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105° Wide-angle Lens Automatic Accident Recording Car DVR

Wide-angle Lens Automatic Accident Recording Car DVR with GPS
Product Description

This product can be used with any vehicle for automatic detection and recording audio and video evidence,real-time map tracking ,speed recording ,and G-force activity.Blackbox can also be used to provide invaluable evidence for insurance needs and help avoid fraudulent claims.It is an objective eye for insurance claims,accident video recording ,GPS logger,tracking and reviewing route and speed,DVR with built in memory,record 360 second segments of video.
G-sensor apparatus and time sensor capable of automatic recording GPS tracking for logging the location of recording
Record high-quanlity video and audio data for 360 seconds before and after any accident
Bulit in software intergrates functionality of Google maps and G-sensor apparatus
Store hours of video ,reviewable anytime on removable SD card
Configured for easy manual operation and anytime recording
GPS tracking for logging and reviewing your route
Supports up to 32GB of memory
105° wide-angle lens ,placement rotatble by 140° for recording the whole scene
Automatic accident recording,manual video/audio recording control
102° Wide-angle Lens Automatic Accident Recording Car DVR

1. Imaging sensor: 1/5-inch color CMOS
2. Video resolution: 656*488
3. Video: VGA,30fps
4. Viewing Angle: 102
5. Video format: ASF
6. Minimum illumination: 0.1 Lux
7. Operation system: support 512MB
8. GPS/Google Maps: supported
9. Pre-event recording duration: 2-60 seconds(adjustable)
10. Post-event recording duration: 10-300seconds(adjustable)
11. Gravity sensor sensitivity:
12. Power supply: 5V
13. Consumption current (Max.): 550mA
14. Dimension: 127*52*32mm(W*D*H)
15. Approx.weight: 110g
16. Operating temperature: 0
17. Operating humidity: 15
18. Approved: CE FCC
19. Recording Mode: Auto mode by shock sensor,manual mode by manual recording button


HD pixel Snake Tube Endoscope, USB Endoscope, Adjustable Light Digital Endoscope

HD pixel Snake Tube Endoscope, USB Endoscope, Adjustable Light Digital Endoscope

This Super eye with long "arm" is to explore the mysteries of somewhere that you cannot reach but you want to have a look. It has 200 x microscopes with LEDs, making sure that you will see what you want to see. The LEDs lightness are adjustable to fit your purpose. Just plug the USB cable with PC, then you will see pictures showed on PC screen. Features: You can have this USB endoscope to reach the place that you cannot reach but you still need to with ultra slim snake-type scope with LED around the end of the endoscope, so you still can see in a dark environment USB interface, easy to install, enough for checking even a small soldering / transistor.
  • Working Platforms: Windows MAC Linux
  • Magnification: 1/10-1200 times
  • Photograph: Taken by the software
  • Videography: High compression
  • Light Source: LED illumination (USB interface)
  • Focusing: Manual
  • Pixels: 1.3-5m
  • Display Speed: 15-30fps
  • Interface: USB2.0
  • Size: 62mm x500mm
  • Video with extra-long time-11hours long & 3.6GB of memory video
  • Scope of applications, such as: Antique inspection, beauty parlor, auto inspection, Industrial inspections, home appliances, medical treatment, education, Justice Appraising, Printing others


Electric car network gets first test in Israel

ROSH HAAYIN, Israel — Israeli entrepreneur Shai Agassi has begun rolling out the world's first nationwide electric car network. Now, will the drivers come?

After more than $400 million in outlays and more than a year behind schedule, dozens of electric cars have hit the road in Israel, the test site Agassi chose for his Better Place venture. Four stations where the cars can get a new dose of juice when their batteries run out are operating, and the plan is to ramp that number up within months.

The concept: to wean the world from oil and eliminate the biggest hurdles to environmentally friendly electric cars — high cost and limited range.

To do this, Better Place has jettisoned the fixed battery. Instead, drivers can swap their depleted batteries for fully charged ones at a network of stations, receiving a full, 160-kilometer (100-mile) range in five minutes. Better Place owns the batteries, bringing down the purchase price of the cars using the network.

People driving shorter distances, the vast majority of customers, can plug in their batteries each day to chargers installed at their homes, offices and public locations, which will fully recharge in six to eight hours.

He faces a wall of skepticism. A major concern is "range anxiety": Will the car conk out because its battery is drained, stranding the driver in a dicey neighborhood, en route to the hospital, or with three wailing kids in back?

Rising fuel prices worldwide still haven't sent electric car sales surging, noted U.S.-based automotive expert John McElroy. "It may not be an energy price issue," he said. "Consumers may simply decide that electric cars don't offer the range they need."

Agassi, a former top executive at software giant SAP AG, said he is ready to prove his doubters wrong. "We're driving a car that most people said would be a fantasy," he said.

The swappable battery model aims to reassure drivers about range and show they don't need to sacrifice convenience or cash to switch to electric.

So far, the four Better Place battery stations are set up in central and northern Israel. During the second half of the year, around 40 stations are due to be operating across the country. But even before that, the company says enough will be up that a motorist could make the 500-kilometer (300-mile) drive from Israel's northern tip to its southern end.

Agassi has raised $750 million from investors including General Electric Co. and HSBC Holdings PLC since founding Better Place 4 1/2 years ago.

French automaker Renault has begun selling a sedan, the Fluence, customized to use the stations, priced in Israel at roughly $32,000, comparable to other sedans sold here. Currently, about 140 are on the road, most driven by Better Place employees.

The Fluence should start becoming available to the general public within weeks. Leasing companies, which buy about two-thirds of the more than 200,000 new cars sold annually in Israel, have ordered more than 1,800, and private customers have ordered several hundred more.

Compared to electric or hybrid cars in other markets, the sales numbers in this nation of 6 million might not be as humble as they seem: In 2011, Chevrolet sold about 7,700 Volts and Nissan sold under 10,000 LEAFs in the U.S., which has a population of more than 310 million.

"It interests all fleet managers we talk to," said Shai Dahan, CEO of Eldan Transportation, a top Israeli leasing group.

Better Place, which had promised to have thousands of cars on the road last year, acknowledges the rollout is behind schedule, mostly because of bureaucratic hurdles and production issues at Renault.

Better Place has also spent years testing its integrated system designed to allow its operation center, which is connected to every car, to monitor the vehicles and correct problems remotely. For instance, its software notifies drivers when their batteries are running low and directs them to the nearest switching station.

Israel sales director Zohar Bali predicts up to 5,000 Fluences will be silently running on Israeli roads and highways within a year.

Israel was chosen for the experiment in part because of its tech-savvy population. Also, with 80 percent of the population living in a narrow, densely populated stretch along the Mediterranean coast, it provides a perfect laboratory for the charging network.

Better Place claims it can shave up to 20 percent off the annual cost of owning a car, especially if gas prices, now around $8 a gallon here, continue to rise. Drivers buy access to the switching stations and charging spots through a monthly package ranging from under $300 to over $500, depending on mileage.

Israelis are taking notice. Better Place says more than 80,000 people in this country of 7.8 million have trekked to its visitor's center, situated at an abandoned oil reserves depot outside Tel Aviv.

What happens in Israel could decide how broadly Better Place deploys.

So far the Fluence is the only model compatible with the grid, but Renault's Middle East director, Jean-Christophe Pierson, says the company is considering a more compact model. Better Place is also in contact with other carmakers.

Denmark is set to become Better Place's second launch site this year. Australia is to become its first major market, with deployment in the capital, Canberra, also this year. Small-scale projects are in place in Hawaii and California. Amsterdam is the next European target after Denmark.

The company also has its sights set on China, where it already has opened a demonstration battery switching station.

Agassi sees the "tipping point" for electric cars coming in two to three years, propelled by dropping prices of cars and batteries. By 2017, he expects 50 percent of all new car sales in Israel to be electric.

The largest investor is The Israel Corp., whose holdings include Israel's biggest oil refinery and deep water oil drilling.

Idan Ofer, whose family controls The Israel Corp. and who serves as Better Place's chairman, said he saw no contradiction between his oil and clean-tech holdings.

Film giant Kodak "knew about digital photography. And look what happened. They still went bankrupt because they didn't do anything about it," observed Ofer. "There are many examples. I don't want to be there."
related  products by car: 5M 2.5 Inch LCD Screen CMOS HD Night Vision DVR with 800MA Rechargeable Battery


iPhone battery life solved(ish)

John Davidson
Could this be yet another reason to head into a Brookstone store the next time you’re in the USA? As if another reason were necessary.
The purveyor of the world’s coolest electronic knick-knacks that you didn’t know you desperately needed until you saw them, has just announced a deal with Lilliputian Systems to sell the latter’s fuel cell charging device, which can charge an iPhone dozens of times before the fuel cell needs replacing.
The charger, said to itself be the size of a thick smartphone, uses butane cartridges as its energy source, and converts that butane into electricity, which then can be used to charge any device with a USB plug.
The butane cartridges are each about the size of a disposable cigarette lighter (indeed, they will be manufactured by the makers of said cigarette lighters), and will each cost “about the same as coffee from Starbucks”, a Lilliputian Systems executive said. It’s good to see Starbucks coffee finding a use as a metric like that. Better that than using it as a beverage. Frankly, I’d rather drink the butane.
Basically that means that, if you’re willing to carry around something the size of an extra mobile phone, you’ll be able to go one, possibly two weeks without needing a power supply for your phone. More realistically, it means you’ll be able to pop one of these into your bag, and not worry about charging emergencies for months on end.
Of course, announcing a deal is one thing. Actually having an elusive fuel cell charger in the store is quite another. These things have been bouncing around research labs forever and a day, but have been hard to commercialise for reasons I’ll get into in a moment.
Announcing the Brookstone deal, Lilliputian Systems said it would “make a formal product announcement in the coming months”. Let’s just hope it materialises.
The science of fuel cells can be a little daunting for non-scientists like me, but it seems that fuel cells convert liquid fuels directly into electricity by oxidising the fuel at very high temperatures. That’s opposed to, say, burning the fuel to heat water and using the steam to drive a turbine. Fuel cells are things that skip those intermediate steps.
In any case, the operative words there are “very high temperatures”. As far as I can tell (going back to a Newsweek article about Lilliputian Systems that was written in 2008), Lilliputian’s fuel cell operates at about 800 degrees Celsius, which of course would burn a hole through your bag (through your anything, really) except for the fact its innards have been encased in a vacuum, to keep the heat in.
more mobile phone battery: exampel usa store Replacement HTC BD42100 Cell Phone Battery, Hi-quality HTC MyTouch 4G mobile phone batteries and uk shop Rechargeable HTC Cell Phone Battery | BTR6300B battery 1500mAh, MOTOROLA ME632 Cell Phone Battery and so on.
Elsewhere on Lilliputian’s website the company claims that its fuel cells are “reliable, safe (approved for use on aircraft) and environmentally friendly”, though convincing some TSA operative that they’re not a butane-powered bomb may be altogether another matter, when you try to bring one of these things home from the USA.
But this is the claim that sold me, again from Lilliputian’s website:
When compared to Lithium-Ion cell phone battery alternatives, Lilliputian’s solution provides a 5—10x improvement in volumetric energy density (energy density by volume) and 20—40x improvement in gravimetric energy density (energy density by weight) at a fraction of the cost.
If that’s true, that will be something to fly home about.
source from blog:

iPhone battery life solved(ish)


OM-D HLD-6 Power Battery Holder

OM-D HLD-6 Power Battery Holder 

The OM-D HLD-6 Power Battery Holder ($299.99 direct) is an optional grip that is compatible only with the Olympus OM-D E-M5 ($1,299.99, 5 stars) digital camera. Like the camera, the grip is fully weather sealed, so you can shoot with it in almost any type of environment.
It features a unique design that allows you to choose between adding only a front handgrip to the camera, or to also add a vertical CANON 7d battery grip. The standard handgrip adds screws into the bottom of the E-M5, and includes a Shutter button and Control dial. The vertical battery grip screws into the bottom of the handgrip, adding a Shutter button, two Control dials, and two Function buttons that you can use to control the camera when it is held in a portrait orientation. There’s a space in that grip for a second battery, although one is not included—you’ll have to buy it separately. Event shooters will appreciate the longer battery life and the ability to more easily control the camera when taking vertical shots.
related battery grip: CANON 60d Battery Grip
uk battery grip: CANON 7d battery grip, CANON 60d Battery Grip

sorurce from blog:

OM-D HLD-6 Power Battery Holder

Digital Photography Review tests Nikon D800

Digital Photography Review (DPR), one of the web’s most trusted resources for all things digital photography, has just completed its in-depth review of the Nikon D800. When Nikon announced the D800 back in February, it was not exactly what many people expected as it was more of a medium format challenger than a successor to the immensely popular Nikon D700. Still, people were quick to fall in love with the camera (provided you could find one), and now, three months after announcement, the first review by a world-renowned authority has been published.
So, how does the D800 do? Answer: very well.
Overall, the staff at DPR loved the D800 fopr the simple reason that it represents a clean, evolutionary step-up from the D700. Bottom line: anyone familiar with the D00 will immediately feel at home with the D800. In addition, it is noted that the D800 feels less substantial than its predecessor despite being virtually the same size. In addition, the D800 features the same levels of weather-proofing as the D700 and inherits all of its predecessor’s handy, external controls, too.
In terms of image quality, according to DPR, the D800 can still deliver at the high ISOs that made the D00 so popular, but with triple the resolution, which is no small feat. However, people looking to buy a D800 for its by-far best in class resolution should be warned: technique in the form of fast shutter speeds and/or tripods are a must, as are top-notch lenses as any lesser glass probably will not be able to fully resolve the 36Mp sensor, making the lens, not the camera, the limiting factor. In addition, DPR noted that the D800 is best in class for dynamic range, too. .
As for other things to like about the D800, they read like a laundry list: three crop modes, dual memory slots, improved live view, a 100% viewfinder, auto ISO being linked to lens focal length, an overall excellent video mode, and USB 3.0 output (perfect for those massive files).
As for complaints? Well, they’re more nit picks than anything else. First of all, changing AF nodes is more complex than on the D700, which simply required moving a switch. Second complaint (but one that is no surprise if you read the spec sheet) is that the D800 can only do 4fps, which is a little on the slow side come 2012, especially considering that the D700 can do 6fps (and 8fps with the battery grip).
Overall conclusion? Praise of the highest level. .
Want to buy a D800 in the Cleveland area? Well, there’s Cleveland-based Dodd Camera, with its downtown superstore. In addition, there are many smaller Cleveland metro area chain stores in the Cuyahoga County area, too. Live West of Cleveland? Loomis Camera, located in downtown Elyria, Lorain County, is another place to go for all your photographic needs. Both are authorized Nikon dealers. As for pricing and availability, the D800 sells for $2999..
Hint: since the D800 is back-ordered, order yours right away before the ‘line’ gets any longer or Nikon decides to jack up its prices again.
read more:
Replacement CANON 60D Battery Grip, Hi-quality 60D camera Battery Grip

Replacement Canon 7d Battery Grip | 7D Camera Battery Grip

source from blog:

Digital Photography Review tests Nikon D800


Is Lithium-Ion A Borgia Battery?

I've recently learned that lithium-ion batteries might be a triple threat - Borgia batteries - cherished by eco-royalty, poisonous in the extreme, and explosive enough to wreak havoc in a $25 million laboratory that was built to safely manage dell inspiron 1501 battery explosions.
Is it a battery or a WMD?
On April 11th five employees of the advanced battery laboratory at the General Motors (GM) Technical Center in Warren, Michigan were hurt when extreme testing of a prototype lithium-ion battery pack from A123 Systems (AONE) released chemical gases that exploded inside a testing chamber. Four were treated at the scene and one was taken to a local hospital. The injuries were not life threatening.
About 1,100 employees who work in the Warren facility were evacuated while a HAZMAT team spent four hours taking air samples inside and outside the building. While most of the evacuees were able to return to work, it's unclear how long it will take to repair about $5 million of damage to the battery laboratory and resume operations.
GM quickly advised the media that the incident didn't involve a battery for the GM Volt and technically there was no battery explosion at all. Engineers were simply conducting extreme overcharge tests on a prototype hp mini 110-1014tu battery and it failed, which is exactly what you'd expect.
Or is it?
The fact that there was a battery failure and vented gases ignited doesn't surprise me. The fact that the explosion was violent enough to cause major structural damage to a purpose-built facility that was designed to safely manage the occasional battery explosion is very troubling. The chemical composition of the gas that allegedly caused the explosion is a nightmare. The terrifying aspect is that these issues are being ignored, or at least swept under the rug, to protect the tarnished image of GM's Volt.
On Friday the 13th, Torque News reported:
The battery involved in the Wednesday morning explosion didn't actually explode but rather gases created in the testing chamber ignited and caused the massive explosion. During the extreme testing process, hydrogen sulfide gas collected in the testing area and when that cloud of gas ignited - we had the massive explosion that injured five and did significant damage to the Alternative Energy Center testing area including blowing out windows and at least one 8" thick door. Afterwards, the reports indicate that the battery for acer aspire 5920g pack itself was still intact.
It may just be my lawyer's fascination with words and sentence structure, but the second sentence of that paragraph sure sounds like an unattributed direct quote from somebody in the know at GM.
I'm not a chemist, but I have substantial oil and gas experience including three years as legal counsel for Boots & Coots, the largest oil field disaster response firm in the world. Because of that experience I know that hydrogen sulfide gas (H2S) is:
  • The reason rotten eggs stink;
  • Explosive at concentrations of 43,000 to 460,000 PPM; and
  • One of the deadliest poisons known to man.
In the US, Occupational Safety and Health Regulations prohibit exposure to H2S concentrations above 100 PPM without a full facepiece pressure demand self-contained breathing apparatus.
A Wikipedia search shows that an H2S concentration of 150 PPM paralyzes the olfactory nerve, killing the sense of smell; 800 PPM is the lethal concentration for 50% of humans with five minutes of exposure; and concentrations over 1,000 PPM can cause immediate respiratory arrest after a single breath.
That makes H2S sudden death by poisoning at 2.3% of the concentration required for an explosion.
If a comparable failure occurred in a moving car, the driver would be incapacitated in seconds while his vehicle careened into a crowded latte bar before exploding.
I know there's nothing inherently dangerous in the anode and cathode materials for today's advanced lithium-ion batteries. In fact I was surprised by the reports that a lithium-ion battery for Dell Latitude D630 could generate enough H2S gas to cause an explosion. When I started to ask questions, however, I learned that any number of electrolyte additives, separators, binders, fillers and ancillary cell materials could release highly toxic fumes from a failing cell or battery pack.
The active materials may be wonderful in their own right, but everything that goes into a cell must be carefully evaluated for its capacity to chemically interact with other cell materials and pose a serious threat to human health and safety.
We know the process failed at least once.
GM's "industrial accident" may be a one-off oddity if it was testing an exotic lithium-sulfur battery or something else that's radically different from conventional lithium-ion batteries. It may also be just the tip of an iceberg, the first example of unintended interactions between cell components that can render large format lithium-ion batteries too dangerous for use in passenger vehicles or other enclosed spaces.
100 years ago the Titanic was heralded as an engineering marvel until a completely unexpected turn of events in April 1912 forced engineers to question their basic assumptions. I believe the GM explosion should at least force some soul searching.
For four years I've heard nothing but safety talk from lithium-ion Apple a1280 Battery manufacturers, ideologues, politicians and would-be end users. This is the first report I've seen that threatens to burst the bubble. If H2S gas was generated in GM's advanced battery laboratory we need to know how much H2S gas was generated, how it was generated and how long the process took. We also need to know to a certainty whether similar problems might exist in large format lithium-ion batteries from other manufacturers. I understand that every battery manufacturer wants to keep its secret sauce recipe proprietary, but there comes a time when customer safety has to take precedence over competitive advantage.
I'm the first to admit profound confusion over the facts that have been reported so far. But there seems to be a consensus that a poisonous gas was generated by a failing battery, concentrations rose to explosive levels in the testing chamber, and the resulting explosion caused major structural damage to a facility that was built in 2009 and designed to withstand catastrophic battery failures.
Under the circumstances, I'm convinced that somebody who doesn't have a political, ideological or economic interest in the safety of lithium-ion batteries needs to get on the ball and conduct a comprehensive independent investigation to find out exactly what happened and whether comparable risks exist in the battery packs used by Fisker Motors, Ford (F), Tesla Motors (TSLA), Nissan (NSANY.PK), Toyota (TM) and others. I can only hope that an upcoming NHTSA technical symposium with battery manufacturers and automakers will mark the beginning of more rigorous regulatory oversight.
Borgia battery? Inaccurate descriptions from reporters? Prototype testing of a truly unique battery chemistry? Or simply a conventional automotive grade lithium-ion Kodak cx6330 Battery that was pushed beyond design limits and failed spectacularly? The difference has to be understood before we go much further.
(click to enlarge)4.21.12 BI Toon.jpg
This article was first published in the Spring 2012 issue of Toshiba pa3420u-1brs Batteries International Magazine and I'd like to thank editor Mike Halls and cartoonist Jan Darasz for their contributions.