Peale]

Peale <apeale69@hotmail.com> wrote in
news:Xns9AB5917BE59FBapeale69hotmailcom@130.81.64.196:

In my efforts to restore my Stargate, I've noted one on eBay. It
states the size as 24 1/2" x 7 1/2". Since I don't have it here to
measure, I want to make sure this is right before I plunk down cash
for something that won't fit. Is this right, or did someone cut down
an original?

Sorry, sorry! Clicked on the wrong newsgroup window.