Here’s a destructive teardown of an automotive in-tank turbine fuel pump, used on modern Petrol cars. These units sit in the tank fully immersed in the fuel, which also circulates through the motor inside for cooling. These pumps aren’t serviceable – they’re crimped shut on both ends. Luckily the steel shell is thin, so attacking the crimp joint with a pair of mole grips & a screwdriver allowed me inside.
End Bell
The input endbell of the pump has the fuel inlet ports, the channels are visible machined into the casting. There’s a pair of channels for two pump outputs – the main fuel rail to the engine, and an auxiliary fuel output to power a venturi pump. The fuel pump unit sits inside a swirl pot, which holds about a pint of fuel. These are used to ensure the pump doesn’t run dry & starve the engine when the tank level is low & the car is being driven hard. The venturi pump draws fuel from the main tank into the swirl pot. A steel ball is pressed in to the end bell to provide a thrust bearing for the motor armature.
Turbine Impeller
The core of the pump is this impeller, which is similar to a side-channel blower. From what I’ve been able to find these units supply pressures up to about 70PSI for the injector rail. The outside ring is the main fuel pump, while the smaller inner one provides the pressure to run the venturi pump.
Pump Housing
The other side of the machined pump housing has the main output channel, with the fuel outlet port at the bottom. The motor shaft is supported in what looks like a carbon bearing.
Midsection
Removing the pump intermediate section with the bearing reveals quite a bit of fungus – it’s probably been happy sat in here digesting what remains of the fuel.
Armature Exposed
Some peeling with mole grips allows the motor to come apart entirely. The drive end of the armature is visible here.
Motor Can
The outer shell of the motor holds yet more fungus, along with some rust & the pair of ceramic permanent magnets.
Brushes
The other end of the pump has the brush assembly, and the fuel outlet check valve to the right. The bearing at this end is just the plastic end cap, since there are much lower forces at this end of the motor. The fuel itself provides the lubrication required.
Potted Armature
With the armature pulled out of the housing, it’s clear that there’s been quite a bit of water in here as well, with the laminations rusting away. This armature is fully potted in plastic, with none of the copper windings visible.
Carbon Commutator
The commutator in these motors is definitely a strange one – it’s axial rather than radial in construction, and the segments are made of carbon like the brushes. No doubt this is to stop the sparking that usually occurs with brushed motors – preventing ignition of fuel vapour in the pump when air manages to get in as well, such as in an empty tank.
Here’s one of the old modems from my spares bin, a Vodafone Mobile WiFi R207. This is just a rebranded Huawei E5330. This unit includes a 3G modem, and a WiFi chipset, running firmware that makes this a mini-router, with NAT.
Specs
The back has the batter compartment & the SIM slot, with a large label showing all the important details.
Cover Removed
A couple of small Torx screws later & the shell splits in half. All the electronics are covered by shields here, but luckily they are the clip-on type, and aren’t soldered direct to the PCB.
Chipset
Once the shield has been removed, the main chipset is visible underneath. There’s a large Spansion MS01G200BHI00 1GBit flash, which is holding the firmware. Next to that is the Hi6758M baseband processor. This has all the hardware required to implement a 3G modem. Just to the right is a Hi6521 power management IC, which is dealing with all the power supplies needed by the CPU.
The RF section is above the baseband processor, some of which is hiding under the bits of the shield that aren’t removable.
SIM Socket
There’s a socket onboard for a standard Mini-SIM, just to the left of that is a Hi6561 4-phase buck converter. I would imagine this is providing the power supplies for the RF section & amplifier.
Unpopulated Parts
Not sure what this section is for, all the parts are unpopulated. Maybe a bluetooth option?
PCB Reverse
The other side of the PCB is pretty sparse, holding just the indicator LEDS, button & the WiFi Chipset.
Realtek WiFi Chipset
The chipset here is a Realtek part, but it’s number is hidden by some of the shield. The antenna connection is routed to the edge of the board, where a spring terminal on the plastic case mounted antenna makes contact.
The Sterling charger we’ve had on board nb Tanya Louise since Feb 2014 has bitten the dust, with 31220 hours on it’s internal clock. Since we’re a liveaboard boat, this charger has had a lot of use while we’re on the mooring during winter, when the solar bank isn’t outputting it’s full rate. First, a bit of a teardown to explore the unit, then onto the repair:
Active PFC Section
There’s the usual mains input filtering on the left, with the bridge rectifier on it’s heatsink.
Underneath the centre massive heatsinks is the main transformer (not visible here) & active PFC circuit. The device peeking out from underneath is the huge inductor needed for PFC. It’s associated switching MOSFET is to the right.
Logic PSU Section
On the other side of the PFC section is the main DC rail filter electrolytic, a 450v 150µF part. Here some evidence of long-term heating can be seen in the adhesive around the base, it’s nearly completely turned black! It’s not a decent brand either, a Chinese CapXon.
The PCB fuse just behind it is in the DC feed to the main switching supply, so the input fuse only protects the filter & Active PFC circuitry. Luckily this fuse didn’t blow during the failure, telling me the fault was earlier in the power chain.
The logic circuits are powered by an independent switching supply in the centre, providing a +5v rail to the microcontroller. The fan header & control components are not populated in this 10A model, but I may end up retrofitting a fan anyway as this unit has always run a little too warm. The entire board is heavily conformal coated on both sides, to help with water resistance associated with being in a marine environment. This has worked well, as there isn’t a single trace of moisture anywhere, only dust from years of use.
There is some thermal protection for the main SMPS switching MOSFETS with the Klixon thermal fuse clipped to the heatsink.
DC Output Section
The DC output rectifiers are on the large heatsink in the centre, with a small bodge board fitted. Due to the heavy conformal coating on the board I can’t get the ID from this small 8-pin IC, but from the fact that the output rectifiers are in fact IRF1010E MOSFETS, rated at 84A a piece, this is an synchronous rectifier controller.
Oddly, the output filter electrolytics are a mix of Nichicon (nice), and CapXon (shite). A bit of penny pinching here, which if a little naff since these chargers are anything but cheap. (£244.80 at the time of writing).
Hiding just behind the electrolytics is a large choke, and a reverse-polarity protection diode, which is wired crowbar-style. Reversing the polarity here will blow the 15A DC bus fuse instantly, and may destroy this diode if it doesn’t blow quick enough.
DC Outputs
Right on the output end are a pair of large Ixys DSSK38 TO220 Dual 20A dual Schottky diodes, isolating the two outputs from each other, a nice margin on these for a 10A charger, since the diodes are paralleled each channel is capable of 40A. This prevents one bank discharging into another & allows the charger logic to monitor the voltages individually. The only issue here is the 400mV drop of these diodes introduce a little bit of inefficiency. To increase current capacity of the PCB, the aluminium heatsink is being used as the main positive busbar. From the sizing of the power components here, I would think that the same PCB & component load is used for all the chargers up to 40A, since both the PFC inductor & main power transformer are massive for a 10A output. There are unpopulated output components on this low-end model, to reduce the cost since they aren’t needed.
Front Panel Control Connections
A trio of headers connect all the control & sense signals to the front panel PCB, which contains all the control logic. This unit is sensing all output voltages, output current & PSU rail voltages.
Front Panel LEDs
The front panel is stuffed with LEDs & 7-segment displays to show the current mode, charging voltage & current. There’s 2 tactile switches for adjustments.
Front Panel Reverse
The reverse of the board has the main microcontroller – again identifying this is impossible due to the heavy conformal coat. The LEDs are being driven through a 74HC245D CMOS Octal Bus Transceiver.
Now on to the repair! I’m not particularly impressed with only getting 4 years from this unit, they are very expensive as already mentioned, so I would expect a longer lifespan. The input fuse had blown in this case, leaving me with a totally dead charger. A quick multimeter test on the input stage of the unit showed a dead short – the main AC input bridge rectifier has gone short circuit.
Bridge Rectifier Removed
Here the defective bridge has been desoldered from the board. It’s a KBU1008 10A 800v part. Once this was removed I confirmed there was no longer an input short, on either the AC side or the DC output side to the PFC circuit.
Testing The Rectifier
Time to stick the desoldered bridge on the milliohm meter & see how badly it has failed.
Yep, Definitely Shorted
I’d say 31mΩ would qualify as a short. It’s no wonder the 4A input fuse blew instantly. There is no sign of excessive heat around the rectifier, so I’m not sure why this would have failed, it’s certainly over-rated for the 10A charger.
Testing Without Rectifier
Now the defective diode bridge has been removed from the circuit, it’s time to apply some controlled power to see if anything else has failed. For this I used a module from one of my previous teardowns – the inverter from a portable TV.
Test Inverter
This neat little unit outputs 330v DC at a few dozen watts, plenty enough to power up the charger with a small load for testing purposes. The charger does pull the voltage of this converter down significantly, to about 100v, but it still provides just enough to get things going.
It’s Alive!
After applying some direct DC power to the input, it’s ALIVE! Certainly makes a change from the usual SMPS failures I come across, where a single component causes a chain reaction that writes off everything.
Replacement Rectifier
Unfortunately I couldn’t find the exact same rectifier to replace the shorted one, so I had to go for the KBU1010, which is rated for 1000v instead of 800v, but the Vf rating (Forward Voltage), is the same, so it won’t dissipate any more power.
Soldered In
Here’s the new rectifier soldered into place on the PCB & bolted to it’s heatsink, with some decent thermal compound in between.
Input Board
Here is the factory fuse, a soldered in device. I’ll be replacing this with standard clips for 20x5mm fuses to make replacement in the future easier, the required hole pattern in the PCB is already present. Most of the mains input filtering is also on this little daughterboard.
Fuse Replaced
Now the fuse has been replaced with a standard one, which is much more easily replaceable. This fuse shouldn’t blow however, unless another fault develops.
Full Load Test
Now everything is back together, a full load test charging a 200Ah 12v battery for a few hours will tell me if the fix is good. This charger won’t be going back into service onboard the boat, it’s being replaced anyway with a new 50A charger, to better suit the larger loads we have now. It won’t be a Sterling though, as they are far too expensive. I’ll report back if anything fails!
Being in technology for a long time, I have seen my fair share of disk failures. However I have never seen a single instance where SMART has issued a sufficient warning to backup any data on a failing disk. The following is an example of this in action.
Toshiba MQ01ABD050
Here is a 2.5″ Toshiba MQ01ABD050 500GB disk drive. This unit was made in 2014, but has a very low hour count of ~8 months, with only ~5 months of the heads being loaded onto the platters, since it has been used to store offline files. This disk was working perfectly the last time it was plugged in a few weeks ago, but today within seconds of starting to transfer data, it began slowing down, then stopped entirely. A quick look at the SMART stats showed over 4000 reallocated sectors, so a full scan was initiated.
SMART Test Failure
After the couple of hours an extended test takes, the firmware managed to find a total of 16,376 bad sectors, of which 10K+ were still pending reallocation. Just after the test finished, the disk began making the usual clicking sound of the head actuator losing lock on the servo tracks. Yet SMART was still insisting that the disk was OK! In total about 3 hours between first power up & the disk failing entirely. This is possibly the most sudden failure of a disk I’ve seen so far, but SMART didn’t even twig from the huge number of sector reallocations that something was amiss. I don’t believe the platters are at fault here, it’s most likely to be either a head fault or preamp failure, as I don’t think platters can catastrophically fail this quickly. I expected SMART to at least flag that the drive was in a bad state once it’s self-test completed, but nope.
Internals
After pulling the lid on this disk, to see if there’s any evidence of a head crashing into a platter, there’s nothing – at least on a macroscopic scale, the single platter is pristine. I’ve seen disks crash to the point where the coating has been scrubbed from the platters so thoroughly that they’ve been returned to the glass discs they started off as, with the enclosure packed full of fine black powder that used to be data layer, but there’s no indication of mechanical failure here. Electronic failure is looking very likely.
Clearly, relying on SMART to alert when a disk is about to take a dive is an unwise idea, replacing drives after a set period is much better insurance if they are used for critical applications. Of course, current backups is always a good idea, no matter the age of drive.
Ah the curse of the Chinese Electronics strikes again. These large DC-DC boost converters have become very common on the likes of AliExpress & eBay, and this time my order has arrived DOA… On applying power, the output LED lights up dimly, and no matter how I twiddle the adjustment pots, the output never rises above the input voltage.
Boost Converter Topology
From the usual topology above, we can assume that the switching converter isn’t working, so the input voltage is just being directly fed through to the output. The switching IC on these converters is a TL494,
Control Circuitry
The switching IC on these converters is a TL494,with it’s surrounding support components, including a LM358 dual Op-Amp. Power for this lot is supplied from the input via a small DC-DC converter controlled by an XL Semi XL7001 Buck Converter IC. Some testing revealed that power was getting to the XL7001, but the output to the switching controller was at zero volts.
Inductor
The 100µH inductor for this buck converter is hidden behind the output electrolytic, and a quick prod with a multimeter revealed this inductor to be open circuit. That would certainly explain the no-output situation. Luckily I had an old converter that was burned out. (Don’t try to pull anything near their manufacturer “rating” from these units – it’s utter lies, more about this below).
Donor Converter
The good inductor from this donor unit has been desoldered here, it’s supposed to be L2. This one had a heatsink siliconed to the top of the TL494 PWM IC, presumably for cooling, so this was peeled off to give some access.
After this inductor was grafted into place on the dead converter, everything sprang to life as normal. I fail to see how this issue wouldn’t have been caught during manufacture, but they’re probably not even testing them before shipping to the distributor.
The sensational ratings are also utter crap – they quote 1.2kW max power, which at 12v input would be 100A. Their max input rating is given as 20A, so 240W max input power. Pulling this level of power from such a cheaply designed converter isn’t going to be reliably possible, the input terminals aren’t even rated to anywhere near 20A, so these would be the first to melt, swiftly followed by everything else. Some of these units come with a fan fitted from the factory, but these are as cheaply made as possible, with bearings made of cheese. As a result they seize solid within a couple of days of use.
Proper converters from companies like TDK-Lambda or muRata rated for these power levels are huge, with BOLTS for terminals, but they’re considerably more expensive. These Chinese units are handy though, as long as they are run at a power level that’s realistic.
Here’s another domestic CO Alarm, this one a cheaper build than the FireAngel ones usually use, these don’t have a display with the current CO PPM reading, just a couple of LEDs for status & Alarm.
Rear
This alarm also doesn’t have the 10-year lithium cell for power, taking AA cells instead. The alarm does have the usual low battery alert bleeps common with smoke alarms though, so you’ll get a fair reminder to replace them.
Internals
Not much at all on the inside. The CO sensor cell is the same one as used in the FireAngel alarms, I have never managed to find who manufactures these sensors, or a datasheet for them unfortunately.
PCB Top
The top of the single sided PCB has the transformer for driving the Piezo sounder, the LEDs & the test button.
PCB Bottom
All the magic happens on the bottom of the PCB. The controlling microcontroller is on the top right, with the sensor front end on the top left.
Circuitry Closeup
The microcontroller used here is a Microchip PIC16F677. I’ve not managed to find datasheets for the front end components, but these will just be a low-noise op-amp & it’s ancillaries. There will also be a reference voltage regulator. The terminals on these sensors are made of conductive plastic, probably loaded with carbon.
Sensor Cell & Piezo Disc
The expiry date is handily on a label on the back of the sensor, the Piezo sounder is just underneath in it’s sound chamber.
The rear has the specifications, laser-marked into the plastic. The serial numbers are just sticky labels though, and will come off easily with use.
Contec CMS-50F
This is the Contec CMS-50F wrist-mounted pulse oximeter unit, which has the capability to record data continuously to onboard memory, to be read out at a later time via a USB-Serial link. There is software supplied with the unit for this purpose, although it suffers from the usual Chinese quality problems. The hardware of this unit is rather well made, the firmware has some niggles but is otherwise fully functional, however the PC software looks completely rushed, is of low quality & just has enough functionality to kind-of pass as usable.
Top Cover Removed
A total of 4 screws hold the casing together, once these are removed the top comes off. The large colour OLED display covers nearly all of the board here. The single button below is the user interface. The connection to the probe is made via the Lemo-style connector on the lower right.
Lithium Cell
Power is provided by a relatively large lithium-ion cell, rated at 1.78Wh.
Main Processor
All the heavy lifting work of the LCD, serial comms, etc are handled by this large Texas Instruments microcontroller, a MSP430F247. The clock crystal is just to the left, with the programming pins. I’m not sure of the purpose of the small IC in the top left corner, I couldn’t find any reference to the markings.
Aux Processor
The actual pulse oximetry sensor readings seem to be dealth with by a secondary microcontroller, a Texas Instruments M430F1232 Mixed-Signal micro. This has it’s own clock crystal just underneath. The connections to the probe socket are to the right of this µC, while the programming bus is broken out to vias just above. The final devices on this side of the board are 3 linear regulators, supplying the rails to run all the logic in this device.
Main PCB Rear
The rear of the PCB has the SiLabs CL2102 USB-Serial interface IC, the large Winbond 25X40CLNIG 512KByte SPI flash for recording oximetry data, and some of the power support components. The RTC crystal is also located here at the top of the board. Up in the top left corner is a Texas Instruments TPS61041 Boost converter, with it’s associated components. This is probably supplying the main voltage for the OLED display module.
The housing of the contaminated motor was left to soak in diesel for a few hours to loosen the grok, this has come very clean. I couldn’t have used a stronger solvent here – the magnets are glued in place in the steel housing, I certainly didn’t want them coming loose!
Brushboxes
Next into the diesel bath are the motor end bells with the brushgear. Attack with a stiff brush cleaned these up very well, some cotton buds served to clean out the brass brush holders.
Armatures After Skimming
Here are both armatures, having had their commutators resurfaced. I’ve completely removed all traces of the wear caused by the contamination, luckly the commutator bars are very heavy on these motors so can take quite a bit of wear before there’s not enough left to skim. I’ve not yet pulled off the old bearings, but they are all going to be replaced with new SKF bearings, as they’ve been contaminated with grok over the years of use. I’m also going to uprate the front motor bearings to rubber sealed instead of metal shielded, to help keep lubricant out of the motors if the gearbox seals ever fail again.
Gearbox
The gearboxes have been cleaned out with some elbow grease, assisted by a long soak in petrol, I’ve refilled them here with engine oil as temporary lube & to flush out the last remains of the old grease & solvent. The worm wheel in these boxes is bronze – so a GL4 gear oil will be required. (Some Extreme Pressure additive packs contain sulphur, and will readily attack copper alloys, such as brass & bronze).
Commutator End Bearings
Here’s the armatures, after the new SKF sealed bearings have been fitted to the commutator end, above, and the drive end, below. These will cause some extra drag on the armatures, and slightly higher power consumption as a result, but keeping the crap out of the motors is slightly more important.
Drive End BearingsFresh Commutator Skim
The commutators have been lightly skimmed with abrasive cloth, and finished with 1500 grit emery. The armature on the right has been run for a short time to see how the new brushes are bedding in.
Old Seal Removed
Finally, the old oil seals are pulled from the gearboxes. The worm gear bearing on the inside is actually a sealed version, with the external oil seal providing some extra sealing. I haven’t changed the gearbox bearings, as they seem to be in good order, this might get done at some point in the future.
On my home network I have a system running PiHole – a DNS server that blocks all unwanted traffic, such as ads. Since I have an official Pi LCD with a broken touch panel, I decided to use the bare LCD as a status display for PiHole.
This requires some extra packages installing onto the base system after PiHole is installed & configured, and the interface automatically starts on bootup. I used the latest Raspbian Jessie Minimal image for this system, and ran everything over a SSH connection.
First thing, get the required packages installed onto the Pi:
Once these are installed, it’s time to configure the startup script for Midori to display the status page. Create StartMidori.sh in /home/pi and fill with the following:
StartMidori.sh
Shell
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#!/bin/sh export DISPLAY=:0
xset-dpms
xsetsoff
xsetsnoblank
unclutter&
matchbox-window-manager&
midori-eFullscreen-ahttp://127.0.0.1/admin/
This script disables all power management on the system to keep the LCD on, starts unclutter to hide the mouse pointer and finally starts the Matchbox Window Manager to run Midori, which itself is set to fullscreen mode, and the URL of the admin panel is provided.
The next step is to test, give the script executable permissions, and run the script:
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chmod+x/home/pi/StartMidori.sh
sudo xinit/home/pi/StartMidori.sh
Once this is run, the LCD should come to life after a short delay with the PiHole stats screen. Close the test & return to the terminal by hitting CTRL+C.
Now the Pi can be configured to autorun this script on boot, the first thing to do here is to enable autologin on the console. This can be done with raspi-config, select Option 3 (Boot Options), then Option B1 (Desktop/CLI), then Option B2 (Console Autologin). When prompted to reboot, select No, as we’ll be finishing off the config before we reboot the system.
The next file to edit is /etc/rc.local, add the command to start the status browser up:
PiHole rc.local
Shell
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#!/bin/sh -e
#
# rc.local
#
# This script is executed at the end of each multiuser runlevel.
# Make sure that the script will "exit 0" on success or any other
# value on error.
#
# In order to enable or disable this script just change the execution
# bits.
#
# By default this script does nothing.
# Print the IP address
_IP=$(hostname-I)||true
if["$_IP"];then
printf"My IP address is %s\n""$_IP"
fi
sudo xinit/home/pi/StartMidori.sh&
exit0
Here I’ve added in the command just above “exit 0”. This will start the browser as the last thing on bootup. The Pi can now be rebooted, and the status display should start on boot!
So it’s time to get the propulsion system underway for the trolley, a pair of wheelchair motors were sourced for this, from HacMan. Since I don’t know how many hours are on these units, or how they’ve been treated in the past, I’m going to do a full service on them to ensure reliability. I decided on wheelchair motors due to their extreme ruggedness & heavily built components – this project when complete is going to weigh in at about 150kg!
I suspected something was amiss with one of the motors from running them under no load: the left hand wheelchair motor was heating up to the point of being too hot to touch, so this one at the very least needed some investigation.
Motor Disassembly & Assessment
Rear Cover Removed
With the back cover removed from the motor the electromagnetic brake is revealed. This engages when power is removed to stop the motor freewheeling, which even though it’s a wormdrive box, it will do readily if backdriven.
Electromagnetic Brake Assembly
The brake is rated 6.7W at 24v DC.
Brake Disc
The brake disc is just visible between the plates of the brake here, with some green dust worn off the disc. When power is applied, the top disc, just under the magnet on top, is pulled upward against spring pressure away from the brake disc, which is attached to the motor armature.
Brake Disc
Here’s the brake disc, removed from the motor. There’s only a little wear here, as I’d expect – these brakes don’t engage until the motors have come to a complete stop.
Brake Actuator
The steel disc above the magnet acts as one of the friction surfaces of the brake.
Brake Solenoid
Finally, the solenoid is at the back, partially potted in resin. The strong coil spring in the centre applies the brakes when power is disconnected.
Gearbox Grok
Removing the top of the gearbox reveals the state of the internals – There’s no wear at all on the gearset, but the lubricant is totally manky. The external oil seals have been leaking for some time, letting water in and grease out. The emulsified result is revolting! These gearboxes have a wormdrive first stage, the worm gear is underneath the left hand gearset. Steel spur gears then do the final gearing to the output shaft. The output gear is splined onto the output, and can slide along the shaft out of mesh – this is the freewheel clutch mechanism. At the moment it’s all obscured by the disgusting lubricant.
Input Shaft Seal
Here’s the failed seal on the left hand gearbox, the face damage was done by petrol immersion to clean everything up. (The seal is already compromised, so I’m not fussed about solvents eating the remaining rubber). The motor shaft is joined to the gearbox input by a rubber coupling.
Output Shaft Seal
The output shaft seals seem to be still OK, there has been some seepage past the collar that the shaft rides in, but nothing more. This can be resealed with some Loctite bearing sealant. The sleeve is held into the gearbox by the wheel hub when in operation, but this doesn’t seal the gap unfortunately. I don’t know why the manufacturer didn’t just machine the shaft to that larger diameter, instead of using an extra sleeve to accommodate the seal.
Bore Seals
The bore seals covering the ends of the shafts are also fine, which is a good thing, since I can’t seem to find replacements for these anywhere. The input shaft seals will be replaced on both gearboxes though.
Motor Contamination
The oil seal must have been leaking for a long while! This is the gearbox end of the wheelchair motor frame, completely clogged with grease. Luckily only a small amount has made it down past the armature to the brushgear.
Damaged Commutator
The commutator of this motor is badly damaged, and the brushes are very worn. This has been caused by the gearbox oil seal failing, and contaminating the motor internals with lubricant. The undercut between the segments is all but gone – filled with an abrasive mixture of brush dust, copper dust & old lubricant. Some repair work will be required here.
Second Motor
Here’s the brushgear removed from the second wheelchair motor, this one looks much more normal, and there’s not as much wear on the brushes or the commutator. Just the usual coating of brush dust.
Armatures
Here’s both armatures together, with the contaminated one on the right, after some cleaning to remove most of the greasy old grok & brush dust from everything. The windings on the damaged left hand wheelchair motor haven’t darkened, which I would expect from severe overheating damage, so I’m hoping this armature is OK, and won’t require a rewind. Using an ohmmeter on these windings doesn’t tell me much – there’s only 7 turns of 0.86mm (20AWG) magnet wire in each coil, so they read as a dead short anyway. There was some leakage between the windings and the core before I cleaned things up – this was in the high (28+) megohms range, but this seems to have cleared now I’ve given things a real good cleaning.
Time for another eBay special: this time it’s an 8-port video distribution amplifier, with BNC connections designed for commercial/industrial equipment. Not much on the front panel above, apart from the power switch & LED.
Rear Panel
The rear panel has all the connectors, input is on the left, while the outputs are in the centre. Power is supplied through the barrel jack on the right, 9v DC in this case.
Data Label
Not much in English on the data labels, there’s also an authenticity label on the left to make sure you don’t get a fake.
Amplifier Board
Taking the lid off reveals a very small PCB, taking up less than a third of the aluminium case! The input stage is on the right, composed of a pair of SOT-23 transistors to buffer the incoming signal. There’s an KST812M6 PNP & an S9014 NPN Epitaxial. The signal is then fed to the output stages, all individual S9014 NPN transistors to the output ports.
The power LED is just poking in the general direction of the hole in the front panel, so this isn’t likely to work very well – it’s going to illuminate the inside of the case more!
Here’s the biggest portable USB powerbank I’ve seen yet – the PowerAdd Pilot X7, this comes with a 20Ah (20,000mAh) capacity. This pack is pretty heavy, but this isn’t surprising considering the capacity.
USB Ports & LED
The front of the pack houses the usual USB ports, in this case rated at 3.4A total between the ports. There’s a white LED in the centre as a small torch, activated by double-clicking the button. A single click of the button lights up the 4 blue LEDs under the housing that indicate remaining battery capacity. Factory charging is via a standard µUSB connector in the side, at a maximum of 2A.
PCB Front
The front of the PCB holds the USB ports, along with most of the main control circuitry. At top left is a string of FS8025A dual-MOSFETs all in parallel for a current carrying capacity of 15A total, to the right of these is the ubiquitous DW01 Lithium-Ion protection IC. These 4 components make up the battery protection – stopping both an overcharge & overdischarge. The larger IC below is an EG1501 multi-purpose power controller.
This chip is doing all of the heavy lifting in this power pack, dealing with all the DC-DC conversion for the USB ports, charge control of the battery pack, controlling the battery level indicator LEDs & controlling the torch LED in the centre.
EG1501 Example
The datasheet is in Chinese, but it does have an example application circuit, which is very similar to the circuitry used in this powerbank. A toroidal inductor is nestled next to the right-hand USB port for the DC-DC converter, and the remaining IC next to it is a CW3004 Dual-Channel USB Charging Controller, which automatically sets the data pins on the USB ports to the correct levels to ensure high-current charging of the devices plugged in. This IC replaces the resistors R3-R6 in the schematic above.
The DC-DC converter section of the power chain is designed with high efficiency in mind, not using any diodes, but synchronous rectification instead.
PCB Back
The back of the PCB just has a few discrete transistors, the user interface button, and a small SO8 IC with no markings at all. I’m going to assume this is a generic microcontroller, (U2 in the schematic) & is just there to interface the user button to the power controller via I²C.
Cells
Not many markings on the cells indicating their capacity, but a full discharge test at 4A gave me a resulting capacity of 21Ah – slightly above the nameplate rating. There are two cells in here in parallel, ~10Ah capacity each.
XT60 Battery Connector
The only issue with powerbanks this large is the amount of time they require to recharge themselves – at this unit’s maximum of 2A through the µUSB port, it’s about 22 hours! Here I’ve fitted an XT60 connector, to interface to my Turnigy Accucell 6 charger, increasing the charging current capacity to 6A, and reducing the full-charge time to 7 hours. This splits to 3A charge per cell, and after some testing the cells don’t seem to mind this higher charging current.
Battery Connector Wiring
The new charging connector is directly connected to the battery at the control PCB, there’s just enough room to get a pair of wires down the casing over the cells.
Since the engine & hydrostatic transmission were installed in the boat a few years back, the hydraulic oil cooler has been in the same fresh water circuit as the engine’s water cooling system, however this has been causing some heat issues with the engine & hydraulic system under a heavy load, such as when I’m using the onboard generator to run the welding gear. The hydraulic oil temp would rise to over 80°C during the course of a long day’s cruising – such temperatures will degrade the oil very quickly, and in turn will cause premature wear of the very expensive hydraulic pumps. (Not to mention increasing the requirement for hydraulic oil changes, which are very expensive). The engine oil has been cooled by a standard automotive oil radiator, with air forced over the matrix by two large fans. This is also pretty inefficient, so another cooler will be added to replace the automotive one.
This cooling requirement is caused by the inefficiency of hydraulic systems – a simple variable displacement piston pump driving a bent-axis piston motor has an overall efficiency of roughly 80%. Given our engine’s max power of 76HP (56.7kW), this gives an energy loss of 15.2HP (11.33kW) at maximum power. This extra heat overloaded the skin tank, resulting in a cooling system that didn’t really work all too well once the engine was hot.
To solve this issue, we’ve decided to run a raw water circuit using the canal to remove the waste heat from the hydraulic system & engine oil, putting less of a heat load on the skin tank to bring the temperatures down to something reasonable. The image above show the system at running temperature after I installed the monitoring instruments. The top gauge is measuring engine oil temperature, at the point where it’s being fed to the bearings. The bottom one is measuring hydraulic oil temperature.
The engine oil temperature does have to be higher than any other cooling circuit on board, to boil off any condensate from the cylinders. Overcooling the oil in the sump will eventually cause sludging as the oil tries to absorb the resulting water. I’m aiming for a system temperature in the engine oil circuit of 95°C-120°C when the engine is under load & at operating temperature.
Raw Water Suction
Water from the canal is drawn from a skin fitting installed at the last drydock visit, pulling water through a strainer to remove all the large bits of muck. The large slotted screen on the suction skin fitting keeps larger objects out of the intake.
Raw Water Pump
A flexible impeller pump provides the power to move water through the system, in this case about 25L/Min. This pump is a cheap copy of a Jabsco pump from eBay. So far it’s been pretty reliable.
Temperature Senders
The temperature senders are standard automotive parts, and some adaptors were required to graft them into the oil lines of both systems. The senser’s 1/8″ NPT threads are here fitted into 1/2″ BSP hydraulic fittings.
Hydraulic Temperature Sender
Here’s the hydraulic oil sender installed in the drain line from the main propulsion pump, this should give me a pretty good idea of the temperature of the components in the system, the sender is earthed through the steel hydraulic oil tank.
Engine Oil Temperature Sender
The oil temperature sender is installed in the return line to the engine from the heat exchanger. This is measuring the oil temperature the bearings in the engine are being fed with.
Hydraulic Oil Heat Exchanger
The stack of heat exchangers is located on the starboard side of the engine bay, the large one here is cooling the hydraulic oil, the auxiliary pump is continually circulating the oil from the tank through this, then into the return filter on the top of the tank.
Engine Oil Heat Exchanger
The engine oil is fed through this much smaller heat exchanger mounted on the back of the large hydraulic cooler, the last in the circuit before the water is discharged back overboard through a skin fitting.
Remote Oil Filter
As we’ve got the diverter block on the side of the engine where the oil filter should be, a remote oil filter is fitted above the fuel tank. The thermostat strapped on operates the main engine bay ventilation fans, switching them on once the engine oil reaches 60°C.
Since I’ve discovered some nice high power PSUs in the form of Playstation 3 PSUs, it’s time to get a new Bench PSU Build underway!
Specifications
I’ve gone for the APS-227 version as it’s got the 32A rail. This makes things slightly beefier overall, as the loading will never be anywhere close to 100% for long, more headroom on the specs is the result.
Desktop Instrument Case
The case I’ve chosen for this is an ABS desktop instrument case from eBay, the TE554 200x175x70mm. The ABS is easy to cut the holes for all the through-panel gear, along with being sturdy enough. Aluminium front & back panels would be a nice addition for a better look.
PSU Mounted
The PSU board is removed from it’s factory casing & installed on the bottom shell half, unfortunately the moulded-in posts didn’t match the screw hole locations so I had to mount some brass standoffs separately. The AC input is also fitted here, I’ve used a common-mode filter to test things (this won’t be staying, as it fouls one of the case screw holes). The 40A rated DC output cable is soldered directly to the PCB traces, as there’s no room under the board to fit the factory DC power connector. (This is the biggest case I could find on eBay, and things are still a little tight). Some minor modifications were required to get the PCB to fit correctly.
Output Terminals & Adjuster
I decided to add some limited voltage adjustment capability to the front panel, I had a 100Ω Vishay Spectrol Precision 10-turn potentiometer in my parts bin, from a project long since gone that just about fits between the panel & the output rectifier heatsink. The trimpot I added when I first posted about these PSUs is now used to set the upper voltage limit of 15 volts. (The output electrolytics are 16v rated, and are in an awkward place to get at to change for higher voltage parts). The binding posts are rated to 30A, and were also left over from a previous project.
Vishay Spectrol 10-Turn
Addon Regulator Components
This front panel potentiometer is electrically in series with the trimpot glued to the top of the auxiliary transformer, see above for a simple schematic of the added components. In this PSU, reducing the total resistance in the regulator circuit increases the voltage, so make sure the potentiometer is wired correctly for this!
After some experimentation, a 500Ω 10-turn potentiometer would be a better match, with a 750Ω resistor in parallel to give a total resistance range on the front panel pot of 300Ω. This will give a lower minimum voltage limit of about 12.00v to make lead-acid battery charging easier.
I’ve had to make a minor modification to the output rectifier heatsink to get this pot to fit in the available space, but nothing big enough to stop the heatsink working correctly.
Terminal Posts
Here I’ve got the binding posts mounted, however the studs are a little too long. Once the wiring is installed these will be trimmed back to clear both the case screw path & the heatsink. (The heatsink isn’t a part of the power path anyway, so it’s isolated).
Power Meter Control Board & Fan
To keep the output rectifier MOSFETs cool, there’s a fan mounted in the upper shell just above their location, this case has vents in the bottom already moulded in for the air to exit. The fan is operated with the DC output contactor, only running when the main DC is switched on. This keeps the noise to a minimum when the supply doesn’t require cooling. The panel meter control board is also mounted up here, in the only empty space available. The panel meter module itself is a VAC-1030A from MingHe.
Meter Power Board
The measurement shunt & main power contactor for the DC output is on another board, here mounted on the left side of the case. The measurement shunt is a low-cost one in this module, I doubt it’s made of the usual materials of Manganin or Constantan, this is confirmed by my meansurements as when the shunt heats up from high-power use, the readings drift by about 100mA. The original terminal blocks this module arrived with have been removed & the DC cables soldered directly to the PCB, to keep the number of high-current junctions to a minimum. This should ensure the lowest possible losses from resistive heating.
Meter Panel Module
The panel meter module iself is powered from the 5v standby rail of the Sony PSU, instead of the 12v rail. This allows me to keep the meter on while the main 12v output is switched off.
PSU Internals
here’s the supply with everything fitted to the lower shell – it’s a tight fit! A standard IEC connector has been fitted into the back panel for the mains input, giving much more clearance for the AC side of things.
Inside View
With the top shell in place, a look through the panel cutout for the meter LCD shows the rather tight fit of all the meter components. There’s about 25mm of clearance above the top of the PSU board, giving plenty of room for the 40mm cooling fan to circulate air around.
Load Test
Here’s the finished supply under a full load test – it’s charging a 200Ah deep cycle battery. The meter offers many protection modes, so I’ve set the current limit at 30A – preventing Sony’s built in over current protection on the PSU tripping with this function is a bonus, as the supply takes a good 90 seconds to recover afterwards. I’ll go into the many modes & features of this meter in another post.
Over the past few weeks, the host I’ve been with for over 3 years, OVH, announced a rather large price increase of 20% because of Brexit – the current universal excuse to squeeze the customer for more cash. This change has sent the price of my dedicated server solution with them to over £45 a month. Doing some napkin-calculation gave me £18 a month in extra power to run a small server locally. So I’ve decided to bring the hosting solution back to my local network & run from my domestic internet link, which at 200Mbit/s DL & 20Mbit/s UL should be plenty fast enough to handle the modest levels of traffic I usually get.
Obviously, some hardware was required for this, so I obtained this beauty cheap on eBay:
HP Proliant MicroServer Gen 8
This is a Gen 8 HP Proliant Microserver, very small & quiet, perfect for the job. This came with 4GB of RAM installed from the factory, and a Celeron G1610T running at 2.3GHz. Both are a little limited, so some upgrades will be made to the system.
Disk Bays
4 SATA drive bays are located behind the magnetically-locked front door, there’s a 250GB boot disk in here along with a pair of 500GB disks in RAID1 to handle the website files & databases. For my online file hosting site, the server has a backend NFS link direct to Volantis – my 28TB storage server. This arrangement keeps the large file storage side of things off the web server disks & on a NAS, where it should be.
Extra RAM
First thing is a RAM upgrade to the full supported capacity of 16GB. This being a Proliant server machine, doesn’t take anything of a standard flavour, it’s requirements are DDR3-10600E or DDR3-12800E (the E in here being ECC). This memory is both eye-wateringly expensive & difficult to find anywhere in stock. It’s much cheaper & easier to find the ECC Registered variety, but alas this isn’t compatible.
Over the past 48 hours or so, I’ve been migrating everything over to the new baby server, with a couple of associated teething problems, but everything seems to have gone well so far. The remaining job to get everything running as it should is an external mail relay – sending any kind of email from a dynamic IP / domestic ISP usually gets it spam binned by the big providers instantly, regardless of it actually being spam or not – more to come on that setup & configuring postfix to use an external SMTP relay server soon!
If anyone does find something weird going on with the blog, do let me know via the contact page or comments!
This is a little bit of kit I got to talk to the Webasto TT-V I salvaged from a scrap Jaguar S-Type, and converts USB-RS232 to the standard car diagnostic ODB connector. (These are a much cheaper option at £4 than the official Webasto diagnostic adaptor & loom which is over £90.
PCB Top
There’s really not much to this adaptor, the only signals that are routed to the ODB connector seem to be the +12v on pin 16, K-Line on Pin 7 & L-Line on pin 15. The main IC here is a CH340 USB-Serial interface, with some glue logic in the form of an LM339 quad comparator.
PCB Reverse
The reverse side of the PCB only has the power indicator LED.
This is a chip aimed at the automotive market – this is a low power voltage regulator for supplying power to microcontrollers, for instance in a CD player.
TDA3606 Die
The TDA3606 is a voltage regulator intended to supply a microprocessor (e.g. in car radio applications). Because of low voltage operation of the application, a low-voltage drop regulator is used in the TDA3606. This regulator will switch on when the supply voltage exceeds 7.5 V for the first time and will switch off again when the output voltage of the regulator drops below 2.4 V. When the regulator is switched on, the RES1 and RES2 outputs (RES2 can only be HIGH when RES1 is HIGH) will go HIGH after a fixed delay time (fixed by an external delay capacitor) to generate a reset to the microprocessor. RES1 will go HIGH by an internal pull-up resistor of 4.7 kΩ, and is used to initialize the microprocessor. RES2 is used to indicate that the regulator output voltage is within its voltage range. This start-up feature is built-in to secure a smooth start-up of the microprocessor at first connection, without uncontrolled switching of the regulator during the start-up sequence. All output pins are fully protected. The regulator is protected against load dump and short-circuit (foldback
current protection). Interfacing with the microprocessor can be accomplished by means of a battery Schmitt-trigger and output buffer (simple full/semi on/off logic applications). The battery output will go HIGH when the battery input voltage exceeds the HIGH threshold level.
Time for another teardown! Here’s a pocket-sized headphone amplifier for use with mobile devices. This unit is powered by a built-in lithium cell, and can give some pretty impressive volume levels given it’s small size.
Audio Connections
The 3.5mm audio input & output jacks are on the front of the unit, along with the relatively enormous volume knob & power switch. There’s a little blue LED under the switch that lets the user know when the power is on, but this is a very sedate LED, using very little power.
Gain & Charging
On the back is the High-Low gain switch, and the µUSB charging port. There’s another indicator LED to show that the internal cell is charging, in this case a red one.
PCB Top
Removing a couple of cap screws allows the internals to slide out of the extruded aluminium casing. Most of the internal space is taken up by the 1Ah lithium cell, here on the top of the PCB secured by some double-sided tape. The volume potentiometer is mounted on a small daughterboard at right angles to get it to fit into the small vertical space in the case.
PCB Rear
The bottom of the PCB is equally as sparse – the only ICs being the main audio amp in the centre & the battery charger IC at the top.
Amplifier IC
The main audio amplifier is a TP9260, I couldn’t find a datasheet on this, so I’m unsure of what the specs are. The row of resistors above the IC are for the gain divider circuit. There’s also a pogo pin on the right that makes contact with the back panel of the case for grounding.
Battery Charger
Battery charging is taken care of by a UN8HX 500mA linear charging IC, not much special here.
This little amplifier seems to be pretty well made, considering the price point. The only issue I’ve had so far is the audio cables act like antennas, and when in close proximity to a phone some signal gets picked up & blasted into the headphones as interference.
Here’s a jellybean chip – a DC motor driver. This device has all the logic to drive a small motor, such as that used to drive the tray of a CD drive in both directions. The control logic is at the bottom of the die, while the main power transistors are at the top, in H-Bridge formation.
Here’s an eBay oddity – it’s got the same light & lens mechanism as the cheap “disco light” style bulbs on eBay, but this one is battery powered & has a built in MP3 player.
MP3 Disco Light
This device simply oozes cheapness. The large 4″ plastic dome lens sits on the top above the cheap plastic moulding as a base, which also contains the MP3 player speaker.
Controls
There are few controls on this player, the volume buttons are combined with the skip track buttons, a long press operates the volume control, while a short press skips the tracks. Several options for getting this thing to play music are provided:
Bluetooth – Allows connection from any device for bluetooth audio
USB – Plugging in a USB flash drive with MP3 files
SD Card – Very similar to the USB flash drive option, just a FAT32 formatted card with MP3 files
Aux – There’s no 3.5mm jack on this unit for an audio input, instead a “special” USB cable is supplied that is both used to charge the built in battery & feed an audio signal. This is possible since the data lines on the port aren’t used. But it’s certainly out of the ordinary.
Top Removed
The top comes off with the removal of a single screw in the centre of the lens. The shaft in the centre that holds the lens is attached to a small gear motor under the LED PCB. There’s 6 LEDs on the board, to form an RGB array. Surprisingly for a very small battery powered unit these are bright to the point of being utterly offensive.
Mainboard
Here’s the mainboard removed from the plastic base. There’s not much to this device, even with all the options it has. The power switch is on the left, followed by the Mini-B USB charging port & aux audio input. The USB A port for a flash drive is next, finishing with the µSD slot. I’m not sure what the red wire is for on the left, it connects to one of the pins on the USB port & then goes nowhere.
Audio Amplifier
The audio amplifier is a YX8002D, I couldn’t find a datasheet for this, but it’s probably Class D.
Main Chipset
Finally there’s the main IC, which is an AC1542D88038. I’ve not been able to find any data on this part either, it’s either a dedicated MP3 player with Bluetooth radio built in, or an MCU of some kind.The RF antenna for the Bluetooth mode is at the top of the board.
Just behind the power switch is a SOT23-6 component, which should be the charger for the built in Lithium Ion cell.
Lithium Ion Cell
The cell itself is a prismatic type rated in the instructions at 600mAh, however my 1C discharge test gave a reading of 820mAh, which is unusual for anything Li-Ion based that comes from eBay 😉
There is cell protection provided, it’s under the black tape on the end, nothing special here.
The main issue so far with this little player is the utterly abysmal battery life – at full volume playing MP3s from a SD card, the unit’s current draw is 600mA, with the seizure & blindness-inducing LEDs added on top, the draw goes up to about 1200mA. The built in charger is also not able to keep up with running the player while charging. This in all only gives a battery life of about 20 minutes, which really limits the usability of the player.
With some recent upgrades to the boat’s heating system, the hot water circulation pumps we’ve been using are becoming far too small for the job. After the original Johnson Marine circulation pump died of old age (the brushes wore down so far the springs ate the commutator) some time ago, it was replaced with a Pierburg WUP1 circulation pump from a BMW. (As we’re moored next to a BMW garage, these are easily obtainable & much cheaper than the marine pumps).
WUP1 Cutaway
These are also brushless, where as the standard Johnson ones are brushed PM motors – the result here is a much longer working life, due to fewer moving parts.
The rated flow & pressure on these pumps is pretty pathetic, at 13L/min at 0.1bar head pressure. As the boat’s heating system is plumbed in 15mm pipe instead of 22mm this low pressure doesn’t translate to a decent flow rate. Turns out it’s pretty difficult to shove lots of water through ~110ft of 15mm pipe ;). Oddly enough, the very low flow rate of the system was never a problem for the “high output” back boiler on the stove – I suspect the “high output” specification is a bit optimistic.
This issue was recently made worse with the addition of a Webasto Thermo Top C 5kW diesel-fired water heater, which does have it’s own circulation pump but the system flow rate was still far too low to allow the heater to operate properly. The result was a rapidly cycling heater as it couldn’t dump the generated hot water into the rest of the system fast enough.
The easiest solution to the problem here is a larger pump with a higher head pressure capability. (The more difficult route would be completely re-piping the system in 22mm to lower the flow resistance). Luckily Pierburg produce a few pumps in the range that would fit the job.
Pierburg CWA-50
Here’s the next size up from the original WUP1 pump, the CWA50. These are rated at a much more sensible 25L/min at 0.6bar head pressure. It’s physically a bit larger, but the connector sizes are the same, which makes the install onto the existing hoses easier. (For those that are interested, the hose connectors used on BMW vehicles for the cooling system components are NormaQuick PS3 type. These snap into place with an O-Ring & are retained by a spring clip).
The CWA50 draws considerably more power than the WUP1 (4.5A vs 1.5A), and are controllable with a PWM signal on the connector, but I haven’t used this feature. The PWM pin is simply tied to the positive supply to keep the pump running at maximum speed.
Once this pump was installed the head pressure immediately increased on the gauge from the 1 bar static pressure to 1.5 bar, indicating the pump is running at about it’s highest efficiency point. The higher water flow has so far kept the Webasto happy, there will be more to come with further improvements!
CWA-50 Pump Teardown
CWA50 Cutaway
Above is a cutaway drawing of the new pump. These have a drilling through the shaft allows water to pass from the high pressure outlet fitting, through the internals of the pump & returns through the shaft to the inlet. This keeps the bearings cool & lubricated. The control & power drive circuitry for the 3-phase brushless motor is attached to the back & uses the water flowing through the rotor chamber as a heatsink. Overall these are very well made pumps.
Impeller
Here’s the impeller of the pump, which is very small considering the amount of power this unit has. The return port for the lubricating water can be seen in the centre of the impeller face.
3-Phase Driver
Inside the back of the pump is the control module. The main microcontroller is hiding under the plastic frame which holds the large power chokes & the main filter electrolytic.
The other day at the local canal-side waterpoint, this TV was dumped for recycling, along with another later model Colour TV. This is a 1970’s Black & White mains/battery portable made by Thorn. It’s based on a common British Radio Corporation 1590 chassis. Having received a soaking from rain, I didn’t expect this one to work very well.
Tuner
Being so old, there is no electronic control of the tuner in this TV, and only has the capability to mechanically store 4 different channels. The tuner itself is a cast box with a plastic cover.
Tuning Lever
The mechanical buttons on the front of the TV push on this steel bar, by different amounts depending on the channel setting. This bar is connected to the tuning capacitor inside the tuner.
Tuner Compartments
Unclipping the plastic cover, with it’s lining of aluminium foil for shielding reveals the innards of the tuner module.
Tuner Input Stage
Here’s the tuner front end RF transistor, which has it’s can soldered into the frame, this is an AF239 germanium UHF transistor, rated at up to 900MHz.
Tuner IF Mixer Stage
As the signal propagates through the compartments of the tuner, another transistor does the oscillator / IF mixing, an AF139 germanium, rated to 860MHz.
Tuning Capacitor
As the buttons on the front of the set are pushed, moving the lever on the outside, the tuning capacitor plates intermesh, changing the frequency that is filtered through the tuner. The outer blades of the moving plates are slotted to allow for fine tuning of the capacitance, and therefore transmitted frequency by bending them slightly.
Mains Transformer
Being a dual supply TV that can operate on either 12v battery power or mains, this one has a large centre tapped mains transformer that generates the low voltage when on AC power. Full wave rectification is on the main PCB. The fuse of this transformer has clearly been blown in the past, as it’s been wound with a fine fuse wire around the outside to repair, instead of just replacing the fuse itself.
Chassis Rear
The back of the set has all the picture controls on the bottom edge, with the power input & antenna connections on the left just out of shot. The CRT in this model is an A31-120W 12″ tube, with a really wide deflection angle of 110°, which allows the TV to be smaller.
Main PCB
The bottom of the mainboard has all the silkscreen markings for the components above which certainly makes servicing easier 😉 This board’s copper tracks would have been laid out with tape, obviously before the era of PCB design software.
Components
The components on this board are laid out everywhere, not just in square grids. The resistors used are the carbon composition type, and at ~46 years old, they’re starting to drift a bit. After measuring a 10K resistor at 10.7K, all of these would need replacing I have no doubt. Incedentally, this TV could be converted to take a video input without the tuner, by lifting the ferrite beaded end of L9 & injecting a signal there.
Flyback Primary Windings
The flyback (Line Output Transformer) is of the old AC type, with the rectifier stack on top in the blue tube, as opposed to more modern versions that have everything potted into the same casing. The primary windings are on the other leg of the ferrite core, making these transformers much more easily repairable. This transformer generates the 12kV required for the CRT final anode, along with a few other voltages used in the TV, for focussing, etc.
Rectifier Stack
The main EHT rectifier stack looks like a huge fuse, inside the ceramic tube will be a stack of silicon diodes in series, to withstand the high voltage present.
Horizontal Output Transistor
This is the main switching transistor that drives the flyback, the HOT. This is an AU113, another germanium type, rated at 250v 4A. The large diode next to the transistor is the damper.
I’ve managed to find all the service information for this set online, link below!
[download id=”5616″]
More to come if I manage to get this TV working!
Here’s another random gadget for teardown, this time an IR remote control repeater module. These would be used where you need to operate a DVD player, set top box, etc in another room from the TV that you happen to be watching. An IR receiver sends it’s signal down to the repeater box, which then drives IR LEDs to repeat the signal.
Repeater Module
Not much to day about the exterior of this module, the IR input is on the left, up to 3 receivers can be connected. The outputs are on the right, up to 6 repeater LEDs can be plugged in. Connections are done through standard 3.5mm jacks.
Repeater PCB
Not much inside this one at all, there are 6 transistors which each drive an LED output. This “dumb” configuration keeps things very simple, no signal processing has to be done. Power is either provided by a 12v input, which is fed into a 7805 linear regulator, or direct from USB.
Here’s a useful tool for testing both power supplies & batteries, a dummy load. This unit is rated up to 60W, at voltages from 1v to 25v, current from 200mA to 9.99A.
This device requires a 12v DC power source separate from the load itself, to power the logic circuitry.
Microcontroller Section
Like many of these modules, the brains of the operation is an STM8 microcontroller. There’s a header to the left with some communication pins, the T pin transmits the voltage when the unit is operating, along with the status via RS232 115200 8N1. This serial signal is only present in DC load mode, the pin is pulled low in battery test mode. The 4 pins underneath the clock crystal are the programming pins for the STM8.
Serial CommsCooling Fan
The main heatsink is fan cooled, the speed is PWM controlled via the microcontroller depending on the temperature.
Main MOSFET
The main load MOSFET is an IRFP150N from Infineon. This device is rated at 100v 42A, with a max power dissipation of 160W. On the right is a dual diode for reverse polarity protection, this is in series with the MOSFET. On the left is the thermistor for controlling fan speed.
Load Terminals
The load is usually connected via a rising clamp terminal block. I’ve replaced it with a XT60 connector in this case as all my battery holders are fitted with these. This also removes the contact resistance of more connections for an adaptor cable. The small JST XH2 connector on the left is for remote voltage sensing. This is used for 4-wire measurements.
Function 1 – DC Load
Powering the device up while holding the RUN button gets you into the menu to select the operating modes. Function 1 is simple DC load.
Function 2 – Battery Capacity Mode
The rotary encoder is used to select the option. Function 2 is battery capacity test mode.
Beeper Mode
After the mode is selected, an option appears to either turn the beeper on or off.
Amps Set
When in standby mode, the threshold voltage & the load current can be set. Here the Amps LED is lit, so the load current can be set. The pair of LEDs between the displays shows which digit will be changed. Pressing the encoder button cycles through the options.
Volts Set
With the Volts LED lit, the threshold voltage can be changed.
When in DC load mode (Fun1), the device will place a fixed load onto the power source until it’s manually stopped. The voltage setting in this mode is a low-voltage alarm. The current can be changed while the load is running.
When in battery discharge test mode (Fun2), the voltage set is the cutoff voltage – discharge will stop when this is reached. Like the DC load mode, the current can be changed when the load is running. After the battery has completed discharging, the capacity in Ah & Wh will be displayed on the top 7-segment. These results can be selected between with the encoder.
Below are tables with all the options for the unit, along with the error codes I’ve been able to decipher from the Chinese info available in various places online. (If anyone knows better, do let me know!).
Option
Function
Fun1
Basic DC Load
Fun 2
Battery Capacity Test
BeOn
Beeper On
BeOf
Beeper Off
Error Code
Meaning
Err1
Input Overvoltage
Err2
Low Battery Voltage / No Battery Present / Reverse Polarity
Err3
Battery ESR Too High / Cannot sustain selected discharge current
Err4
General Failure
Err6
Power Supply Voltage Too Low / Too High. Minimum 12v 0.5A.
Here’s a cheap PSU from the treasure trove of junk that is eBay, rated at a rather beefy 400W of output at 12v – 33A! These industrial-type PSUs from name brands like TDK-Lambda or Puls are usually rather expensive, so I was interested to find out how much of a punishment these cheap Chinese versions will take before grenading. In my case this PSU is to be pushed into float charging a large lead acid battery bank, which when in a discharged state will try to pull as many amps from the charger as can be provided.
Rating Label
These PSUs are universal input, voltage adjustable by a switch on the other side of the PSU, below. The output voltage is also trimmable from the factory, an important thing for battery charging, as the output voltage needs to be sustained at 13.8v rather than the flat 12v from the factory.
Input Voltage SelectorMain Terminal Block
Mains connections & the low voltage outputs are on beefy screw terminals. The output voltage adjustment potentiometer & output indicator LED are on the left side.
Cooling Fan
The cooling fan for the unit, which pulls air through the casing instead of blowing into the casing is a cheap sleeve bearing 60mm fan. No surprises here. I’ll probably replace this with a high-quality ball-bearing fan, to save the PSU from inevitable fan failure & overheating.
PCB Bottom
The PCB tracks are generously laid out on the high current output side, but there are some primary/secondary clearance issues in a couple of places. Lindsay Wilson over at Imajeenyus.com did a pretty thorough work-up on the fineries of these PSUs, so I’ll leave most of the in-depth stuff via a linky. There’s also a modification of this PSU for a wider voltage range, which I haven’t done in this case as the existing adjustment is plenty wide enough for battery charging duty.
Bare PCB
The PCB is laid out in the usual fashion for these PSUs, with the power path taking a U-route across the board. Mains input is lower left, with some filtering. Main diode bridge in the centre, with the voltage selection switch & then the main filter caps. Power is then switched into the transformer by the pair of large transistors on the right before being rectified & smoothed on the top left.
Main Switching Transistors
The pair of main switching devices are mounted to the casing with thermal compound & an insulating pad. To bridge the gap there’s a chunk of aluminium which also provides some extra heatsinking.
SMPS Drive IC & Base Drive Transformer
The PSU is controlled by a jelly-bean TL494 PWM controller IC. No active PFC in this cheap supply so the power factor is going to be very poor indeed.
Input Protection
Input protection & filtering is rather simple with the usual fuse, MOV filter capacitor & common mode choke.
Main Output Rectifiers
Beefy 30A dual diodes on the DC output side, mounted in the same fashion as the main switching transistors.
Output Current Shunt
Current measurement is done by these large wire links in the current path, selectable for different models with different output ratings.
Hot Glue Support
The output capacitors were just floating around in the breeze, with one of them already having broken the solder joints in shipping! After reflowing the pads on all the capacitors some hot glue as flowed around them to stop any further movement.
This supply has now been in service for a couple of weeks at a constant 50% load, with the occasional hammering to recharge the battery bank after a power failure. at 13A the supply barely even gets warm, while at a load high enough to make 40A rated cable get uncomfortably warm (I didn’t manage to get a current reading, as my instruments don’t currently go high enough), the PSU was hot in the power semiconductor areas, but seemed to cope at full load perfectly well.
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