Plug the code reader into your diagnostic port positioned underneath your Audi's steering wheel.
Insert your Audi's key into the ignition and turn it for the "Accessories" position in order that the car's electronics are activated. br />
Power on the code scan tool and allow it to scan for the diagnostic codes.
Write down the diagnostic codes as they appear on the screen.
Check the diagnostic codes that you received from the against a table of the diagnostic codes available for your car.
2012年8月28日星期二
Tips on how to Diagnose a PT Cruiser A/C Trouble
Open the hood of the PT Cruiser and inspect the belt on the A/C pump. If the belt is broken, definitely this can stop the compressor from operating. However, the belt is actually a drive belt, so verify the whole drive belt on the front in the engine for any indicators of put on or deterioration . Examine the teeth of the belt. If they're damaged in any way, you need to replace them to make positive the belt is driving the compressor effectively.
Turn the automobile on. Turn the A/C on full, and set the fan speed to "high."
Check for cold air being blown into the cabin. When the A/C does not blow cold, this could indicate a faulty compressor or a lack of refrigerant in the cooling lines.
Remove the blue cap on the low-pressure line. The low-pressure line is the only one with a blue cap running out from the A/C compressor to the firewall.
Place the pressure gauge quick-connect fitting over the top in the valve on the low-pressure line.
Open the verify valve on the pressure gauge, and examine to produce confident the pressure in the A/C lines is below the red mark on the pressure gauge. If you have pressure that falls within the green band on the pressure gauge, then the A/C system is pressurized---meaning there is refrigerant in the lines . If you are not blowing cold air in the cabin, it means that the compressor has failed. If there is no pressure or low pressure in the lines, there is a leak somewhere in the lines.
Many times when the compressor fails, there is also a leak at the compressor. So have the lines checked by a professional mechanic; if he finds no leaks, then replace the compressor.
Turn the automobile on. Turn the A/C on full, and set the fan speed to "high."
Check for cold air being blown into the cabin. When the A/C does not blow cold, this could indicate a faulty compressor or a lack of refrigerant in the cooling lines.
Remove the blue cap on the low-pressure line. The low-pressure line is the only one with a blue cap running out from the A/C compressor to the firewall.
Place the pressure gauge quick-connect fitting over the top in the valve on the low-pressure line.
Open the verify valve on the pressure gauge, and examine to produce confident the pressure in the A/C lines is below the red mark on the pressure gauge. If you have pressure that falls within the green band on the pressure gauge, then the A/C system is pressurized---meaning there is refrigerant in the lines . If you are not blowing cold air in the cabin, it means that the compressor has failed. If there is no pressure or low pressure in the lines, there is a leak somewhere in the lines.
Many times when the compressor fails, there is also a leak at the compressor. So have the lines checked by a professional mechanic; if he finds no leaks, then replace the compressor.
2012年8月27日星期一
The way to Clean the Oxygen Sensors inside a Lexus SC400
Raise the vehicle using a hydraulic jack and secure it on jack stands. The Lexus SC400 is equipped with four oxygen sensors, two per bank. Stick to the exhaust manifolds in the front on the engine to underneath it where you may see the oxygen sensors screwed into position, each just before and following the catalytic converters on each and every side on the engine . The oxygen sensors will have wires plugged into the top rated on the sensors that run back into the engine bay.
Spray the oxygen sensors with penetrating oil and make it possible for it to sit for a minimum of ten minutes. On a high mileage automobile, this procedure should be repeated several instances.
Use a box-end wrench or oxygen removal socket to remove the sensor for cleaning. If the "Check Engine" light on your Lexus SC400 has come on, the code will tell you which sensor is not operating normally. Otherwise, clean all 4 oxygen sensors so that the engine's computer signal remains consistent.
Examine the oxygen sensor to make sure the contact is intact and has not cracked, broken off or been damaged. The sensor contact will be black and covered with carbon; but if it is damaged, it will need to be replaced.
Spray the oxygen sensor with throttle body cleaner. Let it to soak in then gently tap the end from the oxygen sensor to dislodge any deposits. Repeat, as necessary, until the sensor is clean.
Reinstall the oxygen sensor once it is dry and cleaned. Lower the car with the hydraulic jack. You may want to place a dab of anti-seize compound on the threads on the oxygen sensor so that it is easier to remove in the future.
Spray the oxygen sensors with penetrating oil and make it possible for it to sit for a minimum of ten minutes. On a high mileage automobile, this procedure should be repeated several instances.
Use a box-end wrench or oxygen removal socket to remove the sensor for cleaning. If the "Check Engine" light on your Lexus SC400 has come on, the code will tell you which sensor is not operating normally. Otherwise, clean all 4 oxygen sensors so that the engine's computer signal remains consistent.
Examine the oxygen sensor to make sure the contact is intact and has not cracked, broken off or been damaged. The sensor contact will be black and covered with carbon; but if it is damaged, it will need to be replaced.
Spray the oxygen sensor with throttle body cleaner. Let it to soak in then gently tap the end from the oxygen sensor to dislodge any deposits. Repeat, as necessary, until the sensor is clean.
Reinstall the oxygen sensor once it is dry and cleaned. Lower the car with the hydraulic jack. You may want to place a dab of anti-seize compound on the threads on the oxygen sensor so that it is easier to remove in the future.
Tips on how to Examine the Output of a Chevrolet Alternator
Start the vehicle. If it doesn't start off, attach the battery pack to the battery. Try and start the . If the automobile still will not commence and you know the battery is dead, charge the battery together with the charger for at least six hours.
Set the voltmeter to 20 volts. Touch the good battery terminal using the red lead. Touch the negative battery terminal with the black lead.
Read the output of the alternator. In the event the voltmeter is putting out 13.5 to 14.5 volts, the alternator is properly charging the battery. Test the alternator further by turning on all the lights and the heater. The voltage should drop for a second or two, but should go back up to no less than 13 volts. If not, the alternator is charging, but not well.
Turn off the Chevrolet. Hold the voltmeter's red lead on the positive battery terminal and the black lead on the unfavorable terminal. Have a helper get started the vehicle while you watch the voltmeter. If the volt meter drops below 10 volts, the alternator is not putting out enough amperage and should be replaced before it quits completely.
Set the voltmeter to 20 volts. Touch the good battery terminal using the red lead. Touch the negative battery terminal with the black lead.
Read the output of the alternator. In the event the voltmeter is putting out 13.5 to 14.5 volts, the alternator is properly charging the battery. Test the alternator further by turning on all the lights and the heater. The voltage should drop for a second or two, but should go back up to no less than 13 volts. If not, the alternator is charging, but not well.
Turn off the Chevrolet. Hold the voltmeter's red lead on the positive battery terminal and the black lead on the unfavorable terminal. Have a helper get started the vehicle while you watch the voltmeter. If the volt meter drops below 10 volts, the alternator is not putting out enough amperage and should be replaced before it quits completely.
2012年8月24日星期五
GM Particular Service Tools
GM MDI
The Common Motors MDI is often a diagnostic tool used on automobiles assembled from 1996 to present day. The particular tools connect straight to the automobile to transfer details in the car's onboard ECU network. The device works with wireless, Ethernet and USB connections /a>. Accessories readily available for the GM MDI tool incorporate a carrying situation, Ethernet cable, USB cable and wireless card.
Tech 2 Common GM Kit
The Tech two is a handheld GM particular tool that aids translate the information and facts the vehicle's onboard electronic system. It assists technicians in diagnosing and repairing vehicle's electronic systems. The tool performs on automobile from 1996 to the present. The gear operate with application and can update from authorized Techline terminals. The devices retrieve diagnostic difficulty codes and display the benefits from a diagnostic test. Accessories for the Tech 2 involve an adapter, battery and hand straps.
Tire Pressure Documentation Kit
The Tire Pressure Documentation Kit allows technicians to record and store exact tire pressure readings of an automobile . The device notes readings for automobiles that have a gross vehicle weight under 10,000 lbs. It also communicates with the shop perform area via wireless connection.
The Common Motors MDI is often a diagnostic tool used on automobiles assembled from 1996 to present day. The particular tools connect straight to the automobile to transfer details in the car's onboard ECU network. The device works with wireless, Ethernet and USB connections /a>. Accessories readily available for the GM MDI tool incorporate a carrying situation, Ethernet cable, USB cable and wireless card.
Tech 2 Common GM Kit
The Tech two is a handheld GM particular tool that aids translate the information and facts the vehicle's onboard electronic system. It assists technicians in diagnosing and repairing vehicle's electronic systems. The tool performs on automobile from 1996 to the present. The gear operate with application and can update from authorized Techline terminals. The devices retrieve diagnostic difficulty codes and display the benefits from a diagnostic test. Accessories for the Tech 2 involve an adapter, battery and hand straps.
Tire Pressure Documentation Kit
The Tire Pressure Documentation Kit allows technicians to record and store exact tire pressure readings of an automobile . The device notes readings for automobiles that have a gross vehicle weight under 10,000 lbs. It also communicates with the shop perform area via wireless connection.
2012年8月20日星期一
Blue Point Scan Tools
CanOBD2 Automobile Reader
The Car or truck Reader Controller Location Network OBD2 (CanOBD2) is compatible with autos produced among 1996 towards the present, and it comes having a light-emitting diode (LED) screen that is color-coded depending on the type of DTC code. This tool lets you view the errors connected with your Examine Engine light and to clear the warning immediately after you repair the problem. The CanOBD2 Auto Reader is plug-and-play, which indicates that your technique will recognize it as soon as you plug it in. The manufacturer's product quantity for this tool is YA3020 and it fees $66.85 as of November 2010.
CanOBD2 ABS Scan Tool
The Scan Tool, Anti-lock Brake Technique (ABS) and CanOBD2 allows you to diagnose complications connected with your ABS, CAN and OBD2 systems. This tool allows you to view error codes connected with your transmission and original gear manufacturer -(OEM) enhanced systems. You may pull up freeze frame information about your car, which signifies that the tool will capture details about a particular moment in time, and you can use this information to compare present, past and future efficiency. This scan tool comes with software for any Windows-based technique so that you are able to view the scan tool data in your laptop or computer or laptop. The manufacturer's product quantity for this tool is YA3160 and it charges $339.55 as of November 2010.
CanOBD2 Diagnostic Tool
This tool comes with three language displays for Spanish, English and French and it allows you to diagnose and erase Verify Engine light warnings. It also comes with an emissions readiness warning light, which could indicate that you just have a challenge together with your emissions sensor. You could connect this tool to your computer, and pull up or print reports. You may also update this diagnostic tool with the latest vehicle model data via the Internet and capture freeze frame data. The manufacturer's item quantity is YA31000 and it fees $154.35 as of November 2010.
The Car or truck Reader Controller Location Network OBD2 (CanOBD2) is compatible with autos produced among 1996 towards the present, and it comes having a light-emitting diode (LED) screen that is color-coded depending on the type of DTC code. This tool lets you view the errors connected with your Examine Engine light and to clear the warning immediately after you repair the problem. The CanOBD2 Auto Reader is plug-and-play, which indicates that your technique will recognize it as soon as you plug it in. The manufacturer's product quantity for this tool is YA3020 and it fees $66.85 as of November 2010.
CanOBD2 ABS Scan Tool
The Scan Tool, Anti-lock Brake Technique (ABS) and CanOBD2 allows you to diagnose complications connected with your ABS, CAN and OBD2 systems. This tool allows you to view error codes connected with your transmission and original gear manufacturer -(OEM) enhanced systems. You may pull up freeze frame information about your car, which signifies that the tool will capture details about a particular moment in time, and you can use this information to compare present, past and future efficiency. This scan tool comes with software for any Windows-based technique so that you are able to view the scan tool data in your laptop or computer or laptop. The manufacturer's product quantity for this tool is YA3160 and it charges $339.55 as of November 2010.
CanOBD2 Diagnostic Tool
This tool comes with three language displays for Spanish, English and French and it allows you to diagnose and erase Verify Engine light warnings. It also comes with an emissions readiness warning light, which could indicate that you just have a challenge together with your emissions sensor. You could connect this tool to your computer, and pull up or print reports. You may also update this diagnostic tool with the latest vehicle model data via the Internet and capture freeze frame data. The manufacturer's item quantity is YA31000 and it fees $154.35 as of November 2010.
Automotive Instruction Tools
Dynamometers
You will need to have a chassis dynamometer as well as an engine dynamometer. A dynamometer is actually a tool that calculates overall performance, speed, energy and force of the /a> portion being testing. The dynamometer contains sensors that will decide the energy and speed output of an engine or the execution in the automobile chassis.
Diagnostic Tools
Diagnostic tools and instruments are equivalent to scanners. There are actually diverse kinds of diagnostic tools according to the a part of the automobile. These instruments not simply detect a flaw within a portion, but can measure the excess from the particular flaw. There are diagnostic tools for engine parts, transmissions, fuel systems, electrical systems and braking systems.
Testers and Analyzers
Fuel injection testers and emission analyzers are necessary components when involved in automotive coaching. A fuel injector tester detects any leaks or additional malfunctions within the fuel injections system. Emission analyzers can ascertain a variety of issues such as fuel efficiency and combustion troubles, along with enhance the efficiency of your combustion system.
Measurement Tools
You will need to have a variety of automotive measurement tools and gauges. This includes a brake gauge, cylinder bore gauge, angle gauge or inclinometer, dial indicators and calipers.
Conventional Hand Tools
Automotive training not merely requires specialized tools but also the conventional tools such as ratchet wrench, socket wrench, conventional wrenches, pliers, screwdrivers, breaker bar, vise grips and hammer.
Additional Tools and Equipment
Automotive instruction involves a wide assortment of tools and equipment. Additional tools and equipment needed include the four-wheel alignment system, lifts and jack stands, frame bench, welders and code scanners. Some automotive education programs may require specific designated areas or booths for painting and paint mixing.
You will need to have a chassis dynamometer as well as an engine dynamometer. A dynamometer is actually a tool that calculates overall performance, speed, energy and force of the /a> portion being testing. The dynamometer contains sensors that will decide the energy and speed output of an engine or the execution in the automobile chassis.
Diagnostic Tools
Diagnostic tools and instruments are equivalent to scanners. There are actually diverse kinds of diagnostic tools according to the a part of the automobile. These instruments not simply detect a flaw within a portion, but can measure the excess from the particular flaw. There are diagnostic tools for engine parts, transmissions, fuel systems, electrical systems and braking systems.
Testers and Analyzers
Fuel injection testers and emission analyzers are necessary components when involved in automotive coaching. A fuel injector tester detects any leaks or additional malfunctions within the fuel injections system. Emission analyzers can ascertain a variety of issues such as fuel efficiency and combustion troubles, along with enhance the efficiency of your combustion system.
Measurement Tools
You will need to have a variety of automotive measurement tools and gauges. This includes a brake gauge, cylinder bore gauge, angle gauge or inclinometer, dial indicators and calipers.
Conventional Hand Tools
Automotive training not merely requires specialized tools but also the conventional tools such as ratchet wrench, socket wrench, conventional wrenches, pliers, screwdrivers, breaker bar, vise grips and hammer.
Additional Tools and Equipment
Automotive instruction involves a wide assortment of tools and equipment. Additional tools and equipment needed include the four-wheel alignment system, lifts and jack stands, frame bench, welders and code scanners. Some automotive education programs may require specific designated areas or booths for painting and paint mixing.
2012年8月18日星期六
Automotive Laptop Reprogramming Tools
CarDAQ-Plus
This tool is created to perform with any variety of controller place network (CAN), which can be typically identified in newer model cars and trucks. This tool comes with both a universal serial bus (USB) port and an Ethernet port, which allows you to connect this tool to your laptop. This tool aids you diagnose difficulties on CAN vehicles, and you can use this tool to re-flash the personal computer systems. Other features of this tool involve that it comes with expansion slots, which permit you to add memory and further functionality, as well as the method could be upgraded by way of firmware updates. As of 2010, this tool costs $1,638, and is manufactured by Drew Technologies. It is targeted to industry specialists and smaller automotive repair shops.
Race Technology
This re-flashing application is for Race Technologies solutions, and this can be a totally free item. You just need to download it from the business web site. This tool is compatible with Windows XP, Vista and 7, and this re-flashing application enables you to delete stored facts. Then, the software will update the program with all the most current firmware updates, which contain security and software program updates. These updates could also right items like emission, transmission and fuel economic climate problems. It's essential to plug your device into either a personal computer or perhaps a laptop given that this is where you might install the software.
Universal Reprogrammer
The Universal Reprogrammer is compatible with General Motors (GM), Toyota, Ford and Chrysler vehicles, and it enables you to re-flash your program using the same application updates as the dealer does. This really is a stand-alone tool, and it uses a wizard to guide you through the process . Other functions of this reprogrammer contain that it comes with its own scan tool, and it really is compatible with Windows XP with the Service Pack 3 (SP3), Vista and 7, and it can be only compatible with 32-bit systems. As of 2010, the Universal Reprogrammer expenses between $1,000 and $2,395 if you want a wired connection, and it fees between $1,000 and $2,495 if you would like a wireless connection.
Auto Technician Electrical Tools
Test Light
A test light is employed to verify for electrical continuity within a circuit and aids to ascertain if power is present within the circuit being tested. The typical test light resembles a screwdriver and will have a light bulb inside of a clear manage, a lengthy wire ending in a clamp attached for the deal with, and a pointed metal probe opposite the deal with. The test light is utilized by connecting the clamp to a solid metal ground, and touching the pointed probe to the connections or wires to become tested . If the light bulb inside the handle lights up, the circuit is energized and receiving electrical power, if it does not, there exists a break someplace within the circuit.
Multi-Meter
A multi-meter is often a solid state device which is applied to measure the amperage, volts, and resistance within circuits. To test for amperage, the device is connected as a direct a part of the circuit to become tested. This causes the electrical energy within the circuit to pass via the multi-meter, which then measures the total amperage passing by means of the circuit.
To test for volts, the multi-meter is connected parallel towards the circuit to be tested, not inside the circuit itself. The multi-meter then can measure the total voltage present inside the circuit and reveal drops and modifications in voltages as various variables or situations are checked inside the circuit.
To test ohms, or resistance to the flow of electrical current within a circuit, the multi-meter is connected towards the component or circuit to be tested exactly where it then measures how much resistance the circuit or element has for the flow of current. The readings are when compared with the manufacturer's specifications on the circuit or element and reveal when the resistance is within the appropriate range.
Jumper Wires
Jumper wires are simply pieces of wire that have clips, probes, or clamps on each end. They are made use of to bypass sections of a circuit in order to isolate faults or breaks within the circuit, and to test for component failures. To find breaks inside the circuit, one end with the jumper wire will be connected to a known good connection, and the other connected to different points along the circuit until a fault is found. To test a element the jumper wires will be utilized to connect the electrical component directly to a energy source to determine when the component operates or not.
Scanner
A scanner, or code reader as it is sometimes called, is a portable device which connects to the diagnostic computer port of a vehicle and reads the error codes contained inside the vehicles onboard computer. Each of these error codes relates to a specific problem or failure inside the engine or electrical system . These codes are then utilized to identify the source of your problem by comparing them to the manufacturers list of code error descriptions.
Auto Mechanical Tools
Timing Light
Timing lights have develop into a have to have tool for the automotive mechanic. These gun shaped tools are essentially strobe lights powered by the automobiles ignition that happen to be applied to illuminate the timing markers on the automobiles timing belt or timing chain. The strobe impact freezes the timing markers and aids the mechanic correctly diagnose and right any timing complications that may be present.
Engine Lift
Also generally known as an engine crane or a cherry picker, the engine lift is an vital tool in removing an engine. Generally, repairs require that the engine in the car or truck be removed or are only a lot easier with it out, which include body operate. Seeing as an engine weighs greater than the average mechanic can lift, the engine lift becomes a life, and back, saver. It operates by attaching a heavy duty chain to the engine and utilizing a cantilever crank to pull the engine up and out with the engine bay.
Spring Compressor
When doing complex suspension perform, it could be necessary for the mechanic to temporarily remove or outright replace the suspensions springs. Since they are built to support the hefty weight of a vehicle, compressing them enough to get back in place is impossible without the aid of a spring compressor. These very simple tools apply much far more force and do so much additional evenly than a human is possible of and holds the compressed spring, freeing the mechanics hands to place it without worry of sudden decompression.
Auto Mechanic Duties & Responsibilities
Perform Diagnostic Tests
In order for an automobile mechanic to fix a car's problem, he must put the car's engine through a series of diagnostic tests. After conferring with the owner of the car with the problem and questioning the owner about the exact problems the owner is encountering with the car , the auto mechanic will bring out the proper electronic diagnosing tools and begin the diagnostic process. The mechanic must run the car's engine through enough tests so he will know exactly what section of the car's engine needs to be repaired immediately to stop the problem.
Perform Tune-ups
Using specific car-tuning tools such as a carburetor injector tool in order to perform a complete car tune-up, an important auto mechanic job duty is to help maintain a car's engine. Performing these types of thorough tune-ups on a variety of cars in the regular work week, the auto mechanic will also change an automobile's spark plugs, align a car's transmission belt and change the car's oil filters in order to complete the tune-up properly.
Repair Air Conditioning
When the harsh summer months bring high temperatures to most of the country, a car's air-conditioning system is fully taxed. At these times, an automobile's air-conditioning system will need to be serviced or repaired completely if the need arises. An auto mechanic's main responsibility is to diagnose why an automobile's air-conditioning system is not working properly and then either put more freon into the car's A/C system to help solve the issue, or she will take the A/C system apart and replace the failed parts of the A/C system itself.
Examines Belts and Hoses
During routine auto mechanic jobs such as changing a car's oil or rotating an automobile's tires, a major duty of the auto mechanic is to examine a car's belts and hoses for any signs of wear and tear /a>. By lifting the car up on a hydraulic lift, the mechanic is able to look at a car's driving belt and radiator hoses as well as check for signs of leakage in the car's oil pan. If the auto mechanic finds any problems with these car parts, he will inform the car's owner about the problems and give the owner an estimate for fixing the hoses, oil pans or belts.
2012年8月13日星期一
Troubleshooting Car Problems
Buying a auto is not any doubt a new advantage, nonetheless it includes its reveal involving issues as well. There are large chances that you are gonna knowledge a few problems with the auto, as well as the best one can expect is that these kinds of don't arise while you're touring. Vehicle issues can vary in the simple to the particular frustratingly complex, which could at times baffle even the majority of experienced aspects /a>. Thankfully, not every one of these are extremely sophisticated, and also trouble shooting automobile difficulties may help you get on the street again throughout pretty fast period.
Remember though, that for some car troubles it will require some time to obtain repaired, and definately will, likely, need to be taken to the storage, or maybe you're on the road, towed away. Given in this short article are the common conditions most automobiles deal with of their life-time, along with recommendations on how you can find a similar. This can not just assist in looking at when it is all totally fine before heading with the journey, and can additionally provide you with some rudimentary know-how about what's wrong using your vehicle, and how much the technician to share with you.
Common Car Difficulties
Here are some of the most widespread problems that you may encounter along with your auto, along with what you ought to do today to make an effort to fix these kind of. If you aren't certain concerning using the vehicle, then its better if anyone phone a mechanic and obtain the challenge taken care of.
Troubleshooting Other Problems
You can troubleshoot a problem with your car with the diagnosis of the odd smells, odors, fumes, smoke and sounds coming from various compartments of your car. Timely detection and diagnosis may help you take preventive and corrective actions for your car problems.
The most popular reasons behind difficulties as well as problem solving methods contained in this post is merely an indication to the probable automotive issues in addition to their possible brings about. You can save your self through expensive vehicle repairs through well-timed action to fix the situation. You might need to go to a certified automobile restoration center as well as consider technician's advice to look at, diagnose as well as restore your.
A vehicle can be a device and just how well this functions depends upon how good you're taking good care of it. Regular auto upkeep is very important and can aid in increasing living of your respective vehicle, as well as not getting caught in early and desperate circumstances. Remember, if you achieve your automobile served often, you won't be troubleshooting any troubles typically.
Remember though, that for some car troubles it will require some time to obtain repaired, and definately will, likely, need to be taken to the storage, or maybe you're on the road, towed away. Given in this short article are the common conditions most automobiles deal with of their life-time, along with recommendations on how you can find a similar. This can not just assist in looking at when it is all totally fine before heading with the journey, and can additionally provide you with some rudimentary know-how about what's wrong using your vehicle, and how much the technician to share with you.
Common Car Difficulties
Here are some of the most widespread problems that you may encounter along with your auto, along with what you ought to do today to make an effort to fix these kind of. If you aren't certain concerning using the vehicle, then its better if anyone phone a mechanic and obtain the challenge taken care of.
| Common Car Problems | ||
| Problem | What Happens | What To Do |
| Engine won't start | Engine makes a sound while starting known as cranking | • If you don't hear the cranking sound when the ignition key is turned on to start the car, this generally means that there could be something wrong with the starter or the battery (assuming you are not out of gas). A simple way to check if your battery is weak or completely discharged is to test the windshield wipers, lights, radio or fan. If they do not work then the battery may be completely dead or may have faulty battery connections. • Check the battery connectors at the terminals. Make sure that the connections are clean, tight and free from corrosion. Call your garage mechanic or towing service if this does not work. |
| Starter makes a clicking sound and won't operate | You hear a loud clicking noise while starting your car, but the starter does not operate | • Check if the lights, windshield wiper work. If yes, then maybe there is a problem with the starter. Either it is jammed or there could be a problem with the starter motor. • Locate the starter motor and tap it with a spanner or a suitable tool. • If you car has a manual gearbox, try to push-start or call your car mechanic or towing service. |
| Engine starts slowly | Engine stops cranking after you release the key or engine cranks very slowly | • If the engine stops cranking after you release the key or if you hear the engine crank very slowly, you may have a weak or dead battery. • Check the connections at the battery terminal. Clean and tighten them if necessary. Recharge the battery. • You can get your car moving by jump-starting the car (please refer to your car user manual for details) or push-starting a manual gearbox car. |
| Engine turns on but car won't move | Car does not move after selecting the transmission gear | • If the engine is running and the car does not move after selecting the transmission gear, the first thing that comes to the mind is the car's transmission or drive (assuming that the parking brake is released). • For cars with automatic transmission, check level of Automatic Transmission Fluid (ATF). Allowing the engine to continue running, check the level of ATF with the ATF dipstick. Pull the dipstick completely out and wipe it with a rag before inserting it back in the engine and remove it again. If the fluid level is sufficient, then it could be the gearshift that has disconnected. If the fluid level is very low or if you don't see any fluid on the dipstick, call for your car mechanic or towing service. • For manual shift transmission, check the condition of the clutch. Most probably, chances are that you may only need a clutch adjustment. Burned clutch facings may result in frequent slipping and need replacement. |
You can troubleshoot a problem with your car with the diagnosis of the odd smells, odors, fumes, smoke and sounds coming from various compartments of your car. Timely detection and diagnosis may help you take preventive and corrective actions for your car problems.
| Diagnosing and Troubleshooting Common Problems | ||
| Smells | Smoke | Leaks |
| Gasoline If you smell gasoline odor inside or anywhere near the car, there is probably a leakage with the fuel delivery system. Pull the car over, and step out immediately. Inspect the gas tank for any leak underneath. Call a nearby repair facility or towing service immediately. Do not attempt to continue driving if you smell gasoline odor in your vehicle. Burning Plastic The most common cause is a plastic bag stuck to the exhaust. If you smell rubber burning, check if the parking brake is accidentally kept engaged. Driving your car with parking brake can cause burning smell due to excessive surface friction of the brake pads. Electrical shorts may result in overheating and burning of the insulation material giving out a strong smell of burning plastic. In this case, disconnect the battery immediately and contact your car mechanic to locate the problem and prevent further damage to the system. Mildew and Mold It is an unpleasant smell that comes from your car upholstery, carpets or air-conditioner evaporator. An accidental liquid spill, rainwater seeping in or car flooding can cause the affected area to accumulate moisture and remain damp, giving a chance for mold formation and strong mildew stink. This can lead to serious problems like rust and weakening of your car body. Check for the source of odor. Dry the affected area thoroughly, by blowing hot air with a hair dryer to evaporate the moisture. Take care that the dryer does not heat up or is held too close to the upholstery fabric. Open the windows and let the air out. Keeping a couple of charcoal briquettes underneath your car seat absorbs moisture and odor. If everything fails, get your car cleaned at a professional car cleaning facility. Exhaust Fumes of exhaust especially inside the passenger compartment of the car can be very dangerous as it contains traces of carbon monoxide, which is quite harmful. It may be the result of a leak in the exhaust system and needs to be attended immediately. Hot or Burning Oil It is generally a result of oil or fluid leaking on a hot surface such as a hot exhaust manifold. Call the mechanic to look for the leak and fix the problem. Burning Coolant The burning of coolant produces a sweet smell, which indicates a faulty intake manifold gasket. Get the car inspected by your mechanic at once. | Blue Smoke When engine oil enters into the engine combustion chamber and burns along with fuel and air mixture, you can see blue smoke coming out of the exhaust tailpipe. Call your mechanic to check the leak and correct the problem. Black Smoke Black smoke is a result of an excessively rich mixture of air and fuel entering into the cylinder area. The proportion of fuel is more in the air to fuel ratio. This fuel rich mixture does not burn completely in the combustion chamber and produces black smoke coming out of the tailpipe, thus affecting engine performance and fuel economy. Although rich mixture is necessary for engine start-up, black smoke is indication for a faulty injection system or sensors in the engine computer. Get your car tested for emission and call your mechanic for engine tune-up White Smoke The white smoke coming from the exhaust tailpipe is actually steam, which indicates that water or antifreeze is being burned along with the fuel and air mixture in the engine. This can also be diagnosed if you have to add water and antifreeze more frequently than normal. Water or antifreeze if mixed with the engine oil entering into the engine cylinder can damage the engine seriously. Have your mechanic check for leaks and fix the problem immediately.   | Oily and Black or Dark The leaking fluid is most likely engine oil. Check the oil level by removing the dipstick and measuring the fluid level. Refill the oil according to the mark on the dipstick and observe the level for a next few days. If you find the oil level dropped and/or spot the puddle again, it's time to get the leak inspected by your mechanic. Oily and Red If you notice oily and red leakage, it is most likely to be transmission fluid. Check the transmission fluid level, refill it and observe for the next few days. If you find that the level has dropped, get it checked by your mechanic to avoid damage to the transmission. Green or Yellow Green or yellow leaks are most likely to be coolant leaks. Get the leak identified and fixed by your mechanic. Clear Fluid Clear fluid is most likely to be drain water from the car's air conditioning unit or windshield washer fluid. You may have to touch and feel the fluid or smell it to determine if it is water. Clear and Oily If you notice a leak that is clear and oily then it is most likely brake fluid, which is a more serious type of leak. Get the leak identified and repaired by your mechanic to avoid brake failure.   |
The most popular reasons behind difficulties as well as problem solving methods contained in this post is merely an indication to the probable automotive issues in addition to their possible brings about. You can save your self through expensive vehicle repairs through well-timed action to fix the situation. You might need to go to a certified automobile restoration center as well as consider technician's advice to look at, diagnose as well as restore your.
A vehicle can be a device and just how well this functions depends upon how good you're taking good care of it. Regular auto upkeep is very important and can aid in increasing living of your respective vehicle, as well as not getting caught in early and desperate circumstances. Remember, if you achieve your automobile served often, you won't be troubleshooting any troubles typically.
2012年8月10日星期五
Five Indian techies die in car accident in US
The names of the people killed have not been released, but the Telugu Association of North America (TANA) citing a friend of those killed identified the five as Jaswanth Reddy Subbayyagari, Phanindra Gade, Anurag Anthati, Srinivas Ravi and Venkat.
TANA president Prasad Thotakura said the organisation was working with police and the local community to inform the families of the deceased, and making necessary arrangements to send the bodies to India.
The accident took place as the driver of the Chevrolet Camaro car travelling south on the Interstate 235 lost control as it tried to merge onto the ramp toward southbound I-35, the Highway Patrol said.
The Camaro flew off the road and onto the southbound ramp from I-40 to I-35. The car slammed into the back of a semi-truck, and went under the trailer.
The top of the car was sheared off. The car then spun off the road and burst into flames. All five people inside the Camaro were ejected from the vehicle and died at the scene. The driver of the semi was not hurt.
TANA president Prasad Thotakura said the organisation was working with police and the local community to inform the families of the deceased, and making necessary arrangements to send the bodies to India.
The accident took place as the driver of the Chevrolet Camaro car travelling south on the Interstate 235 lost control as it tried to merge onto the ramp toward southbound I-35, the Highway Patrol said.
The Camaro flew off the road and onto the southbound ramp from I-40 to I-35. The car slammed into the back of a semi-truck, and went under the trailer.
The top of the car was sheared off. The car then spun off the road and burst into flames. All five people inside the Camaro were ejected from the vehicle and died at the scene. The driver of the semi was not hurt.
Opinion: Affordable Care Act comes with side effects
With the Affordable Care Act (ACA) passing constitutional muster in a surprising 5-4 Supreme Court decision, all eyes now turn toward the law’s implementation. Some states’ governors have put their plans on hold pending the results of the November election; others are moving ahead with the insurance exchanges . And while most of the major provisions have yet to kick in, there are already some troubling signs on the horizon.
A story in The New York Times reported that by 2015, the country will have roughly 62,000 fewer doctors than needed, according the estimates from the Association of American Medical Colleges. That shortfall could hit 100,000 by 2025, as aging baby boomers and the insurance mandate drive up demand. More ominous is the fact that fewer doctors are accepting Medicaid, a massive expansion of which is at the very heart of the law. Even supporters of the ACA admit there is nothing that can be done to address the shortage, certainly in the near term, as it takes about 10 years to train a new doctor. The Times’ article echoed the results of a survey by the Doctor Patient Medical Association, which said that 83 percent of American physicians had considered leaving their practices because of the law.
On the employer front, the trends are equally discouraging. A study by Deloitte Consulting, which surveyed 560 U.S. companies, found one in 10 businesses plans to end its insurance plans as the ACA measures begin to come online. Smaller firms, those with fewer than 100 workers, were more likely to drop coverage.
Sadly, it was all too predictable.
One of the most maddening aspects of the health care debate in 2009 and 2010 was that the focus was entirely on the demand side — the millions of uninsured who, according to the narrative at the time, would now have access to “quality, affordable health care.” Few people, certainly those in favor of the law, ever mentioned the supply side: the doctors, nurses, hospitals and diagnostic equipment that would be necessary to meet the new demand. Rather than being treated as a limited resource, health care was implicitly lumped in the same category as sunshine or fresh air — a commodity that could be dispensed in equal measure to anyone who wanted it, whenever they needed it, without any impact on quality.
It didn’t make sense then and it still doesn’t today. If you belong to a fitness club and 100 new members suddenly sign up one weekend, it’s safe to assume that finding a free treadmill or weight bench would be much more difficult. All members have equal access to the club, of course, but they would quickly find that “access” is not the same as actually getting in a workout. The club’s owners, to continue the analogy, would have to come up with a way to control the lines, perhaps using a reservation system for each machine or giving priority to the more overweight members. But someone with authority would have to decide who gets dibs.
With the ACA, this is where the Independent Payment Advisory Board (IPAB) comes into the picture. The IPAB’s mandate states that it cannot make any recommendations that “ration” care, but it remains to be seen how this can be done, or whether “rationing” is a malleable term. (Several states, for example, are limiting the number of prescription drugs they will cover for Medicaid patients — it may not be “rationing” in the strictest sense if everyone faces the same, limited options.) Indeed, looking at health-care models around the globe, in every case where government bureaucrats are charged with reducing costs, the best tool in the kit is to control demand by limiting either access or the number of choices.
For those who were appalled at how the ACA was ground through the legislative meat grinder, the sobering concern was that such a mammoth and far-reaching law, conceived and passed in the crudest and most partisan of manners , would have reams of unintended consequences buried in its 2,700 pages. It’s what made President Obama’s assurances at the time — that we could keep our doctors, keep our insurance plans, period — ring so hollow. How could he possibly have known what the impact would be on millions of businesses, doctors and patients?
As it turns out, he didn’t. With big ideas come big consequences, yet the ACA was pitched as the magical exception to the rule: It wouldn’t “add a dime to the deficit,” we could keep our doctors and insurance plans, and, according to a curious claim by former Speaker Nancy Pelosi, it would add 400,000 jobs “almost immediately.” None of this, we’re quickly finding, was true.
In writing the majority decision, Chief Justice John Roberts noted that it was not “[the court’s] job to protect the people from the consequences of their political choices.” As the ACA slowly comes to life, the relevance of that observation is becoming painfully clear.
A story in The New York Times reported that by 2015, the country will have roughly 62,000 fewer doctors than needed, according the estimates from the Association of American Medical Colleges. That shortfall could hit 100,000 by 2025, as aging baby boomers and the insurance mandate drive up demand. More ominous is the fact that fewer doctors are accepting Medicaid, a massive expansion of which is at the very heart of the law. Even supporters of the ACA admit there is nothing that can be done to address the shortage, certainly in the near term, as it takes about 10 years to train a new doctor. The Times’ article echoed the results of a survey by the Doctor Patient Medical Association, which said that 83 percent of American physicians had considered leaving their practices because of the law.
On the employer front, the trends are equally discouraging. A study by Deloitte Consulting, which surveyed 560 U.S. companies, found one in 10 businesses plans to end its insurance plans as the ACA measures begin to come online. Smaller firms, those with fewer than 100 workers, were more likely to drop coverage.
Sadly, it was all too predictable.
One of the most maddening aspects of the health care debate in 2009 and 2010 was that the focus was entirely on the demand side — the millions of uninsured who, according to the narrative at the time, would now have access to “quality, affordable health care.” Few people, certainly those in favor of the law, ever mentioned the supply side: the doctors, nurses, hospitals and diagnostic equipment that would be necessary to meet the new demand. Rather than being treated as a limited resource, health care was implicitly lumped in the same category as sunshine or fresh air — a commodity that could be dispensed in equal measure to anyone who wanted it, whenever they needed it, without any impact on quality.
It didn’t make sense then and it still doesn’t today. If you belong to a fitness club and 100 new members suddenly sign up one weekend, it’s safe to assume that finding a free treadmill or weight bench would be much more difficult. All members have equal access to the club, of course, but they would quickly find that “access” is not the same as actually getting in a workout. The club’s owners, to continue the analogy, would have to come up with a way to control the lines, perhaps using a reservation system for each machine or giving priority to the more overweight members. But someone with authority would have to decide who gets dibs.
With the ACA, this is where the Independent Payment Advisory Board (IPAB) comes into the picture. The IPAB’s mandate states that it cannot make any recommendations that “ration” care, but it remains to be seen how this can be done, or whether “rationing” is a malleable term. (Several states, for example, are limiting the number of prescription drugs they will cover for Medicaid patients — it may not be “rationing” in the strictest sense if everyone faces the same, limited options.) Indeed, looking at health-care models around the globe, in every case where government bureaucrats are charged with reducing costs, the best tool in the kit is to control demand by limiting either access or the number of choices.
For those who were appalled at how the ACA was ground through the legislative meat grinder, the sobering concern was that such a mammoth and far-reaching law, conceived and passed in the crudest and most partisan of manners , would have reams of unintended consequences buried in its 2,700 pages. It’s what made President Obama’s assurances at the time — that we could keep our doctors, keep our insurance plans, period — ring so hollow. How could he possibly have known what the impact would be on millions of businesses, doctors and patients?
As it turns out, he didn’t. With big ideas come big consequences, yet the ACA was pitched as the magical exception to the rule: It wouldn’t “add a dime to the deficit,” we could keep our doctors and insurance plans, and, according to a curious claim by former Speaker Nancy Pelosi, it would add 400,000 jobs “almost immediately.” None of this, we’re quickly finding, was true.
In writing the majority decision, Chief Justice John Roberts noted that it was not “[the court’s] job to protect the people from the consequences of their political choices.” As the ACA slowly comes to life, the relevance of that observation is becoming painfully clear.
Hamlin crashes in Cup practice; goes to backup car
Denny Hamlin has crashed in Sprint Cup practice at Watkins Glen International.
Hamlin's No. 11 Toyota slammed into the guard rail that lines the 2.45-mile road course only seconds after Patrick Long's Toyota blew an engine, his No. 30 spewing oil on the track and kicking up grass as it came to a stop.
Jeff Burton then hit the back of Hamlin. There was left front damage and more damage across the entire back of Hamlin's car. That forced Hamlin to go to a backup car, but he had to go back to the garage when that car began leaking oil after practice resumed.
Burton also had to go to a backup car and was 29th fastest. Hamlin, eighth in the points standings, was 23rd.
Hamlin's No. 11 Toyota slammed into the guard rail that lines the 2.45-mile road course only seconds after Patrick Long's Toyota blew an engine, his No. 30 spewing oil on the track and kicking up grass as it came to a stop.
Jeff Burton then hit the back of Hamlin. There was left front damage and more damage across the entire back of Hamlin's car. That forced Hamlin to go to a backup car, but he had to go back to the garage when that car began leaking oil after practice resumed.
Burton also had to go to a backup car and was 29th fastest. Hamlin, eighth in the points standings, was 23rd.
The R&S®ESR is yet another example of the company's technology leadership in the field of EMI test receivers
Rohde & Schwarz introduces the new R&S®ESR EMI test receiver whose broadband architecture allows standard-compliant EMI measurements up to 6000 times faster than other solutions.
Comprehensive diagnostic tools such as spectrogram display /a>, realtime spectrum analysis and IF analysis help developers detect and eliminate EMI. TheR&S®ESR is impressively easy to use thanks to its intuitive touchscreen interface.
The new R&S®ESR test receiver is available in two different models for frequencies ranging from 10 Hz to 3 GHz or 7 GHz to meet the requirements of all users who perform EMC certification on commercial equipment.
The R&S®ESR covers all commercial standards relevant for test houses and EMC labs used by electrical equipment manufacturers and their suppliers.
The R&S®ESR from Rohde & Schwarz is yet another example of the company's technology leadership in the field of EMI test receivers. The test receiver features time domain scan, an FFT-based receiver technology that allows it to perform measurements up to 6000 times faster than other EMI test receivers.
Standard-compliant EMC measurements which took hours in the past can now be completed in just seconds, saving users valuable time on the way to obtaining desired results. This measurement method offers great advantages when the DUT can only be operated for short periods for testing, e.g. in the automotive and lighting industry.
The R&S®ESR opens up totally new analysis capabilities. The spectrogram function seamlessly displays the analyzed spectrum over time and records measurements for up to five hours, allowing developers to detect sporadic interferers.
The frequency mask trigger responds to specific events in a spectrum. If the mask is violated, a trigger is activated. The measurement is stopped, and the user can analyze the exact cause and effect of the interferer.
The persistence mode allows users to clearly differentiate between pulse interferers and continuous interference. It displays the probability distribution of occurring frequencies and amplitudes in various colors, making it possible to detect interferers that are hidden by broadband signals.
R&S®ESR also offers conventional stepped frequency scan so the user can compare with existing results. The test receiver is also a full-featured spectrum analyzer and offers proven tools such as IF analysis and time domain display, e.g. for click rate analysis.
The R&S®ESR not only features outstanding functionality, it also scores top marks for ease of operation and its clearly structured touchscreen.
The various measurement modes are distinctly separated, and the operating mode can be switched at the press of a button. Users can easily configure complex measurements and automated test sequences directly on the touchscreen.
The R&S EMC32 software can be used to remotely control the R&S®ESR and integrate it into complex EMC systems for automated measurement sequences.
The test receiver's application spectrum is as versatile as its diagnostics capabilities.
The R&S®ESR makes it easy to perform acceptance testing (conducted or radiated) in line with EN/CISPR/FCC on modules, assemblies, household appliances, IT equipment, TVs, radios, etc.
In the automotive sector, the R&S ESR is ideal for acceptance testing of vehicles and accessories in line with automobile manufacturer guidelines , also for mobile applications thanks to the DC operation option.
Comprehensive diagnostic tools such as spectrogram display /a>, realtime spectrum analysis and IF analysis help developers detect and eliminate EMI. TheR&S®ESR is impressively easy to use thanks to its intuitive touchscreen interface.
The new R&S®ESR test receiver is available in two different models for frequencies ranging from 10 Hz to 3 GHz or 7 GHz to meet the requirements of all users who perform EMC certification on commercial equipment.
The R&S®ESR covers all commercial standards relevant for test houses and EMC labs used by electrical equipment manufacturers and their suppliers.
The R&S®ESR from Rohde & Schwarz is yet another example of the company's technology leadership in the field of EMI test receivers. The test receiver features time domain scan, an FFT-based receiver technology that allows it to perform measurements up to 6000 times faster than other EMI test receivers.
Standard-compliant EMC measurements which took hours in the past can now be completed in just seconds, saving users valuable time on the way to obtaining desired results. This measurement method offers great advantages when the DUT can only be operated for short periods for testing, e.g. in the automotive and lighting industry.
The R&S®ESR opens up totally new analysis capabilities. The spectrogram function seamlessly displays the analyzed spectrum over time and records measurements for up to five hours, allowing developers to detect sporadic interferers.
The frequency mask trigger responds to specific events in a spectrum. If the mask is violated, a trigger is activated. The measurement is stopped, and the user can analyze the exact cause and effect of the interferer.
The persistence mode allows users to clearly differentiate between pulse interferers and continuous interference. It displays the probability distribution of occurring frequencies and amplitudes in various colors, making it possible to detect interferers that are hidden by broadband signals.
R&S®ESR also offers conventional stepped frequency scan so the user can compare with existing results. The test receiver is also a full-featured spectrum analyzer and offers proven tools such as IF analysis and time domain display, e.g. for click rate analysis.
The R&S®ESR not only features outstanding functionality, it also scores top marks for ease of operation and its clearly structured touchscreen.
The various measurement modes are distinctly separated, and the operating mode can be switched at the press of a button. Users can easily configure complex measurements and automated test sequences directly on the touchscreen.
The R&S EMC32 software can be used to remotely control the R&S®ESR and integrate it into complex EMC systems for automated measurement sequences.
The test receiver's application spectrum is as versatile as its diagnostics capabilities.
The R&S®ESR makes it easy to perform acceptance testing (conducted or radiated) in line with EN/CISPR/FCC on modules, assemblies, household appliances, IT equipment, TVs, radios, etc.
In the automotive sector, the R&S ESR is ideal for acceptance testing of vehicles and accessories in line with automobile manufacturer guidelines , also for mobile applications thanks to the DC operation option.
Lucas Luhr to replace Enzo Potolicchio in Grand-Am
Enzo Potolicchio may not be driving a car in the Grand-Am series, but that doesn’t mean he isn’t going to support it.
Potolicchio announced on Wednesday that he would no longer be driving the No. 8 car in Grand-Am competition, citing frustrations from officiating inconsistencies.
However, on Thursday, it was announced that instead of retiring the No. 8 car, as originally planned, Potolicchio has decided to keep the car on the track and financially support it.
Starworks Motorsport announced that Lucas Luhr will replace Potolicchio as a driver, joining Ryan Dalziel in the No. 8.
“We’re very grateful that Enzo is helping us get through the remanding of the season,” team owner Peter Baron told Speed.com. “Ryan, Enzo and the [No.] 8 car have done very well in the championship this year, and after thinking about it for a couple of days, Enzo didn’t want his [withdrawal] to hurt Ryan and the team.”
Dalziel is currently in second place in the DP category with four rounds to go. He is just 11 points behind Chip Ganassi Racing’s Scott Pruett and Memo Rojas.
The newly formed team of Luhr and Dalziel will race together, for the first time, this weekend in the Continental Tire 200 at Watkins Glen.
Potolicchio announced on Wednesday that he would no longer be driving the No. 8 car in Grand-Am competition, citing frustrations from officiating inconsistencies.
However, on Thursday, it was announced that instead of retiring the No. 8 car, as originally planned, Potolicchio has decided to keep the car on the track and financially support it.
Starworks Motorsport announced that Lucas Luhr will replace Potolicchio as a driver, joining Ryan Dalziel in the No. 8.
“We’re very grateful that Enzo is helping us get through the remanding of the season,” team owner Peter Baron told Speed.com. “Ryan, Enzo and the [No.] 8 car have done very well in the championship this year, and after thinking about it for a couple of days, Enzo didn’t want his [withdrawal] to hurt Ryan and the team.”
Dalziel is currently in second place in the DP category with four rounds to go. He is just 11 points behind Chip Ganassi Racing’s Scott Pruett and Memo Rojas.
The newly formed team of Luhr and Dalziel will race together, for the first time, this weekend in the Continental Tire 200 at Watkins Glen.
Massachusetts Governor approves Right to Repair
Massachusetts Governor Deval Patrick this week signed the state’s Right to Repair legislation into law.
Governor Patrick approved the legislation after the Massachusetts state legislature approved a compromised version of the bill July 31.
The approved Right to Repair law now requires auto manufacturers to sell all vehicle and repair information to independent shops at a fair and reasonable price. Auto manufacturers are required to maintain a website that all repairers can access for information through a universal scan tool by 2018.
The Alliance of Automobile Manufacturers (AAM), Association of Global Automakers (AGA), Massachusetts State Automobile Dealers Association (MSADA), and Massachusetts Right to Repair Coalition said the compromised legislation is beneficial to all parties.
“Under this new law, consumers, dealers and independent repairers have total access to original equipment manufacturer (OEM) tools and repair information,” the AAM, AGA, MSADA and Massachusetts Right to Repair Coalition said in a joint statement. “It ensures choice for Massachusetts vehicle owners, protects manufacturers’ intellectual property, preserves the integrity of the role of the dealer in the repair process, and protects Massachusetts small independent repair businesses and community dealers.”
Massachusetts is the first U.S. state to adopt Right to Repair legislation. The Massachusetts Right to Repair Coalition said the new law, which was championed by Rep. Garrett Bradley (D-Hingham) and Sen. John Hart (D-S. Boston), will serve as a model for other states throughout the country.
“We thank the Governor and the legislature for recognizing the benefits that Right to Repair will provide consumers . This new consumer law will expand choice, level the playing field for local, neighborhood repair shops, and put more price competition—and consumer savings—into the car repair marketplace,” said Art Kinsman, spokesman for the Massachusetts Right to Repair Coalition.
“Massachusetts has lead the nation before on major issues, and today we once again provide a national model for important consumer legislation.”
The Right to Repair legislation is still scheduled to appear on Massachusetts’ November voting ballot after proponents submitted enough signatures to the Massachusetts Secretary of State in July.
The AAM, AGA, MSADA and Massachusetts Right to Repair Coalition have agreed to work together to educate the public that the ballot question is no longer necessary.
Governor Patrick approved the legislation after the Massachusetts state legislature approved a compromised version of the bill July 31.
The approved Right to Repair law now requires auto manufacturers to sell all vehicle and repair information to independent shops at a fair and reasonable price. Auto manufacturers are required to maintain a website that all repairers can access for information through a universal scan tool by 2018.
The Alliance of Automobile Manufacturers (AAM), Association of Global Automakers (AGA), Massachusetts State Automobile Dealers Association (MSADA), and Massachusetts Right to Repair Coalition said the compromised legislation is beneficial to all parties.
“Under this new law, consumers, dealers and independent repairers have total access to original equipment manufacturer (OEM) tools and repair information,” the AAM, AGA, MSADA and Massachusetts Right to Repair Coalition said in a joint statement. “It ensures choice for Massachusetts vehicle owners, protects manufacturers’ intellectual property, preserves the integrity of the role of the dealer in the repair process, and protects Massachusetts small independent repair businesses and community dealers.”
Massachusetts is the first U.S. state to adopt Right to Repair legislation. The Massachusetts Right to Repair Coalition said the new law, which was championed by Rep. Garrett Bradley (D-Hingham) and Sen. John Hart (D-S. Boston), will serve as a model for other states throughout the country.
“We thank the Governor and the legislature for recognizing the benefits that Right to Repair will provide consumers . This new consumer law will expand choice, level the playing field for local, neighborhood repair shops, and put more price competition—and consumer savings—into the car repair marketplace,” said Art Kinsman, spokesman for the Massachusetts Right to Repair Coalition.
“Massachusetts has lead the nation before on major issues, and today we once again provide a national model for important consumer legislation.”
The Right to Repair legislation is still scheduled to appear on Massachusetts’ November voting ballot after proponents submitted enough signatures to the Massachusetts Secretary of State in July.
The AAM, AGA, MSADA and Massachusetts Right to Repair Coalition have agreed to work together to educate the public that the ballot question is no longer necessary.
2012年8月9日星期四
Women show power in NHRA with Courtney Force, Erica Enders
Wheeling her Funny Car off the finish line Sunday, Courtney Force learned she made history by seeing the cheers of the person joining her in the NHRA record book.
"Erica (Enders) was the first person I saw clapping and giving a thumbs up," Force said. "That was when I realized I really did get the win. I was hoping I could make history with her."
Enders (Pro Stock) and Force won their respective divisions in the NHRA Northwest Nationals, marking the first time in the 61-year history of NHRA drag racing that two women won at the same national event.
Enders, who became the first woman to win in Pro Stock last month, waited at the end of the Pacific Raceways drag strip with the hope of seeing Force's first triumph.
The daughter of 15-time Funny Car champion John Force out-dragged defending series champion Matt Hagan in the final.
"Definitely cool for our sport and for Courtney," Enders said. "I totally root for the girls; there's no reason we can't compete successfully at this level. We all say the same thing: 'When you put your helmet on, it doesn't matter.' "
Force, 24, joined her sister Ashley and Melanie Troxel as women to win in Funny Car and carried on a proud family tradition. Ashley, a four-time winner who has been on maternity leave from driving since last year, had balloons and flowers waiting when her younger sister returned home to Yorba Linda, Calif.
The reaction from the owner of the John Force Racing Ford wasn't so understated. John Force went into histrionics while watching Courtney's win from the starting line. She said her father's enthusiasm hadn't waned three days later.
"I think he's still been in shock," she said. "He keeps calling like it just happened two minutes ago saying, 'You did it!' He's been calling nonstop, telling me how proud he is."
Force laughed while watching a replay of the celebration Tuesday and keeping one eye on her new trophy sitting on the kitchen counter. "I kept looking over my shoulder to make sure it was there, and the ESPN (broadcast) show wasn't going to have a different ending," said Force, who slept with the hardware Sunday night.
The self-described tomboy of four sisters, was drawn to drag racing at 7 when she saw her father flip in a fiery crash.
"That was probably the moment where I was like, 'This is something I want to do, even though it is a dangerous sport,'" she said. "I knew for a fact I was going to be a race car driver. I didn't see my dad a lot as a kid; he was traveling so much. But that was the moment I knew if I went into drag racing, I'd be able to see my dad all the time. Now that I'm racing with him, I see him way more than I could ask."
She might have bragging rights on him after her rookie season.
She is ranked sixth in points — three spots ahead of her father — with two races remaining before the six-race Countdown to the Championship begins Sept. 16 at zMax Dragway. Through she hasn't clinched a spot in the 10-driver title playoff, Force has a lead of more than 100 points on 11th and is a solid bet to earn a chance at becoming the first female champion in Funny Car. (Enders already has qualified for this year's Countdown in Pro Stock).
The focus on her gender doesn't bother Force, who said it's warranted given motor sports traditionally have been male-dominated. Sunday's milestone, she said, was "definitely huge. Only more and more females will start competing and beating up on the boys a little bit."
"Erica (Enders) was the first person I saw clapping and giving a thumbs up," Force said. "That was when I realized I really did get the win. I was hoping I could make history with her."
Enders (Pro Stock) and Force won their respective divisions in the NHRA Northwest Nationals, marking the first time in the 61-year history of NHRA drag racing that two women won at the same national event.
Enders, who became the first woman to win in Pro Stock last month, waited at the end of the Pacific Raceways drag strip with the hope of seeing Force's first triumph.
The daughter of 15-time Funny Car champion John Force out-dragged defending series champion Matt Hagan in the final.
"Definitely cool for our sport and for Courtney," Enders said. "I totally root for the girls; there's no reason we can't compete successfully at this level. We all say the same thing: 'When you put your helmet on, it doesn't matter.' "
Force, 24, joined her sister Ashley and Melanie Troxel as women to win in Funny Car and carried on a proud family tradition. Ashley, a four-time winner who has been on maternity leave from driving since last year, had balloons and flowers waiting when her younger sister returned home to Yorba Linda, Calif.
The reaction from the owner of the John Force Racing Ford wasn't so understated. John Force went into histrionics while watching Courtney's win from the starting line. She said her father's enthusiasm hadn't waned three days later.
"I think he's still been in shock," she said. "He keeps calling like it just happened two minutes ago saying, 'You did it!' He's been calling nonstop, telling me how proud he is."
Force laughed while watching a replay of the celebration Tuesday and keeping one eye on her new trophy sitting on the kitchen counter. "I kept looking over my shoulder to make sure it was there, and the ESPN (broadcast) show wasn't going to have a different ending," said Force, who slept with the hardware Sunday night.
The self-described tomboy of four sisters, was drawn to drag racing at 7 when she saw her father flip in a fiery crash.
"That was probably the moment where I was like, 'This is something I want to do, even though it is a dangerous sport,'" she said. "I knew for a fact I was going to be a race car driver. I didn't see my dad a lot as a kid; he was traveling so much. But that was the moment I knew if I went into drag racing, I'd be able to see my dad all the time. Now that I'm racing with him, I see him way more than I could ask."
She might have bragging rights on him after her rookie season.
She is ranked sixth in points — three spots ahead of her father — with two races remaining before the six-race Countdown to the Championship begins Sept. 16 at zMax Dragway. Through she hasn't clinched a spot in the 10-driver title playoff, Force has a lead of more than 100 points on 11th and is a solid bet to earn a chance at becoming the first female champion in Funny Car. (Enders already has qualified for this year's Countdown in Pro Stock).
The focus on her gender doesn't bother Force, who said it's warranted given motor sports traditionally have been male-dominated. Sunday's milestone, she said, was "definitely huge. Only more and more females will start competing and beating up on the boys a little bit."
Now, multi-drug resistant TB test to cost 40% less
Funds provided by the partnership will reduce the cost of Xpert from $16.86 to $9.98, a price that will not increase until 2022.
The high cost of the tool was the main barrier to their introduction and widespread use. India just recently decided to roll out Xpert across 18 sites to test for and confirm MDR TB. The sites, where the new test has been introduced include Rohtak (Haryana), Dharavi (Mumbai), Amravati (Maharashtra), Udaipur and Jodhpur (Rajasthan), Bilaspur (Chhattisgarh), Malkangiri (Odisha), Tehri (Uttarakhand), South 24 Parganas (West Bengal) , Sangam Vihar (Delhi), Indore (Madhya Pradesh) and two sites each in Vijayanagaram (Andhra Pradesh), Kamrup (Assam) and Ranchi (Jharkhand).
Around 99,000 Indians suffering from TB are becoming drug resistant every year.
The only method used in most laboratories in India was smear microscopy, a technique developed in the 1880s by the German bacteriologist Robert Koch that requires visual detection of the TB bacterium under a microscope. Smear microscopy is insensitive for diagnosing TB in patients who are co-infected with HIV and also does not detect MDR TB.
It also took two days to almost four months to confirm a single drug-resistant case, during which time the air-borne disease spreads to others.
A large percentage of people with TB fail to start treatment promptly because of the long wait for results of older conventional tests. In India, around 3% of all new cases and 12%-17% among retreatment cases are MDR. In 2010, 2.3 million TB cases occurred of which 360,000 people died - nearly 1,000 deaths per day. Nearly one in six deaths among adults aged 15-49 in India are due to TB.
Introduction of Xpert is expected to increase TB diagnosis by at least seven-fold.
The biggest advantage of the Xpert system is that it can be used outside of conventional laboratories and does not require specialized training.
Greater access to this test will help health care workers diagnose TB quickly and help reduce TB transmission, the development of TB disease and premature TB deaths /a>. The capacity of the Xpert to yield a rapid and accurate diagnosis has the potential to improve TB diagnosis and treatment in rural clinical settings.
Research suggests that the incremental scale up of Xpert in countries with high TB burdens could allow for the rapid diagnosis of 700,000 cases of TB disease and save health systems in low and middle-income countries more than $18 million in direct health costs.
According to WHO, the four countries with the largest number of estimated cases of MDR-TB in absolute numbers in 2008 were China (100,000), India (99,000), Russia (38,000) and South Africa (13,000).
Now, only 7000 MDR TB patients in India are on treatment. But from 2015, all suspected cases will be tested for MDR TB.
The high cost of the tool was the main barrier to their introduction and widespread use. India just recently decided to roll out Xpert across 18 sites to test for and confirm MDR TB. The sites, where the new test has been introduced include Rohtak (Haryana), Dharavi (Mumbai), Amravati (Maharashtra), Udaipur and Jodhpur (Rajasthan), Bilaspur (Chhattisgarh), Malkangiri (Odisha), Tehri (Uttarakhand), South 24 Parganas (West Bengal) , Sangam Vihar (Delhi), Indore (Madhya Pradesh) and two sites each in Vijayanagaram (Andhra Pradesh), Kamrup (Assam) and Ranchi (Jharkhand).
Around 99,000 Indians suffering from TB are becoming drug resistant every year.
The only method used in most laboratories in India was smear microscopy, a technique developed in the 1880s by the German bacteriologist Robert Koch that requires visual detection of the TB bacterium under a microscope. Smear microscopy is insensitive for diagnosing TB in patients who are co-infected with HIV and also does not detect MDR TB.
It also took two days to almost four months to confirm a single drug-resistant case, during which time the air-borne disease spreads to others.
A large percentage of people with TB fail to start treatment promptly because of the long wait for results of older conventional tests. In India, around 3% of all new cases and 12%-17% among retreatment cases are MDR. In 2010, 2.3 million TB cases occurred of which 360,000 people died - nearly 1,000 deaths per day. Nearly one in six deaths among adults aged 15-49 in India are due to TB.
Introduction of Xpert is expected to increase TB diagnosis by at least seven-fold.
The biggest advantage of the Xpert system is that it can be used outside of conventional laboratories and does not require specialized training.
Greater access to this test will help health care workers diagnose TB quickly and help reduce TB transmission, the development of TB disease and premature TB deaths /a>. The capacity of the Xpert to yield a rapid and accurate diagnosis has the potential to improve TB diagnosis and treatment in rural clinical settings.
Research suggests that the incremental scale up of Xpert in countries with high TB burdens could allow for the rapid diagnosis of 700,000 cases of TB disease and save health systems in low and middle-income countries more than $18 million in direct health costs.
According to WHO, the four countries with the largest number of estimated cases of MDR-TB in absolute numbers in 2008 were China (100,000), India (99,000), Russia (38,000) and South Africa (13,000).
Now, only 7000 MDR TB patients in India are on treatment. But from 2015, all suspected cases will be tested for MDR TB.
2012年8月6日星期一
The Lousiest Things Mechanics' Customers Do
Tom and Ray Magliozzi of Car Talk deliver the Top 10 Lousiest Things Customers Do on Cars.com today. Why such a list? Well, mechanics can literally make or break your car. Wouldn’t you want to know how you can help them get your baby running like new again?
Check out the list and discover how even the family pet can become a problem for mechanics.
Biolab signs an agreement with R-Biopharm AG
Biolab — the sole Biomnis dealer in the Kingdom — recently signed an agreement with R-Biopharm AG, Germany, a market leader in the field of scientific research and medicine.
The agreement was signed by Biolab CEO, Dr. Amid Abdelnoor and R-Biopharm AG CEO, Dr. Ralf Dreher. Through its terms and conditions , Biolab will be using R-Biopharm AG's "IMUPRO 100Plus" tests while also collaborating with R-Biopharm AG in joint ventures of scientific research.
"IMUPRO 100Plus" is an innovative blood test that can detect delayed food allergies. It proves effective for finding cures for digestive track complications, weight-gain, headaches, muscle pain, eating disorders, sleeping disorders, skin disease and other health problems.
Commenting on the agreement signed, Biolab CEO, Dr. Amid Abdel-Nour said "We are proud to be collaborating with a market leader like R-Biopharm AG as this agreement enables us to further fulfill our role as elevators of public health standards and sustainable health practices for members of our Jordanian community. We achieve this goal be promoting healthier practices for the individual and in turn healthier lifestyles."
He added, "We at Biolab are always keen on playing a key role in the development of the local health sector, a goal we work towards by introducing the latest field innovations, practices, and products to our clients. Our pioneering position in the market would not have been possible without our remarkable team of skilled members ensuring client satisfaction."
Significantly, Biolab is a pioneer in applying advances in medicine and science to laboratory testing. It provides a broad range of medical diagnostic services to individuals, physicians, hospitals and other laboratories including its signature "biomarital" and biofood300" tests . Leveraging on cutting-edge technology, high caliber staff and an extensive HMO and bank affiliate network, Biolab offers its patients an unparalleled premium experience, prioritizing reliability, and accountability. Through its branches located across Amman it offers convenience to its clients.
The agreement was signed by Biolab CEO, Dr. Amid Abdelnoor and R-Biopharm AG CEO, Dr. Ralf Dreher. Through its terms and conditions , Biolab will be using R-Biopharm AG's "IMUPRO 100Plus" tests while also collaborating with R-Biopharm AG in joint ventures of scientific research.
"IMUPRO 100Plus" is an innovative blood test that can detect delayed food allergies. It proves effective for finding cures for digestive track complications, weight-gain, headaches, muscle pain, eating disorders, sleeping disorders, skin disease and other health problems.
Commenting on the agreement signed, Biolab CEO, Dr. Amid Abdel-Nour said "We are proud to be collaborating with a market leader like R-Biopharm AG as this agreement enables us to further fulfill our role as elevators of public health standards and sustainable health practices for members of our Jordanian community. We achieve this goal be promoting healthier practices for the individual and in turn healthier lifestyles."
He added, "We at Biolab are always keen on playing a key role in the development of the local health sector, a goal we work towards by introducing the latest field innovations, practices, and products to our clients. Our pioneering position in the market would not have been possible without our remarkable team of skilled members ensuring client satisfaction."
Significantly, Biolab is a pioneer in applying advances in medicine and science to laboratory testing. It provides a broad range of medical diagnostic services to individuals, physicians, hospitals and other laboratories including its signature "biomarital" and biofood300" tests . Leveraging on cutting-edge technology, high caliber staff and an extensive HMO and bank affiliate network, Biolab offers its patients an unparalleled premium experience, prioritizing reliability, and accountability. Through its branches located across Amman it offers convenience to its clients.
Medidata Solutions Inc : PhRMA Trade Association Selects Medidata Solutions' Extensive Real-world Cost Databases for Clinical Trial Analysis
The major trade group for the global pharmaceutical industry, Pharmaceutical Research and Manufacturers of America (PhRMA), and economic consulting firm Analysis Group, Inc. (AG) have selected benchmark industry tools from Medidata Solutions (NASDAQ: MDSO) as the key input for research into the costs of post-approval clinical trials.
Clinical trials are one of the costliest areas in bringing safe and effective new treatments to patients. After a medicine has been approved for initial use, pharmaceutical companies often invest further in determining its effectiveness and safety for new populations, such as pediatric patients. PhRMA and AG are analyzing the costs associated with these post-approval trials, identifying cost drivers and variations.
The research will rely on the world's largest databases of negotiated clinical costs from Medidata Grants Manager® and Medidata CRO Contractor®, which have the PICAS® and CROCAS® databases containing hundreds of thousands of data points from actual executed protocols, investigator grants and other contracts from pharmaceutical and other research sponsors.
"Research on a new medicine often continues long after marketing approval, generating crucial information on a medicine's safety in a broader population and potential efficacy for new indications. Efficiently and effectively conducting these clinical trials is key to industry's ability to provide new and improved treatment options to patients," said Lori Reilly, vice president of policy and research, PhRMA. "Medidata's benchmark cost database solutions are ideal for helping us understand factors affecting post-approval research."
Working with AG, a widely-recognized group of health economics experts, PhRMA will deliver the key data points that will form the foundation of this research.
"We will be examining how cost factors vary across indications and uses, allowing us to build on past research," said Genia Long, managing principal, Analysis Group. "Medidata's detailed clinical trial data allows for thorough investigation of drivers of clinical trial costs."
Medidata Grants Manager and Medidata CRO Contractor are widely used by pharmaceutical companies, medical device companies and contract research organizations to conduct fair and efficient trial planning, budget development and grant negotiation. Considered the industry standard for measuring trial cost trends, these globally accessible analytic tools have also been used for research by the National Bureau of Economic Research and other research organizations.
"Our data-based trial planning solutions are widely used by drug companies to rein in trial costs through efficient planning, negotiation and management," said Glen de Vries, president, Medidata Solutions. "We are very pleased that these tools are also underpinning some of the most important research in pharmaceutical economics, helping develop new industry strategies to streamline the research process."
Clinical trials are one of the costliest areas in bringing safe and effective new treatments to patients. After a medicine has been approved for initial use, pharmaceutical companies often invest further in determining its effectiveness and safety for new populations, such as pediatric patients. PhRMA and AG are analyzing the costs associated with these post-approval trials, identifying cost drivers and variations.
The research will rely on the world's largest databases of negotiated clinical costs from Medidata Grants Manager® and Medidata CRO Contractor®, which have the PICAS® and CROCAS® databases containing hundreds of thousands of data points from actual executed protocols, investigator grants and other contracts from pharmaceutical and other research sponsors.
"Research on a new medicine often continues long after marketing approval, generating crucial information on a medicine's safety in a broader population and potential efficacy for new indications. Efficiently and effectively conducting these clinical trials is key to industry's ability to provide new and improved treatment options to patients," said Lori Reilly, vice president of policy and research, PhRMA. "Medidata's benchmark cost database solutions are ideal for helping us understand factors affecting post-approval research."
Working with AG, a widely-recognized group of health economics experts, PhRMA will deliver the key data points that will form the foundation of this research.
"We will be examining how cost factors vary across indications and uses, allowing us to build on past research," said Genia Long, managing principal, Analysis Group. "Medidata's detailed clinical trial data allows for thorough investigation of drivers of clinical trial costs."
Medidata Grants Manager and Medidata CRO Contractor are widely used by pharmaceutical companies, medical device companies and contract research organizations to conduct fair and efficient trial planning, budget development and grant negotiation. Considered the industry standard for measuring trial cost trends, these globally accessible analytic tools have also been used for research by the National Bureau of Economic Research and other research organizations.
"Our data-based trial planning solutions are widely used by drug companies to rein in trial costs through efficient planning, negotiation and management," said Glen de Vries, president, Medidata Solutions. "We are very pleased that these tools are also underpinning some of the most important research in pharmaceutical economics, helping develop new industry strategies to streamline the research process."
Intelligent, industrial UPS solutions
Loss of power constantly threatens to disrupt control systems in every industry. A loss of power, however brief, can cause multiple issues from process disruption to component damage and loss of revenue . The latest generation of uninterruptible power supplies (UPS) takes the guesswork out of implementing an industrial level battery back-up solution to prevent process downtime.
For years, most panel builders and users would simply place an inexpensive “consumer electronics” level UPS at the bottom of the cabinet in order to withstand just a few minutes of a power interruption. The issues with using these UPS systems are numerous and can cause headaches when dealing with maintenance. The biggest issue with this style of UPS package is the battery. Most of these UPS systems do not have the ability to provide any insight into the performance or health of the battery. This prompts the common practice of replacing the battery on a scheduled maintenance cycle—whether the battery needs to be replaced or not.
Advanced UPS systems now available for control cabinets solve these battery maintenance issues. Instead of guessing when it is time to replace the battery or using a service schedule, high-end UPS platforms indicate the lifespan of the batteries. Not only do they provide a “state-of-charge” indication, they also provide a “state-of-health” and “state-of-function” indication. “State of health” provides real-time feedback as to the immediate availability of the battery. It provides a 0-100 percent scale indicating how well the battery is working. It also shows when it is time to change the battery out for a new one, using a year and month countdown function. The advanced features of these UPS products will provide a diagnostic output, usually either through a dry contact or software indication when the battery life reaches a pre-determined level. Advanced UPSs allow this to be configured by the user. These functions allow the customer to change the battery on a “just-in-time” schedule rather than replacing the battery before its time has come.
Other issues with using classic, inexpensive UPS units include: scalability, output voltage, monitoring, and configurability. Because the classic UPS batteries are internal, there is no possible way to change the battery capacity. In many situations, this causes users to buy a much larger UPS than necessary just so they can have a longer run-time. The advanced UPS products available for the industrial control cabinet (UL508 applications) are of a multi-piece design. The typical topology is a three-piece product grouping. This includes an AC/DC power supply, a UPS control unit, and an external battery module. Using a multi-product solution has quite a few advantages. Primarily, it allows users to fully scale their solution to the size required.
With a single housing product, you are locked into a predetermined wattage size and back-up time. With a modular solution, you can scale the UPS output, usually from 60 watts up to 960 watts. The battery can also be scaled to the back-up time that is required. Many solutions provide batteries from 1.3Ah to 38Ah capacity. Having the ability to select the UPS size and the battery size individually allows users a wide range of applications—and they only need to pay for the sizing that the solution requires. This modularity also creates a solution that can provide battery back-up power lasting for only a few minutes or over several days.
When it comes to battery maintenance, a modular solution is ideal for customers. When the UPS does indicate that it is time to replace the battery, maintenance personnel do not have to shut down the process. They easily put the UPS into “service-mode” and disconnect and replace the battery cells. New battery housing designs even eliminate the need to remove anything from the DIN rail. A “trap door” opens to easily remove the battery cells from the assembly. With the UPS having a service-mode setting, the UPS only bypasses the battery circuit, continuing to provide output power from the power supply to the load. This function allows the process to continue running without loss of time or revenue.
All mainstream UPS solutions used in control panels (classic style or DIN rail) utilize some type of lead acid-based battery technology. Most common are valve regulated lead acid (VRLA) batteries. They are of a time-tested technology and have become the commonly used battery because of their charge density and cost point. However, the overriding constraint in their use is the limited temperature range needed for optimal operation. On average, it is between 0°-40°C (32°-104°F). In an outdoor application or on a factory floor, this range can be easily surpassed. The higher or lower the operational temperature, the more limited the battery’s lifespan. To resolve this issue, the highest level DIN-rail UPS products are now capable of using not only VLRA batteries, but also wide temperature range (WTR) VLRA batteries, lithium-ion batteries, and dual-layer capacitor storage devices. These UPS systems automatically detect what energy storage device is connected and configures the charging parameters to fit the requirements of that device. Lithium-ion and dual-layer capacitor technologies provide an extended temperature range, as well as a much longer operational lifetime (see Table 1).
Another issue in dealing with most of the classic UPS solutions—and even many of today’s DIN-rail mount UPS solutions—is that they typically are only available in 120 V AC output configurations. With more control systems now running completely on 24 V DC, they become less of a viable solution because an intermediary 120 V AC to 24 V DC power supply is required—adding cost and size to the system.
With 24 V DC control circuits so prevalent in control systems, it becomes illogical to use an AC UPS on a primarily 24 V DC panel. Many of the 24 V DC-based UPS solutions are designed as “offline” products. This simply means that the UPS and battery circuit sit in a standby mode until the battery is needed. The UPS allows the DC current and voltage to flow through the UPS undisturbed. When the UPS senses a loss of power from the input source (power supply), the UPS will switch to the battery as the primary power source. Advanced systems are also considered “bump-less.” The UPS has a specific amount of capacitance built in that can provide the full amount of rated output power while the UPS transfers from the main input power to battery storage device. This prevents the UPS output voltage from dropping below the voltage range of the loads connected to it, such as a PLC or an industrial PC.
Once in battery mode, more advanced UPS products are capable of enacting a safe shutdown sequence of either the PLC or PC. When connected to a PC, the UPS is able to provide commands that allow a secondary piece of archival software to be launched, saving critical system data before the shutdown is completed. After the PC has been fully shut down, the UPS is also able to automatically restart a DC-powered PC once the main input power has returned, eliminating the need to have someone physically start the PC.
A major advancement with the latest UPS technology is with software and diagnostic tools. Most of the systems that have been available only had basic forms of feedback either through LED indicators, relay outputs, or a rudimentary software interface, typically through an RS232 connection. Advanced UPS systems now have expanded software capabilities that not only provide real-time status to the UPS and connected batteries, but also provide the ability to configure the operational behavior of the UPS.
New software packages allow users to view performance status of the battery packs that includes voltage, current, temperature, and battery size. If multiple batteries are connected in parallel to expand runtime, the user will be able to view each battery cell individually. Users are also able to modify how the onboard diagnostic relay contacts work. Relay contacts can be reassigned to provide an output of battery lifetime, performance level, and other options. This flexibility indicates to users when a specific problem has occurred with the power system. Advanced software features also allow users to send an email when specific conditions are met. These emails can contain pre-defined messages that provide maintenance personnel with particular work instructions. The software will also data-log every event that happens with the input power, battery status, and alarm conditions.
The newest versions of these UPS systems also become addressable locations on a network. Interfaces, such as Modbus-RTU and EtherNet/IP, provide access to the monitoring information without using a software interface on a PC. This also allows a single HMI location to poll multiple UPS locations for battery and power status of each.
With advanced software, expanded battery options, and easy maintenance and modularity, recent UPS innovations provide more flexibility than ever before. These UPS products take much of the guesswork out of the implementation of a battery back-up system. From auto battery recognition to email capabilities, these solutions are the most intelligent solutions available.
 |
Advanced UPS systems now available for control cabinets solve these battery maintenance issues. Instead of guessing when it is time to replace the battery or using a service schedule, high-end UPS platforms indicate the lifespan of the batteries. Not only do they provide a “state-of-charge” indication, they also provide a “state-of-health” and “state-of-function” indication. “State of health” provides real-time feedback as to the immediate availability of the battery. It provides a 0-100 percent scale indicating how well the battery is working. It also shows when it is time to change the battery out for a new one, using a year and month countdown function. The advanced features of these UPS products will provide a diagnostic output, usually either through a dry contact or software indication when the battery life reaches a pre-determined level. Advanced UPSs allow this to be configured by the user. These functions allow the customer to change the battery on a “just-in-time” schedule rather than replacing the battery before its time has come.
Other issues with using classic, inexpensive UPS units include: scalability, output voltage, monitoring, and configurability. Because the classic UPS batteries are internal, there is no possible way to change the battery capacity. In many situations, this causes users to buy a much larger UPS than necessary just so they can have a longer run-time. The advanced UPS products available for the industrial control cabinet (UL508 applications) are of a multi-piece design. The typical topology is a three-piece product grouping. This includes an AC/DC power supply, a UPS control unit, and an external battery module. Using a multi-product solution has quite a few advantages. Primarily, it allows users to fully scale their solution to the size required.
With a single housing product, you are locked into a predetermined wattage size and back-up time. With a modular solution, you can scale the UPS output, usually from 60 watts up to 960 watts. The battery can also be scaled to the back-up time that is required. Many solutions provide batteries from 1.3Ah to 38Ah capacity. Having the ability to select the UPS size and the battery size individually allows users a wide range of applications—and they only need to pay for the sizing that the solution requires. This modularity also creates a solution that can provide battery back-up power lasting for only a few minutes or over several days.
When it comes to battery maintenance, a modular solution is ideal for customers. When the UPS does indicate that it is time to replace the battery, maintenance personnel do not have to shut down the process. They easily put the UPS into “service-mode” and disconnect and replace the battery cells. New battery housing designs even eliminate the need to remove anything from the DIN rail. A “trap door” opens to easily remove the battery cells from the assembly. With the UPS having a service-mode setting, the UPS only bypasses the battery circuit, continuing to provide output power from the power supply to the load. This function allows the process to continue running without loss of time or revenue.
All mainstream UPS solutions used in control panels (classic style or DIN rail) utilize some type of lead acid-based battery technology. Most common are valve regulated lead acid (VRLA) batteries. They are of a time-tested technology and have become the commonly used battery because of their charge density and cost point. However, the overriding constraint in their use is the limited temperature range needed for optimal operation. On average, it is between 0°-40°C (32°-104°F). In an outdoor application or on a factory floor, this range can be easily surpassed. The higher or lower the operational temperature, the more limited the battery’s lifespan. To resolve this issue, the highest level DIN-rail UPS products are now capable of using not only VLRA batteries, but also wide temperature range (WTR) VLRA batteries, lithium-ion batteries, and dual-layer capacitor storage devices. These UPS systems automatically detect what energy storage device is connected and configures the charging parameters to fit the requirements of that device. Lithium-ion and dual-layer capacitor technologies provide an extended temperature range, as well as a much longer operational lifetime (see Table 1).
Another issue in dealing with most of the classic UPS solutions—and even many of today’s DIN-rail mount UPS solutions—is that they typically are only available in 120 V AC output configurations. With more control systems now running completely on 24 V DC, they become less of a viable solution because an intermediary 120 V AC to 24 V DC power supply is required—adding cost and size to the system.
With 24 V DC control circuits so prevalent in control systems, it becomes illogical to use an AC UPS on a primarily 24 V DC panel. Many of the 24 V DC-based UPS solutions are designed as “offline” products. This simply means that the UPS and battery circuit sit in a standby mode until the battery is needed. The UPS allows the DC current and voltage to flow through the UPS undisturbed. When the UPS senses a loss of power from the input source (power supply), the UPS will switch to the battery as the primary power source. Advanced systems are also considered “bump-less.” The UPS has a specific amount of capacitance built in that can provide the full amount of rated output power while the UPS transfers from the main input power to battery storage device. This prevents the UPS output voltage from dropping below the voltage range of the loads connected to it, such as a PLC or an industrial PC.
Once in battery mode, more advanced UPS products are capable of enacting a safe shutdown sequence of either the PLC or PC. When connected to a PC, the UPS is able to provide commands that allow a secondary piece of archival software to be launched, saving critical system data before the shutdown is completed. After the PC has been fully shut down, the UPS is also able to automatically restart a DC-powered PC once the main input power has returned, eliminating the need to have someone physically start the PC.
New software packages allow users to view performance status of the battery packs that includes voltage, current, temperature, and battery size. If multiple batteries are connected in parallel to expand runtime, the user will be able to view each battery cell individually. Users are also able to modify how the onboard diagnostic relay contacts work. Relay contacts can be reassigned to provide an output of battery lifetime, performance level, and other options. This flexibility indicates to users when a specific problem has occurred with the power system. Advanced software features also allow users to send an email when specific conditions are met. These emails can contain pre-defined messages that provide maintenance personnel with particular work instructions. The software will also data-log every event that happens with the input power, battery status, and alarm conditions.
With advanced software, expanded battery options, and easy maintenance and modularity, recent UPS innovations provide more flexibility than ever before. These UPS products take much of the guesswork out of the implementation of a battery back-up system. From auto battery recognition to email capabilities, these solutions are the most intelligent solutions available.
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