Tech- Troubleshooting with a test light

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I hope everyone has been following Larry Cadman’s great series on electrical theory and multimeters , there is a lot of great information in them- good, solid theory, backed up with practical applications. A multimeter is an essential piece of test equipment.

But…. sometimes “low tech” is faster, better and easier, which is why one of the first electrical tools I grab when troubleshooting a 12 volt system is my trusty 12 volt test light.

Available for very little money, there are times when a simple test light is mandatory, and will find problems that escape even the most expensive meters.

Along with a few simple accessories, I’ll show you several ways to use this workhorse of the tool box

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A last Minute Descision Before The Grand Adventure, Now Adding Solar!

We tend to do this to ourselves, make last minute decisions and then work frantically to make it happen. The ”add solar” decision was one that has been on the table for over a year, but only now acted on.  We dug out the records of last years cross country trip and looked at propane usage. We tend to boon-dock a lot and have found that our propane generator set is not the most efficient thing on the face of the earth. We figured that we run the generator between 2 and 4 hours a day when we only drive 250 miles a day. If we drive further then the generator usage goes down as there is more engine/alternator time to recharge the bank of house batteries. 2 hours use is 1 1/2 gallons of propane, at close to 4 bucks a gallon it comes out to 6 bucks a day times 180 days on the road boon-docking or a grand total of  $720. While $6 a day does not sound like much $720 is a respectable amount, and that is a minimum.  If we run the gen set closer to the 4 hours a day the cost could be $2800 for 180 days on the road.

So, with the numbers in hand we went shopping for a solar system to install on the roof of Rover. In the system we included a converter/inverter with a built in 100 amp battery charger, voltage regulators, wiring, and intallation material.  The cost was around $2500 delivered to the house.

The second step is batteries. Now here is where we lucked out. We have a battery powered golf cart with almost new batteries, six of them rated at 250 ampere hours each, and as we are not taking the golf cart with us on this trip, it is making a donation to the cause. That means that we will have 3 banks of a pair of 6 volt batteries putting out 12 volts at 750 ampere hours of power, plus the 8D heavy duty truck battery that currently supplies the coach power rated at 250 amere hours, or a total of 1000 ampere hours of 12 volt current available.

Even though the kit has not arrived yet work has begun. The batteries were removed from the golf cart and connected to a charger to top them off. The batteries are going in one of the compartments that used to hold tools. The tools have been transferred to the tool box that we installed on the car trailer last week. We have fabricated vents for the compartment as batteries give off hydrogen gas when being charged or discharged and that needs venting to prevent fires and explosions. The vents are so constructed that they will not allow water, splash from the road, when raining, to enter the compartment. The cables to connect the batteries to the existing circuits have been fabricated and are in the process of being installed. The battery hold down devices have been made and are waiting for the batteries to be installed tomorrow.

The hold downs for the batteries are important. One of the major causes of battery failure is when batteries are not tied down and bounce around. The shock of bouncing damages the plates in the battery and causes failure or internal shorts. So care was taken with the hold downs to be sure that they would secure the batteries properly.  The next concern is the weight of the batteries and where they are going. The compartment picked for the job is the one right behind the right rear wheel. This means that the right rear corner of the coach has just become 456 pounds heavier than it was before. This will certainly effect the rear wheel tire pressures but most of all could effect in a negative way the ride height of the coach.

To check this we will measure the ride height and record it. That will for these purposes be from the ground with the coach on a level surgface to the bottom of the rear bumper on each side. We will place the batteries in the compartment and then jump up and down on the rear bumper to settle the coach. Then measure again. Who knows we might have to find a better place for them or split them up.  Any difference more than an inch will make me rethink the position of the batteries.

Well next week we should have the system up and running and be able to tell you what probems we ran into along the way.

Till then, keep camping.

Brad & Lucy, and yes of course Kitty Kat Earl

Are Solar Panels Right For You?

Are Solar Panels Right for You?
Simply put, solar power uses the sun’s energy to charge 12-volt DC appliances like lighting, stereos, TV, and other appliances. Although solar power is free, solar panels can be expensive. Are they worth the cost?

If you’re serious about exploring the back country, enjoying the solitude of desert camping, experiencing the quiet of the outdoors, wanting to cut the umbilical cord to commercial power hookups or simply shrinking your carbon footprint, then yes, solar power is right for you.

Solar systems are clean, quiet and require minimum maintenance. The main considerations are cost, space, weight and efficiency. If you’re reluctant to go solar, remember that you don’t have to go all in all at once. You can add or modify your system, and you can continue using commercial hook-ups (either as a backup plan or as your primary power source).

Solar Power Panel Sizes
The most cost-effective solar panels are larger ones (rated at 100 to 120 watts). Opt for the fewest number of panels and batteries in the beginning. You can always add more at a later time.

Since everyone’s power usage / requirements are different, you’ll need to calculate your anticipated power usage. Simply multiply the estimated hours of use by the approximate current (amps @ 12 volts) for the amp hours consumed.

Keeping Cool with Solar
There isn’t enough space on the roof of even the largest luxury coach to hold the number of solar power panels it would take to power an air-conditioning unit. However, a 750 cfm fan is rated at 2.5 amps and can easily be powered with solar panels.

How to Power AC Appliances
There are two choices for AC appliances: either use a generator or other backup power source when using AC appliances, or invest in an inverter, which will convert the AC amps to 12-volt DC output.

Energy Management
You’ll need to plan properly to keep your batteries fully charged. Some important factors about managing solar power:

- Mount your panels on the roof, near the refrigerator vent
- Aim the panels toward the sun for maximum output
- Purchase a charge controller to prevent battery overcharging
- Be resourceful and conserve energy

This article was brought to you by Good Sam RV Emergency Road Service, the leader in RV Roadside Assistance.

Part 2 Getting Ready For The Great Adventure.

Well we are just a month away from the target jump off day when we roll out our dirt road in New Hampshire for a 6 month trip around the perimiter of the US. Yep we will stick our journalistic toes in the bodies of water that surround our part of the North American continentand let you know our thoughts.

Well this week most of my time was spent on the trailer that Subie the Subaru will ride on. It is an older trailer made by Diamond C that I have used for a decade to transport my old Ford 8N tractor to tractor shows. One of the down side things about using a trailer on a trip  like this for the toad  is the un hooking and hooking up of the trailer in camp grounds.

For years I was always going to do something to make the project easier and had the plans all laid out in my head. This week I built it. My thought is that it is a pain backing up a 38′ DP to an invisible to the driver 2 inch trailer ball. Why not put a small hand crank winch on the tounge of the trailer and a hook eye bolt on the back bumper of the coach just above the ball. Then back up near the trailer, set the brakes, run the winch cable to the hook eye, and winch the trailer to the ball. It works just fine with an empty trailer and shortens the hook up time and most of all reduces agrivation.

The next one is a safety item as far as I am concerned. Stop and think about where the lights are on a car trailer. On the Diamond C trailer thay are all across the bottom of the trailer about 6 inches off the ground. Now the federal government has decreed that each auto sold in the US have a high mounted stop light. So here is what I did.

I rigged the lights on Subie to work with the coach lights, stop, directional, and tail. I then rigged the running lights on the trailer to work with the headlights. Now Subie lights up at the following drivers eye level for tail, stop, and directionals. The ICC lights on the trailer work and we look like a Christmas tree.  

The last item was to help make more room in the storage bins on the coach. We are selling our old Chevy plow truck, as we won’t be here to plow snow. I looked at the diamond plate tool box in the bed of the truck and thought that it would look good mounted on the front of the car trailer. So with the help of a young neighbor the box was taken off and moved to the trailer. I then hit the shop and made up a set of mounts for the box raising it 6 inches off the trailer floor. I can snake chains and tie down straps under it to the hold downs on the trailer. Now all of my tools, tie down straps, jacks, spare oils and parts are carried in the tool box freeing up two cabinets on the motor home. Now I have room for my bread machine and several other things that Lucy wanted to carry.

Lucy has been busy inside the coach and we now have new bedding to start the trip with. We have als been talking to solar electricity people about getting solar on the rig that will give us 20 or so amp output at 12 to 14 volts. If that happens then I will run a switch on the dash that will shut off the field circuit of the alternator. That will, on sunny days, allow us to shut off the alternator when traveling and not then be using engine horsepower to keep the batteries charged as well as add to battery life when boondocking. I would love to eliminate generator use except to run heavy use electrical devices.

Next week we will be mounting our E Machine computer and running the wiring for the flat panel screen and key board as well as some mechanical things on the old coach. Till then….

Brad & Lucy aka the Geezer and the Hedgehog. Oh, and Earl the Kitty Kat too.

 

Innovative RV Lighting. Are L.E.D. Lights Worth The Money?

To know if the added cost for L.E.D. lights is worth it, we will first re-visit an article I wrote in the early spring of this year. 

Innovations to interior and exterior lighting for recreational vehicles strive to meet several needs, appropriate for the intended task, within an acceptable power consumption range and to look good, create an ambience.  While there are additional requirements, these are probably the most common and apparent to the user.  As far as being appropriate for the task at hand, the most common uses are providing light to see in, illumination for vehicle night operation and just plain designer accents.  Power consumption for all but the vehicles moving lights, is a concern.  Low wattage is required to extend the charge state of a battery, or battery bank, during non-electrical AC support such as shore power or generator.   Designer accent lighting can be used indirectly in valances, rope lighting runs, and many other eye catching ideas.

Having adequate interior light for such chores as reading, cooking, etc., requires the use of more illumination.  This in turn uses higher wattages resulting in the shortening of the charge state of the batteries.  This has led to many coaches being equipped with fluorescent light fixtures for decades.  These fluorescent lights provide a great deal of light with far less power usage when compared to incandescent lamps.  Also halogen lighting has become very popular, though certainly not a power saver.  These provide a bright focused lighting and are usually set up in groups with wattage of 10 or so at 12 volts per unit.

The newest innovation slowly finding its way to the recreational vehicle market is the L.E.D. (light emitting diode) lamp.  These draw substantially less power than even fluorescent lights and can today, be found on some models used for tail and clearance lights. Additionally they are showing up in decorative rope lighting.  There are many advantages to these types of lamps including a much longer service life than the regular incandescent bulb.  Regular lamps generally have an expected life of around 1,000 to 2,000 hours, whereas many L.E.D. can provide anywhere from 30 to near 60 thousand hours or more. In brake light applications, they are noticeably faster to illuminate than traditional units.  Also, unlike ballasts, in fluorescent light fixture, there is no R.F. (radio frequency) interference.

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Energy Visionaries: T. Boone Pickens and Shai Agassi

By Bob Difley

Sometimes it takes a certain indefinable caliber of a person, one who not only sees the big picture but have the chutzpa, vision, and means to go after it. Such is the case of T. Boone Pickens, who is changing the energy landscape with his grandiose plans for alternative energy sources, one of which is to build vast wind farms to generate energy from our windiest areas, like Texas. Another is to rally people to his Pickens Plan and the power of numbers to influence the new president and the congress “to make major changes towards cleaner, cheaper and domestic energy resources.” As he says on his Web site,
“America is in a hole and it’s getting deeper every day. We import 70% of our oil at a cost of $700 billion a year - four times the annual cost of the Iraq war.
“I’ve been an oil man all my life, but this is one emergency we can’t drill our way out of. But if we create a new renewable energy network, we can break our addiction to foreign oil.”
And then there is also Shai Agassi, who plans to bring electric cars into the mainstream faster than any major car manufacturer thinks possible. And it looks like he might just pull it off, if it’s any indication of the number and status of the people jumping aboard his bandwagon. In an article in the September issue of Wired Magazine, writer Daniel Roth follows Agassi from his electrifying speech in December 2006 at the Saban Center for Middle East Policy Conference on how to get the world off oil.
At 38 he was the youngest of 60 prominent invitees (Bill Clinton, former Israeli prime minister Shimon Peres, and Supreme Court Justice Stephen Breyer among others) and he presented his audacious plan to install a nationwide grid of charging stations for his electric cars, which he would sell cheap and make money off drivers’ electricity usage and from leasing the expensive batteries—instead of selling them along with the car—an idea no one had thought of yet.
His working model figures that the average driver would pay about $1,050 per year for electricity and battery depreciation compared to $3,000, the current driver’s annual average for gasoline at $4 a gallon (15,000 miles at 20 mpg).
Agassi also had the money to back his plan, having sold his software company for $400 million. But he needed somewhere to set up a trial, a small island nation, where a nationwide charging station infrastructure was feasible as a test. Working with an enthusiastic Shimon Peres, Israel seemed like a good choice for his initial set up (maybe not an island, but surrounded by hostile countries on three sides and the Mediterranean Sea on the other). Today the building of the infrastructure is well underway, and another test is in the works in Denmark. Keep an eye on this project, it just might change the way we drive in a much shorter time frame than anyone thought.
The more I look at world changing plans, electric vehicles (EVs) seem to be at the top of my list, though I think we should continue to pursue all modes of fuel and energy generation. The mission and goals that personal transportation in America–if not the world–will embrace in the future, could be labeled the Transportation Triumvirate (TT): (1) Reducing dependence on foreign oil, (2) Reducing use of fossil fuels (America uses a quarter of the world’s oil), and (3) The creation of clean, cheap, and efficient vehicles and fuel (we are far behind the European and Asian miles-per-gallon standards).
EVs fit into this TT plan even better than hybrids and diesels. Here’s how:
• Central energy production for charging batteries (i.e.: power plants, wind farms, and solar arrays) is much more economical than the energy produced by individual vehicles burning their onboard fuel supply.
• Fossil fuels are needed only for central electricity production in coal fueled power plants (which can all be set up to both scrub and sequester CO2 before it reaches the air) and from solar, wind, and other alternative energy sources.
• Pollutants, particulates, and greenhouse gasses of EVs are zero.
• Noise level is next to nothing–more coming from the tires on the road than from the motor.
So what are the negatives, or problems? Two major ones, when once resolved, will push EVs forward like Usain Bolt out of the starting blocks. First is the battery. They are expensive, bulky, heavy, and take too long to charge. But there is a lot of venture capital money flowing into breakthrough battery technology, and improvements are coming quickly. The next generation lithium batteries show much potential and new concepts are in the works to replace batteries with a newer technology. Secondly, charging time is currently in hours instead of minutes, which works for those who commute each day the number of miles that is within the range of the EV’s battery. Drive to work, drive home, plug it in, charge it overnight.
But what about those that do not return home every night, like us RVers. That’s where Agazzi’s charging station infrastructure comes into play. His plan is for charging stations as ubiquitous as gas stations, battery exchange stations (much like swapping barbeque propane tanks), and the development of short term charging solutions. Grid power would benefit also, since most at-home charging would occur overnight when electricity demand is low. Old, spent, batteries would be recycled, so nothing goes into land fills or produces toxic waste.
Grid electricity generation would be the key to it all, and could go in different ways. Solar and wind could supply part of a regional power plant’s needs, reducing both coal use and the distance fuel had to be moved to get to the power plant. Nuclear would have to be considered, plant safety as well as disposal of nuclear waste. New, small scale, regional nuclear power generators are being built in China, without the size or capacity to wreak havoc on the neighborhood in case of accidents or terrorist attacks. But mainly, going to centrally generated electrical power instead of individually fueled vehicles would reduce our need for oil immediately, since power plants do not use oil for generating electricity.

Future Vehicle Voltages, 12 or 24?

Many North American automobiles up until the mid ‘50’s were equipped with a 6 volt electrical system.   This changed to a 12 volt system over a couple of years on pretty well all makes of vehicles.   This still stands today, with even many large class A motor coaches using 12 volt direct current as their main operating electrical power.  This is, however, in contrast to many bus conversion type rigs which have adapted to a 24 volt D.C. system. 

So, which is better, 12 or 24 volt direct current?  Why did larger vehicles, including highway buses, opt for this higher operating voltage?   To understand that, we should look to what the driving forces were behind the automotive industry back when 6 volt systems were replaced with 12.  The higher voltage offered better reliability and ability to operate more accessories in a more efficient manner.  Cold weather starting was greatly improved by using higher voltage starter motors.  Additionally, wire gauge could be substantially reduced in size, so that the harness would be only half the size and weight that was required for a 6 volt system.  For battery cables and ground cables and straps, this would be a substantial weight and cost reduction.  For example, a six volt operating system uses battery cables about the diameter of your thumb, while a 12 volt system only has cables equal to the size of your pinky.  This is due to the amperage being only half that required by the lower voltage.   Inverters also increase in efficiency dramatically with higher input voltages.  

The normal push-back for this type of system revolves around availability of electronic accessories in that voltage range.  The fact is, many electronic devices currently accept 12 to 30 plus volts dc, as is.  Additionally there is no problem running a low load 12 volt feed off the battery bank running parallel on the 12 volt power side. 

So, we are paying somewhere between $100,000 and $800,000 for an option filled motor coach that employs a 12 volt electrical system.   Many other large or specialized vehicles are equipped with 24 volt systems.  Not only conversion buses are using the higher voltage, but so are aircraft.  Many airplanes also use higher d.c. voltages ranging from 24 to 48 volts.  For aircraft, weight is certainly the main issue supporting the higher d.c. voltages, however, reliability is probably a close second.    

 

So, what about it, let’s hear from you.  Is higher d.c. voltage the way to go for today’s motor homes?  Have we just been given a less efficient voltage because the manufacturer has a better selection of 12 volt accessories?  It has to make you wonder.

What do you, think? 

 

Wondering About A Higher Power   -    Lug_Nut    -     Peter Mercer

Check Out These Innovative New Energy Possibilities

By Bob Difley
With the world’s concentration focused on alternative energy sources, inventors, entrepreneurs, and venture capitalists are scrambling to come up with the next big thing in power supply. A new type of wind power device is the Windspire, a 30 foot tall, two foot wide, vertical tower with a rotating core that turns at the same speed as the wind blows. Without the rotating blades of a wind turbine (that rotate faster than the wind speed), it is safer for birds, as they can see the slower moving core. Another big advantage is its relatively quiet operation, quieter than turbine blades. This would be a big plus if adapted to RV use. It is also aesthetically more pleasing, since it looks like a metal lawn sculpture. It is designed to be easily erected in a backyard by any home handyman, and will supply about 1,800 kw of annual power in an eleven-knot average wind speed, which would require a rather windy area. Not very practical for an RV yet, and it is still expensive at $4,000. But the concept is interesting and presents a new idea for RV sized units.

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Forget Oil! The Future is in Electricity

By Bob Difley
A lot of experts and theoretical think tanks are looking at ways to quickly and drastically reduce our oil requirements, rather than pursuing ways to increase supply to meet demand with unpopular options like increased drilling in places like ANWR and the continental shelf. They are suggesting that we instead put our efforts into producing most if not all of our energy needs from domestic sources.

• No to foreign oil.
• No to war with foreign nations to stabilize their shaky governments and whose oil we want.
• No deals with disruptive, threatening, unfriendly, and unstable governments and rulers just so we can buy their oil.
• No to competing with China and India for oil, whose exploding economies have them gobbling up all the oil they can buy from any source at any price.
• No more oil tanker spills.
• Reduction of CO2 emissions and air pollution.

A pipe dream?

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Practical Motor Home Inverter Applications

Two weeks ago week we looked at the type of inverters commonly used in motor homes.  This week we will touch on applications of inverters in our home on wheels.   We will deal with integrated types only, generally these are 2,000 watt output and larger.  We will also focus only at the inverter operation, not the charger function. 

 

The inverter basically takes 12 volt direct current from the batteries and inverts it to 120 volts alternating current, similar to that in your house. 

 

 In doing this, it produces either a M.S.W. (Modified Sine Wave) or a T.S.W. (True Sine Wave) depending on the make and model.  Modified types are the cheaper of the two to produce, and are the ones found currently on the majority of motor homes today.  True sine types are becoming far more popular recently.  This is due to lower prices recently and more sine wave affected electronics that are being introduced into today’s modern coaches.

 

The inverter in a standard configured propane equipped motor home is generally wired to power the following.

• TV’s, receivers and entertainment centers
• Most duplex 120 outlets
• Microwave
• Awnings, if 120 VAC (Such as Gerard)
• Refrigerator (If 120 volt AC)
• Ice maker (If 120 volt AC)

The balance of AC powered loads such as air conditioners, hot water tank, electric stoves and of course, battery chargers only operate on shore power. 

Some microwave models can be damaged if used to cook using a modified wave inverter.  This damage can result in causing the efficiency to drop substantially after continued use.  While wiring the inverter to the microwave outlet is normal, which at least keeps the clock on time, it may be wise to run the generator for any microwave cooking while boondocking.  This applies to M.S.W. inverters, but is not applicable to T.S.W. installations.  Additionally, some models of modern residential refrigerators may be susceptible to modified sine wave inverter current.  The issue is control board related.   This primarily affects newer all electric coaches.  These really require a true sine wave inverter to assure trouble free operation.

Inverters in conventional propane equipped motor coaches are generally turned off when not required, particularly if dry camping.  This is due to a continuing draw, albeit light, of electric current, even if all loads are off.  First, there is a search mode that essentially searches for a load, even in stand-by mode.  Secondly, TV’s, microwave readouts and many modern receivers use power in the “off” mode.  The TV’s and receivers remain on stand-by to be instant “on”.

Inverters in all electric coaches are generally always left on.  This is required as the refrigerator, if it is a residential type, is 120 volt AC only.  Inverters can be left on even when connected to shore power.  Once connected, the unit shuts down the inverter and operates as a charger and will automatically take over in the event of a power disruption.

Now, as if the inverter/charger didn’t do enough, there are models available with a built-in automatic generator starting board.   These will automatically start and stop the generator as required to keep the batteries within operating voltage range.  Additionally, the auto start can be wired to the air conditioning thermostat and provide instant start should the temperature within the coach rise above a user preset value.  Once the temperature is within the set temperature range, it will automatically shut the generator down until the next event.

If you have never had a coach with an inverter/charger, you don’t know what you are missing.  The convenience of having household power without the need for continually running the genset, is well worth the costs involved.  If you already have an inverter equipped coach, you probably wouldn’t have a coach without one again.

 With A Current Alternate View      -       Lug_Nut

 

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