Thursday, September 30, 2010
Wednesday, September 29, 2010
Sony HVR-1500 - Professional video cassete recorder/player
Sony HVR-1500 - Professional video cassete recorder/player,Bringing a New Level of Functionality and Robustness to HDV Productions - the HVR-1500A HDV Recorder... The HVR-1500A is an HDV source feeder/ recorder positioned at the top of the Sony HDV Series. Inheriting the design concept of the market-acclaimed DSR-1500A, the HVR-1500A offers the same convenient features that professional users
Monday, September 27, 2010
Toshiba MET400-PK Gigabeat 4 GB Portable Media Player (Pink)
Toshiba MET400-PK Gigabeat 4 GB Portable Media Player (Pink),TOSHIBA GIGABEAT T400-PK 4GB Pink MP3 Player. Get the added plus in a Portable Media Player with the gigabeat T400. The 4GB NAND Flash memory lets you load up on a variety of media that goes beyond proprietary tastes. With a 2.4 inch diagonal color LCD screen, one of the largest in its class, and long battery life of up to 16 hours for
Sunday, September 5, 2010
digital clock / calendar / thermometer
Here is a finely made digital clock with calendar and thermometer.
It is based on Microchip PIC16F628 (or PIC16F84) microcontroller and DS18S20 or DS18B20 temperature sensor from Maxim-IC. The hardware is pretty easy because it contains only a PIC microcontroller, DS18S20/DS18B20 sensor, 4x7 segment LED display with common anode, four 2N3906 transistors and several resistors.
How Pov Sat Through Pictures
here we can see some pictures of the new project of our member forums [Kiza].
This is a POV clock-in, maybe even the best so far. The program for microcontroller is written in Bascom-AVR and has only 3000 lines of code.
"The list of parts: ATmega324P @ 20MHz, 64KB Ramtron FRAM, FM1608, 5 x TLC5916 shift registers, 40 x Cyan PLCC-4 Ledić, A1101 Hall IC, TSOP6238 IR receiver and MIC5209-5.0 LDO V-Reg.
Connect The Thermal Printer to Microcontroller
This is how to actually only the head of thermal printer and the printer does not complete. Management of the whole printer would be much easier, just send a couple of AT commands and it starts to print the desired information. In this case, the author had to make a "font" in the firmware, to control two servo motors and warming elements on the print head.
Microcontroller that is used with the Atmel AVR Arduino bootloader-om. Warming elements are controlled with a ULN2801A Darlington transistors that are again controlled by SN74164 shift register to preserve a lot of IO pins. See the video printer in action.
Fenomena Frekwensi Listrik
Berbicara mengenai frekwensi listrik tidak lepas dari analisa dari pembangkit listrik/generator, karena sumbernya dari situ. Bagi yg non electrical yg masih kurang faham apa itu frekwensi saya coba kasih gambaran disini. Frekwensi sebenarnya adalah karakteristik dari tegangan yg dihasilkan oleh generator. Jadi kalau dikatakan frekwensi 50 hz, maksudnya tegangan yg dihasilkan suatu generator berubah-ubah nilainya terhadap waktu, nilainya berubah secara berulang-ulang sebanyak 50 cycle setiap detiknya. jadi tegangan dari nilai nol ke nilai maksimum (+) kemudian nol lagi dan kemudian ke nilai maksimum tetapi arahnya berbalik (-) dan kemudian nol lagi dst (kalau digambarkan secara grafik akan membentuk gelombang sinusoidal) dan ini terjadi dalam waktu yg cepat sekali, 50 cycle dalam satu detik. Jadi kalau kita perhatikan beban listrik seperti lampu, sebenarnya sudah berulang kali tegangan nya hilang (alias nol) tapi karena terjadi dalam waktu yg sangat cepat maka lampu tersebut tetap hidup.
Jadi kalau kita amati fenomena ini dan mencoba bereksperimen, coba kita buat seandainya kalau frekwensinya rendah, kita ambil yg konservatif misalnya 1 hz, apa yg terjadi maka setiap satu detik tegangan akan hilang dan barulah kelihatan lampu akan hidup-mati secara berulang-ulang seperti lampu flip-flop (lihat animasi disebelah kanan).Dari analisa diatas kita bisa tarik kesimpulan bahwa untuk kestabilan beban listrik dibutuhkan frekwensi yg tinggi supaya tegangan menjadi benar-benar halus (tidak terasa hidup-matinya). Nah sekarang timbul pertanyaan kenapa 50 hz atau 60 hz kenapa gak dibuat saja yg tinggi sekalian 100 hz atau 1000 hz biar benar-benar halus. untuk memahami ini terpaksa kita harus menelusuri analisa sampai ke generatornya. Tegangan yg berfrekwensi ini yg biasa disebut juga tegangan bolak-balik (alternating current) atau VAC, frekwensinya sebanding dengan putaran generator. Secara formula N = 120f/P
N = putaran (rpm)
f = frekwensi (hz)
P = jumlah pasang kutub generator, umumnya P = 2
Dengan menggunakan rumus diatas, untuk menghasilkan frekwensi 50 hz maka generator harus diputar dengan putaran N = 3000 rpm, dan untuk menghasilkan frekwensi 60 hz maka generator perlu diputar dengan putaran 3600 rpm, jadi semakin kencang kita putar generatornya semakin besarlah frekwensinya. Nah setelah itu apa masalahnya? kenapa gak kita putar saja generatornya dengan putaran super kencang biar menghasilkan frekwensi yg besar sehingga tegangan benar2 halus. Kalau kita ingin memutar generator maka kita membutuhkan turbine, semakin tinggi putaran yg kita inginkan maka semakin besarlah daya turbin yg dibutuhkan, dan selanjutnya semakin besarlah energi yg dibutuhkan untuk memutar turbin. Kalau sumber energinya uap maka makin banyaklah uap yg dibutuhkan, dan makin besar jumlah bahan bakar yg dibutuhkan, dst dst.
Para produsen generator maupun turbine tentunya mempunyai batasan dan tentunya setelah para produsen bereksperimen puluhan tahun dengan mempertimbangkan segala sudut teknis maka dibuatlah standard yangg 50 hz dan 60 hz itu, yg tentunya dinilai cukup efektif untuk kestabilan beban dan effisien dari sisi teknis maupun ekonomis. Eropa menggunakan 50 hz dan Amerika menggunakan 60 hz. Setelah adanya standarisasi maka semua peralatan listrik di desain mengikuti ketentuan ini. Jadi logikanya kalau 50 hz atau 60 hz saja sudah mampu membuat lampu tidak kelihatan kedap-kedip untuk apalagi dibuat frekwensi lebih tinggi yg akan memerlukan turbine super kencang dan sumber energi lebih banyak sehingga tidak efisien.
Baik tegangan maupun frekwensi dari generator bisa berubah-ubah besarnya berdasarkan range dari beban nol ke beban penuh. sering kita temui spesifikasi menyebutkan tegangan plus minus 10% dan frekwensi plus minus 5%. Ini artinya sistim supplai listrik/generator harus di desain pada saat beban penuh tegangan tidak turun melebihi 10% dan pada saat beban nol tegangan tidak naik melebihi 10%, begitu juga dengan frekwensi.
Berlian Syako
Lead Electrical Engineer
Escravos Export System Project - Chevron Nigeria Ltd
(hasil diskusi di yahoo groups)
mengenai sejarah frekuensi listrik, bisa dibaca disini:
http://electrical-science.blogspot.com/2009/12/history-of-power-frequency.html
Thursday, September 2, 2010
TURN SIGNAL SWITCHER
This is quite simple but may at first be confusing for MGA owners and mechanics. Notice the picture of the back end of the vacuum regulated turn signal switch for the MGA (and some other cars of the era). The terminal designations molded into the housing are "F", "L", and "R".
For the MGA 1500 the "F" can mean Flasher. For the MGA 1600 the "F" can mean Fuse. This is the power input terminal for the switch. The "L" and "R" terminals would seem to be labeled for Left and Right turn signals, but for the MGA this is backward, where "L" is connected to operate the Right turn signal and "R" is connected to operate the Left turn signal.
This seemingly odd terminal labeling likely originated with an earlier application where the manual input knob, shaped like a single wing, was installed with the wing oriented upward from the shaft. Then when you push it toward the left the shaft would rotate anti-clockwise, and toward the right would rotate clockwise. That is the direction of rotation required for these terminal designations to make sense.
As this switch is installed in the MGA, the wing on the knob hangs downward. Pushing it to the left makes the shaft rotate clockwise, and to the right rotates anti-clockwise. This means you have to hook up the Left turn signal wire to the "R" terminal, and the Right turn signal wire to the "L" terminal. If your MGA turn signals seem to work backward, this is likely the problem and the fix. When in doubt, use a test light or ohm meter to check continuity for the switch terminals when you operate the input knob. Also pay attention to the color coding on the wires.
BMW RELAY Turn Signal
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RELAY TURN SIGNAL
The prerequisite for this course is "Lighting Gremlins" ET-103, where you learn all about checking and fixing power and ground connections in the lighting section of the wiring harness. The most important point of that exercise is to assure that you have good ground connections on all of the lamp housings before even attempting to diagnose anything else. This course continues on from there to discuss the switched and fused circuits for brake lights and turn signals.
I trust you have a 1500 car with single rear lamp fixtures and the turn signal relay box. For brake lights and turn signals, start with this diagram and print for reference:
MGA switched and fused lighting circuits, 1500 "circ_f2.htm".
".... I get good readings at .... the turn indicator switch (green, green yellow, green blue wires)."
For testing and debugging the brake lights and turn signals you need the ignition switch turned on. If you leave the ignition on for more than a few minutes at a time without the engine running, you run a risk of burning out the ignition coil. So before you go into this routine, disconnect one primary wire from the ignition coil, either the hot white or the white/black going to the distributor.
The first thing you should notice in the wiring diagram is that the turn signals and brake lights are sharing the ground connections with the parking lights and tail lights. So be sure the tail lights work (prior course) before going here.
You should also notice that the brake lights and rear turn signals on the MGA 1500 share the same high intensity filament in the single bulb in the rear lamps. This is what makes the big turn signal relay box necessary. When you switch on a turn signal, the relay disconnects the rear lamp from the brake light circuit and connects it to the front lamp and to the flasher unit with a 3-way relay connection. So before you go into the turn signals, you want to test the brake lights.
When the tail lights work (checking first for good ground), then switch on the key and step on the brake pedal to see if the brake lights work. If you get no brake lights, then check for power at the brake light switch. This you will find on top of the frame below the starter switch. The green wire should be hot with the switch on. If not, then back up one connector in the harness and look for power at the bullet connector in the engine bay, a 2-green-wire connector at same location as the 3-red-wire connector for the parking lights, near the starter switch. Go no farther until you have power at the brake light switch.
With power at the brake light switch, step on the pedal again. If you still have no brake lights you may have a bad hydraulic switch. Connect a jumper wire across the brake light switch to bypass it. If the brake lights work, then you need to replace the switch.
If the brake lights still don't work, then leave the power jumper connected across the switch and move on to the next connector in the harness. Find the 2-wire green/purple bullet connector near the starter switch. Check for power there which will now be coming from the brake light switch jumper. Clean the contacts if necessary to assure good connections at this location. Check again to see if you have brake lights.
If still no brake lights, then go to the next junction for that circuit, the green/purple wire on terminal 5 of the turn signal relay. Check for power at this terminal. If no power here, back up one paragraph, because you missed something. If you should ever find power at one end of a wire and no power at the other end of the same wire, the you have a broken wire (which is virtually impossible unless the harness is burned).
Once you have power on terminal 5 of the relay, the brake lights should be lit. If not, immediately check for power on terminals 3 and 7. If power on 5 but not on BOTH 3 and 7, then you have a bad normally closed contact in the relay. Then you may get your first look inside the relay. Or you may have to do this later for other reasons anyway. With the cover removed from the relay you can use emery paper to clean the contacts, as with any typical relay contacts.
TURN SIGNAL - FLASHER UNIT - ET-104
"I'm having some trouble figuring out why my turn signals don't flash. Is there a way to test the flasher unit before fiddling with other things? And just out of curiosity, how does the flasher unit work?"
The flasher unit is the metal can shown in the picture on the right. Click for larger picture (and yes I know there's a wire loose). It has three screw terminals, "B" for Battery, "L" for Load, and "P" for Panel (dash indicator lamp). If the terminals are not marked you can check it with a test light or ohm meter. The "P" terminal will be open circuit at rest, and the other two terminals are functionally interchangeable. The canister does not need to be grounded, but it does need to have the correct electrical load to operate properly. And yes, you can test it by itself, but you do need to use the correct electrical load for the test.
The flasher only works properly when it is driving two 21 watt lamps in parallel (for the turn signals of course). This 42 watts is a load circuit with (nominally) 3.43 ohms resistance (6.86 ohms for each operating bulb with hot filament). If you want to use a resistor to emulate the electrical load for testing, you will need a 25 watt power resistor with any resistance value within about 10% of 3.43 ohms (within the range of 3.1 to 3.8 ohms). The 25 watt resistor is large enough, because the operation of the flasher is only about 50% duty cycle for the load. If you don't have the (expensive) power resistor handy, and don't want to buy one, you can hook up a pair of 21 watt bulbs in parallel, either in lamp sockets or by soldering wires to the bulb contacts. Or if you have enough confidence in your car's wiring integrity, you can just connect any two of the 21 watt bulbs in the car.
To test the flasher unit, do the following:
a.) Connect a hot wire (12 volts) to the "B" terminal of the flasher unit. In the car you might just switch on the ignition and use a test light to verify that power is connected to the flasher in the car. If you expect to do more than a few minutes of testing in the car, you should disconnect the ignition coil to avoid overheating and possibly damaging it.
b.) Connect the load (resistor or lamps) between the "L" terminal and ground (return to the earth terminal of the power supply or battery). In the car you can use any handy ground point on the car.
c.) Connect a grounded test lamp to the "P" terminal on the flasher unit.
With power and load connected, the flasher unit should commence clicking loudly on/off about one cycle per second (as you would want the turn signals to flash). If you have lamps connected for the load, the lamps should flash, and the lamps will get hot with about 10.5 watts of heat each at 50% on/off duty cycle. Using a resistor for load, the resistor will start to get hot with about 21 watts of heat (at 50% duty cycle of the flasher unit). The test lamp should also flash on/off in unison with the clicking. If it clicks at about the right rate, and the test lamp also flashes, then the flasher unit is in good operating condition. It does not hurt the flasher unit to leave it connected and operating for an extended period of time.
If the flasher unit doesn't click at the right rate, or the pilot lamp doesn't flash, then the unit is considered trash and needs replacement, because it's a sealed unit and generally non-repairable. If you were the curious type you could pry it open to see what's inside (nothing to lose but your time). For a non-working pilot lamp you might be able to clean the contacts. For a non-clicking unit you might have to rewind the heater element wire, which is beyond the scope of these test instructions, and also probably not cost effective.
End of test. Beyond that, if you understand how the flasher unit works, you may better understand some of the flasher quirks you may encounter from time in your car, and might be better equipped to repair the other problems.
Inside the flasher unit is a bimetal strip that will bend when heated. It is mounted in such a manner as to snap suddenly (and loudly) over center when heated or allowed to cool. This sudden change of position makes or breaks a relay contact to cause the turn signal lamps to flash. There is a winding of heater wire wrapped around that bimetal strip. One end is connected to the system power terminal "B", and the other end is connected to the output terminal "L" (going to the load). Passing a small current (less than one amp) through this heater wire causes it to heat up (about 7 watts of heat) and in turn heat the bimetal strip to make it bend and snap into the alternating position. Otherwise the thing looks like a single throw relay with a normally open contact, with the armature being operated by heat rather than a magnetic coil. When the flasher unit heats up and switches, the contactor shorts the input terminal to output terminal, which kills the voltage that was driving the heater. Then the bimetal strip cools off, and the contact snaps back open, and the cycle starts over again. Current will not flow to operate the heater element without the proper load connected to the output terminal.
To further understand how the whole flasher system works electrically, you need Ohms law and a simple power equation, like this:
E=IR (voltage = current times resistance)
P=(I^2)xR (Power = current squared times resistance)
By algebraically manipulating these equations you can represent and solve the electrical conditions in the flasher system.
When you put a voltmeter on the "unconnected" output of the flasher unit you will see 12 volts, but only because it's open circuit. If you touch it with a grounded test lamp, the lamp will light up, but not quite at full intensity. The resistance of the internal heater element is about 12 ohms. The resistance of a 3 watt test lamp is about 48 ohms. When connected in series this gives about 9.6 volts to drive the test light, which why it is not at full intensity, and you may read only about 2.4 volts at the flasher output terminal. Total circuit resistance is 60 ohms, so current flow is 0.2 amps. This generates about 0.5 watt of heat in the flasher, which is not sufficient to make it switch.
When you connect two 21 watt turn signal bulbs in parallel, and connect those to the flasher unit, the external load resistance is only 3.4 ohms. In series with the heater in the flasher that makes 15.4 ohms total circuit resistance, which will allow current flow of 0.8 amp, which will generate 7.3 watts of heat in the heater element. At the same time each of the two light bulbs gets 0.4 amp and 1.1 watt of power at about 2.4 volts. This is insufficient to make the bulbs light up, but the bulbs are the necessary ground return path for the heater element in the flasher unit.
This is the proper amount of current and heat to make the bimetal strip bend and switch over center. When the flasher switches like this it connects the flasher input terminal to the output terminal (and also to the pilot terminal). This applies the full 12 volts to the load to make the lamps light up. At the same time the heater element loses all drive voltage because both ends of the heater wire are then connected together by the switch (shorted). With no heat supplied, the bimetal strip then cools down until it relaxes and snaps back to the original rest position, opening the switch contact and killing the lamps. This also breaks the short across the heater element, and with power restored to the heater the cycle starts over and repeats, at about one flash per second.
As a matter of some interest, it may be noted that there will be a short delay of about 1/2 second between the time power is first applied and when the turn signal lamps first light up. In the MGA 1500 car with the turn signal relay box, the first click you hear when the turn signal switch is activated will be the relay switching on, not the flasher unit.
Although the flasher units have been known to last for decades, the eventual failure mode will most likely be a broken wire in the heater element. Before that happens it may develop a corroded contact for the pilot lamp, thereby disabling the indicator light on the dash while the turn signals still work. The next failure mode is very unlikely because the wiping contacts are generally self cleaning, but if the primary load contacts were badly corroded the flasher would switch to the actuated position and stay there as long as the power is on, as the contact would not be made to short our the heater power (and no power for the turn signal lamps).
If you add a third 21 watt bulb (in parallel) to the load there will be about 1.1 ohm less total resistance in circuit (7% less resistance), the flasher will see a bit more working current (8% more current), the heater element will heat up faster (about 16% more heat), it will attain slightly higher temperature and will take longer to cool down (nearly double the time) before it switches back. This makes for an overall slower flasher rate with quite a bit more "on" time and just a tiny bit less "off" time. Total cycle time is then about 50% longer, or about 1.5 seconds per cycle. That's not bad, because it tells me my trailer turn signal lamp is working when it flashes slower.
But if one of the car's two turn signal lamps is burned out or not properly connected, then the flasher unit sees double the external resistance (only one lamp connected), and it probably won't flash at all (about 33% less heat in the flasher heater element). When it doesn't switch, the turn signal lamps will never light up, because the rest position of the flasher is open circuit. Not flashing is the indication that there's something wrong with your wiring, or that you have a burned out bulb, and no operating turn signal on that side of the car.
Additionally, the MGA 1500 circuitry has the turn signals sharing the rear bulbs with the brake lights. That peculiarity (and associated quirks and problems)is discussed in the next lesson on the 1500 turn signal relay operation and fault diagnosis.
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