Battery Safety, Storage, Installation, Operation & Maintenance: Fill & Download for Free

So the backstory goes that Elon Musk wanted the car line to spell S.E.X.Y. Unfortunately, Model E is a trademark that is owned by Ford Motors Company, so he has to settle for the Model 3. S.3.X.Y it is then.Here are the listModel S - large sedanModel 3 - compact SedanModel X - large SUVModel Y - compact SUVThe above are the mainline products. There are other products that are in various stages of developmentTelsa RoadsterThis is actually the second generation since the first that launched the company was an electrified Lotus Elise. Promises to be the electric supercar from Tesla. First announced in 2017, promised to delivered by 2020 but now revised to 2022.CybertruckThe Armageddon ready pickup truck. The body is made with 3mm cold-rolled steel for extra strength. Suppose to come out in 2021, but we’ll see about it. From what I’ve heard, Tesla might need to revise the design because of regulation, especially regarding crash safety. It comes with an ATV. Also haven’t seen production yet.SemiThe large trailer truck to haul goods. Was revealed in 2017 (the same event where they unveil the new roadster) and expected to be on the road by 2021. But we’ll see if that’s happening. Reported to be on the road for testing near Tesla HQ in LA.So someone pointed out that the whole line up spells S.3.X.Y C.A.R.S. Oh great!!Other itemsOther than transportation, Tesla also involved in the energy business.Tesla purchased their sister company SolarCity which install solar panels for homes. So they sell the PowerWall which is a battery storage for home. Together with solar panels and battery storage, you should be able in theory live off grid. They also have a line of roof solar panel but haven’t been in the market yet.They also sell battery storage system for power utilities. Most famous customer is the Australian power grid which replaced their peaker plants with the battery storage.As anyone would know, Tesla also operates a vehicle charging network called Superchargers. The charges uses a proprietary connector, except in EU because of law, the also use CCS connector. The supercharger network was free when you buy a tesla, but now tesla charges you for the service. The network is large in North America (mostly USA and Cananda), EU, China and growing in Japan / Korea.In EU, they have CCS connector because EU standardize all cars to use CCS connector for charging.Edit: 15k views. Thank You!!

For decades, deep-cycle flooded lead-acid batteries have been the most cost effective means to power electric golf cars. With the success of Lithium-ion batteries in many devices and now in vehicles like Tesla cars, many have looked into what Lithium can do to reduce costs for the golf course market.Those anxious to make the conversion have put out information from the lithium industry, showcasing the cost comparisons and the advancements this technology brings. According to battery technology publications and many battery manufacturers, however, these comparisons leave out critical information for any golf course management team to make a proper comparison.In a recent article in the Summer 2017 edition of Battery and Energy Storage Technology Magazine, technical editor Dr. Mike McDonagh points out the half-truths put out by the lithium industry. “Energy densities of current lithium-ion battery chemistries are given at around three to five times the gravimetric and volumetric energy density of lead-acid at the cell level, which in part, explains why the older technology has been all but ignored,” said McDonagh. “Factor in the connectors, spacing in a battery pack, the control and safety equipment, battery management system, fire control, and cooling equipment which are required for the safe operation of larger lithium-ion batteries, and the net result is that an installed working lithium-ion battery will have a working capacity less than one-half its nameplate value.”Applying this to a typical 48-volt golf car, Fred Wehmeyer, Senior VP of Engineering for U.S. Battery Manufacturing, says that there’s a discrepancy. “When you compare a 240 Ah – 48-volt (11,520 Watt-hr) lead acid battery and a 60 Ah – 48-volt (2880 Watt-hr) lithium ion battery, the lithium-ion battery has a definite weight savings of 422 lbs. at the lower capacity,” says Wehmeyer. “Even without the thermal and battery management safety features, the cost of the lithium-ion pack averages out to $0.42 – 0.52 per watt-hr vs $0.07 – 0.10 per watt-hr for a lead-acid pack. The lithium battery has only 25 percent of the energy of the lead acid battery and can cost up to 50 percent more,” says Wehmeyer.To know more: China Lithium Ion golf cart battery factory

Absolutely. I’ll quote from the 1976 Federal Railroad Administration report, Standby Power for Railroad-Highway Grade Crossing Warning Systems:[1][1][1][1]It should be noted at the outset that whatever the requirements for standby power are as set by state governments or even by the AAR, the railroads in fact set more stringent requirements upon themselves. In the back of the mind of every signal engineer that was contacted in the course of this investigation, lurked the danger of primary power to a grade crossing failing, the batteries running down to vagaries of the maintenance schedule, and an accident resulting at a then unprotected crossing. Such fears are fueled by the fact that isolated situations like this have occurred. Therefore, very conservative design criteria are used in determining required storage battery capacity for providing standby power at a given crossing.From later in that report:The state of New York used to have what was referred to as the "Seventy-two Hour Rule," which has now been modified to the "Forty-eight Hour Rule." This rule states that grade crossings must have standby batteries capable of providing for normal operation of the grade crossing warning system equipment installed for a period of 48 hours, based on normal traffic patterns and normal operational cycles at the crossing.In some states, every grade crossing warning system installed must pass the scrutiny of a state safety engineer who essentially imposes a formally unwritten requirement for some period of normal operation. The 72-hour rule originally adopted by New York is one such popular rule, in spite of the fact that New York has shortened the requirement.Once again, it should be noted that railroads themselves always exceed, and sometimes greatly exceed, these requirements.It’s possible that requirements have been modified somewhat in the 40-some years since that was written, but likely (given the aforementioned conservatism of the industry) not by much. Electronics have changed considerably, but human safety factors are still the same.My understanding is that proper adjustment of the counterweights on a crossing gate will require a minimal amount of power to lift and hold them open, but when electric power is ultimately depleted, they will drop to the lowered (safe) position.Footnotes[1] http://www.fra.dot.gov/Elib/Document/16627[1] http://www.fra.dot.gov/Elib/Document/16627[1] http://www.fra.dot.gov/Elib/Document/16627[1] http://www.fra.dot.gov/Elib/Document/16627