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If you haven't already, check whether you need an appointment before you go to a service location. For example, schedule a Genius Bar reservation before you go to an Apple Store. When you go, remember to bring these items:

The British Ever Ready Electrical Company (BEREC) was a British electrical firm formed in 1906 as the export branch of the American Eveready Battery Company. In 1914 it became independent of its American parent company.

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For decades the firm dominated the UK consumer battery market and had several factories in the UK, the largest of which was built at Tanfield Lea, County Durham, in 1968. Other factories included Dawley, Four Ashes, Maldon, Newburn, London (Victoria Works, Forest Road and from 1936, the St Ann's Works in Harringay[1]) and Park Lane, Wolverhampton. The company's research effort was centred upon the Central Laboratories, later known as Group Technical Centre, in St. Ann's Road, Harringay, London N15. The company's head office was Ever Ready House in Whetstone, London N20.[2] Overseas manufacturing sites included South Africa, Nigeria, Sri Lanka and Jamaica. The company also included UK engineering divisions: Cramic Engineering and Toolrite.

In 1992, the company was sold by Hanson Trust to Ralston Purina, owners of the American Eveready company, and is now a part of Energizer Holdings.[4] The company closed Tanfield Lea, its last UK factory, in 1996.[5] Production of some Ever Ready batteries (PP6, PP7 and PP9) continued in the UK until 1999 by Univercell Battery Company, near the old Dawley factory, using the original machinery. Univercell moved to Stafford Park 12 and was sold to the AceOn Group in 2012; AceOn continued to manufacture Ever Ready batteries for specialist applications.

Thermal management of vehicle battery pack is crucial in determining the life/ageing of the battery pack, in establishing the range of the vehicle on a day to day basis and in determining the safety of the vehicle and occupants. An effective design of a thermal management system cannot be established solely through experimentation as it is time consuming and costly. Accurate computational models are required to aid in the design process. This study describes the development and validation of 3D computational model for simulating electrical and thermal characteristics of a vehicle-ready battery module. The modeling process starts with the full 3D CAD geometry of the module including the coolant channels and cold plate. As part of the study, an experimental test case was setup. This included a climate chamber for the initial soak of the module and to control ambient temperature. Coolant was pumped through channels underneath the cold plate atop which the cells sat in blocks. The cell bottom area conducted heat through a thermal interface material and through the cold plate. The effectiveness of cell bottom cooling as opposed to side cooling is demonstrated through this set up. Thermocouples were placed on various locations across the module including three placed vertically on a given cell. A severe constant discharge test of 1.5C and a fast charge test were conducted until the cutoff voltage was reached. The model was run under the same boundary conditions as the test setup. The battery cell electrical characteristics were evaluated to determine the electrical resistance and open circuit voltage of the cell. The cell resistance was derived as a function of both state of charge (SOC) and temperature of cell. The model also simulates the inter cell variation in current magnitude occurring due to the differences in cell temperatures. The thermal interface material (TIM) and the resistance offered by it to heat conduction through the cell bottom was also modeled. The model temperatures correlated to within 4% of experiment measurements on a transient basis. The correlation is demonstrated across all locations on the module and for the coolant.

The rules include a labeling mandate and will eventually require battery makers to meet certain levels of recycled content for critical minerals found in batteries, such as cobalt, lithium and nickel.

If a test has been completed, the system status will be reported "ready." An uncompleted test will be reported "not ready." An OBDII vehicle will not pass the annual inspection unless the required monitors are "ready." The Vehicle Inspection Report from the test equipment will identify monitors that are not ready.

The US Environmental Protection Agency (EPA) guidelines allow up to two monitors to be in a "not ready" state for model year 1996 through 2000 vehicles and one monitor "not ready" for 2001 or newer model year vehicles.

To allow your vehicle's monitors to perform their tests and reset them to a "ready" state, your vehicle will have to be driven in a special way called a "drive cycle." Running through the drive cycle sets the readiness monitors so they can detect any emissions failures. Your vehicle's specific drive cycle can depend on the vehicle make and model, and which monitor needs to be reset. In most cases, two drive cycles are required, separated by a cool down period.

If the only reason your vehicle failed the inspection was due to readiness monitors not being in a "ready" state, and your current inspection has already expired, the inspection software will issue a 10-day extension that will allow you to legally operate your vehicle on the highways. During those ten days, you can either:

Well i got my first charger ready for testing.

I changed up the looks this time since i want to be able to make the NP50 and BX1 versions with the same footprint and some of the components. (so i dont have to keep materials for 3 chargers on stock)

needs some charge cycles and loading unloading tests

it charges 8 batteries at once all at 400mAh so a 1000mAH batteries should be done in around 3 hours +-

Like the S6, this S6 Active is an embedded device, which means the back panel won't pop off. Sorry, no swappable battery or expandable storage here. It also means you're stuck at 32GB with no other capacity options to jump to if you happen to store a lot of media files on the device.

The larger 3,500mAh battery swells from the S6's just-adequate 2,550mAh ticker. And guess what? It's performed terrifically in our video rundown tests: over 16.5 hours each time (for an average of 16.8 hours). That's huge, especially compared to the Galaxy S6's 12.4 hour lifespan and the S6 Edge's 13.5-hour run.

At $200 on-contract and $700 all-in, the Active is a premium device that contains most of the S6's terrific internal specs, but then bumps up the battery (always a welcome plan.) At about the same price as the S6, too, you're mostly looking at the aesthetic trade-off -- plastic over metal and glass -- and if you really want a water-resistant phone.

Description:

The American Electrical Novelty and Manufacturing Company was formed in 1914. The American side was sold to National Carbon, later Union Carbide, together with a brand that later lost a letter and became Eveready. The two businesses were linked for many years. The British could use the Ever Ready name in Europe, and adopted the Berec name elsewhere. The Americans used Ucar when they sold in Europe. By the end of the 1960s Ever Ready had 90% of the British battery market. There was a vast research laboratory in Tottenham, north London. Ever Ready bought Superpila in Italy and Daimon in Germany. It built an enormous factory in 1968 in Tanfield Lea, County Durham, employing ex-miners. Women were only employed on the factory floor from 1988. The factory at Tanfield Lea produced zinc-carbon batteries. A long-life alkaline battery was made by the laboratory in 1973 but it never went into production, which proved to be a mistake. Other factories included Dawley, Four Ashes, Maldon, and Park Lane, Wolverhampton. The company's Head Office was in Whetstone, London N20. In 1977 British Ever Ready sold its stake in Mallory, which made Duracell alkaline batteries. By 1977 Tanfield Lea was sending almost half its output to Nigeria. When the import licence was cancelled, 500 people had to be made redundant. A factory set up in Hong Kong but run from Britain was a failure. The company name was changed to Berec, to sound more international. This was also a mistake. In 1978 they set up an alkaline battery factory at Newburn and started developing a zinc-chloride battery (launched as 'Silver Seal') at Tanfield Lea. In 1981 Berec was taken over by Hanson Trust, and changed the name back to Ever Ready. It closed the Tottenham laboratory and the work was taken over by Tanfield Lea. The Advanced Projects Group at Abingdon (which developed bromium and lithium batteries) was sold off. Soon after, the workforce was cut from 2,900 to 2,000; 314 of Tanfield Lea's 940 jobs were shed. In 1993 Hanson announced it was selling Ever Ready to Ralston Purina (a pet food company which became the biggest battery manufacturer in 1985 when it bought US Eveready from Union Carbide). Factories at Telford and Wolverhampton were closed. Newburn's workforce was slashed from 205 to 30. Zinc-carbon battery production all but stopped and Blue Seal was imported from Indonesia. Tanfield Lea survived as a centre for zinc-chloride (Silver Seal) production and developed a Ucar battery for Germany. The US company had two alkaline battery factories in France and Switzerland, which were much bigger than Newburn. Newburn was closed in 1992 because it was under-invested and production costs were higher. Ever Ready is now a part of Energizer Holdings. The company closed Tanfield Lea, its last UK factory, in 1996. Ever Ready also made torches, bicycle lamps and radios (until the 1980s).

Sources:

David Bowen, Sunday 23 June 1993, Assault and battery: The fall of the Ever Ready empire: a classic tale of British decline, The Independent; www.independent.co.uk/news/business/assault-and-battery-the-fall-of-the-ever-ready-empire-a-classic-tale-of-british-decline-by-david-bowen-1494225.html; _Ever_Ready_Electrical_Company; ; _Ready_Co_(Great_Britain) ff782bc1db