- LCD TV Back Light Inverter Board Repair - 1 Update
- Tantalum Capacitors - 3 Updates
- EPA caught VW cheating - how does the car know it's being tested? - 8 Updates
| makolber@yahoo.com: Sep 25 06:59AM -0700 I have an LCD TV and one section of the inverter board has a blown fuse that feed +24 VDC to the inverters. The other fuses fedding the other sections are good. My question is, with one section dead, why do the other sections not light up. I would expect to see this part of the screen dark and the other sections working. Is there some interlock that keeps all the sections off when one section is dead. I'll go ahead and invest in a new inverter board or try to repair this one if I can verify that there is nothing else seriously wrong with this TV. I'd like to see the other sections working first. Is there a reason that one dead inverter section keeps the other sections from working? Insignia NS LCD42HD Inverter board VIT70023.80 Master and the slave on the other side I am not a newbie at troubleshooting electronics. thanks Mark |
| John Larkin <jjlarkin@highlandtechnology.com>: Sep 24 08:50AM -0700 On Thu, 24 Sep 2015 15:15:22 +0100, piglet <erichpwagner@hotmail.com> wrote: >popular. The axial part (SAL123) is rated from -80 to +200 deg C. >Polymer can't match that temp range (yet). >piglet Polymers are great cold, below 0C when wet aluminums freeze and ESR skyrockets. I suppose the polymers melt at high temp. The UCC parts are rated for -55 to 105C. https://dl.dropboxusercontent.com/u/53724080/Parts/Caps/Polymer_ESR.JPG |
| Chris Jones <lugnut808@spam.yahoo.com>: Sep 25 08:55PM +1000 On 24/09/2015 10:26, krw wrote: >> tants though). > No, the point is that there is no reason to use a tantalum cap if > you're going to blow its ESR with a resistor. Just use an aluminum. I suspect you need to see a diagram of the circuit because you are thinking of a resistor directly in series with the capacitor whereas Joe and John were thinking of placing the capacitor directly across the load (chip) and a resistor between the regulator and the supply pin of the load (chip), (with its capacitor). The ESR would be high if measured from the location of the regulator, because there would be a resistor between the regulator and the capacitor. The ESR would appear low if measured from the location of the chip which is the load (chip), because the capacitor is directly in parallel with the load (chip). The disadvantage of this arrangement is that the average (DC) load current flows through the resistor which might cause an annoying reduction in the supply voltage at the load. |
| Chris Jones <lugnut808@spam.yahoo.com>: Sep 25 08:57PM +1000 On 24/09/2015 10:26, krw wrote: >> tants though). > No, the point is that there is no reason to use a tantalum cap if > you're going to blow its ESR with a resistor. Just use an aluminum. Nevermind, others have already said what I tried to say. |
| "Steve W." <csr684@NOTyahoo.com>: Sep 24 01:56PM -0400 Vincent Cheng Hoi Chuen wrote: > that's the case. > When they reflash the ecu, wouldn't that lowering of fuel *increase* gas > mileage *and* bring NOx emissions back down to where they said they were? Backwards. Less fuel = hotter burn in the combustion chamber = higher NOx numbers It shows up as vehicles that get better EPA mileage numbers than the sticker says because they are burning less fuel. To correct the issue they need to increase the fuel to the engine to cool the combustion temperatures. The end result will be that the EPA MPG numbers will be closer to reality because the engine is now using the fuel to keep the NOx numbers down. The only "bad" side effect will be that the particulate trap and the NOx catalyst will need to burn more often to regenerate. OR VW could come up with a DEF retrofit to drop the NOx numbers. -- Steve W. |
| clare@snyder.on.ca: Sep 24 04:53PM -0400 On Thu, 24 Sep 2015 13:56:26 -0400, "Steve W." <csr684@NOTyahoo.com> wrote: >sticker says because they are burning less fuel. >To correct the issue they need to increase the fuel to the engine to >cool the combustion temperatures. Remember we are talking DIESEL here. The more fuel, the hotter the burn. Same is true of Gasoline, but only to a point. The point doesn't come in to play with a compression ignition engine >down. The only "bad" side effect will be that the particulate trap and >the NOx catalyst will need to burn more often to regenerate. >OR VW could come up with a DEF retrofit to drop the NOx numbers. Are their DEF vehicles included in the "scam" -(Tourag, T7 and Passat) TDI |
| "Bob F" <bobnospam@gmail.com>: Sep 24 04:15PM -0700 Vincent Cheng Hoi Chuen wrote: >> emissions? > This video says that the VW TDI meets all California and US & Europe > requirements! https://youtu.be/GzuFXeO48Rw?t=635 So it must be true? |
| Vincent Cheng Hoi Chuen <vchenghcv102@hotmail.com.hk>: Sep 25 01:48AM >> This video says that the VW TDI meets all California and US & Europe >> requirements! https://youtu.be/GzuFXeO48Rw?t=635 > So it must be true? It was ironic. |
| Winston_Smith <invalid@butterfly.net>: Sep 25 01:50AM On Sat, 19 Sep 2015 00:19:10 +0000, Ewald Böhm wrote: > My question is HOW did the car *know* it was being *tested* for emissions? What I don't understand is that VW had to submit test results from a (supposedly) independent company in Europe to get certified in Europe for the 11 million cars that might be affected. They apparently contracted that job out to Applus Idiada of Spain. Has anyone any idea how Applus Idiada verified the wrong numbers? |
| JJ <jj4public@vfemail.net>: Sep 25 01:56AM Ewald Böhm <ewvesb@gilltaylor.ca> wrote in message mti9lu$jb$1@news.mixmin.net > Apparently Volkswagen/Audi cheated on the USA emissions tests since > 2009 to 2015 by turning off the EGR to lower nitrogen oxide emissions > ONLY when the car was being tested for emissions. Was the software really all that "sophisticated"? The NY Times said it was "sophisticated". http://www.nytimes.com/2015/09/25/business/international/problems-at-volkswagen-start-in-the-boardroom.html I think it was just brazen. |
| jurb6006@gmail.com: Sep 24 09:27PM -0700 Wait, let's get this fukun straight. The EGR valve LOWERs N2O emissions by lowering peak combustion temperature. It takes a high temperature to burn nitrogen and that is the deal, it combines with the O2 and becomes NO2. This does not happen as much at lower temperatures. The EGR system allows the intake system to brerathe really well, usually with VEs (volumetric efficiency) over 100 even in normally aspirated engines because of good camshaft design. you can get all this, and use EGR to make regular gas burn like premium. That is one of the things it does. Lowering the peak combustion temperature, by the laws of physics, will slow down the combustion rate. Ignition ping is caused by too fast combustion. Modern cars have a knock sensor and continually advance the base ignition timing incrementally until the knock sensor "reports". Then it backs off. This allows it to give you better performance with better gas. I know this is a diesel, but when it comes to EGR it still does the same thing. Bottom line, they turned off the EGR until such time the car was under test, ;detected either by the connection of the tester, or the fact that the non-drive wheels were not turning. That information is readily available from the ABS system, and traction control if so equipped. I am surprised the admitted it. I would have said there is no explanation and we would just pay a fine, like $5 million or so to your favorite charity as well. "Golf on Wednesday ?" "Definitely, we are going to kick your ass" "Really" |
| Mitch Kaufmann <mitch284@outlook.com>: Sep 25 03:28AM -0400 On Fri, 25 Sep 2015 01:56:01 +0000, JJ wrote: > I think it was just brazen. Apparently cheating is rather common. Volkswagen Test Rigging Follows a Long Auto Industry Pattern By DANNY HAKIM and HIROKO TABUCHISEPT. 23, 2015 http://www.nytimes.com/2015/09/24/business/international/volkswagen-test-rigging-follows-a-long-auto-industry-pattern.html |
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